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AD-A014 278

THE AMC '74 MOBILITY MODEL

M. Peter Jurkat, et al

Stevens Institute of Technology

y Prepared for:

Army Tank-Automotive Command Army Engineer Waterways Experiment Station

May 1975

DISTRIBUTED BY:

KTDi National Technical Information Service U. S. DEPARTMENT OF COMMERCE

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TECHNICAL REPORT NO. 11921 (LL-149) I I I I I

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I I I I I I I I I I I I

THE AMC 74

MOBILITY MODEL

MAY 1975

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M. Peter Jurkat Stevens Institute of Technology

Clifford J. Nuttall» US Army Engineer Waterways Experiment Station

Peter W. Haley US Army Tank-Autoqiotlve Command

S ARMY TANK AUTOMOTIVE COMMAND Warren. Michigan

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4. TITLE fMrfMUMaJ S. TYPE OF REPORT * RERIOD COVERED

Final Report

AMC '74 Nobility Model • . RERFORMINO ORG. REPORT NUMICR

LL-419 1. AUTHomc)

M. Peter Jurkat, Stevens Institute of Technology Clifford J. Nuttall, US Army Engineers WES Peter W. Haley. US Army Tank-Automotive Conwand

• . CONTRACT OR GRANT NUMREN^

DAAE07-73-C-0131 •■ PERFORMING OR0AM2ATION NAME AND ADDRESS

US Army Tank-Automotive Command RO&E Dir. Engr Sei Olv, Warren. MI 48090

10. RROORAM ELEMENT, PROJECT, T*$K

340CN

II. CONTROLLING OFFICE NAME AND ADDRESS

US Army Materiel Command

12. REPORT DATE

May 1975

TV MONITORING AGENCY NAME ft ADDRESSftf dftfarant ftaaTCiMlra/Hn« Otflet)

IS. NUMBER OF PAGES

500 approximately IS. SECURITY CLASS, (ol UtU «port)

UNCLASSIFIED Tw. DECLASSIFICATION/DOWNORADINO

SCHEDULE

IS. DISTRIBUTION STATEMENT (ol Ml« Rapotl)

Distribution of this document Is unlimited.

•7. DISTRIBUTION STATEMENT (ol (ha obmtrmet mtond In Block 20, 1/ dlllmnt Inm Htpotl)

18. SUPPLEMENTARY NOTES

19 KEY WORDS (Contlm» on rmnrmo »Id» IInoeooomrr and Idonlllr by block ntmabot)

HobHity Crossings Models Rivers Mathematical Models Dynamics Computerized Simulation Ride Simulation Terrain

Roughness Random Vibration

20. ABSTRACT (Canllimo on ranraa tldo M nocmtmmr mtd U—ttlly hr Mock mmbor) The AMC '74 Mobility Model Is an Improved, updated and extended revision if the AMC '71 Mobility Model. The main Improvements Include: speciflcatiov!« for axle-by-axle traction, braking and resistance calculations with recently developed equations to simulate slippery soil, muskeg and snow Interaction; a corrected acceleration/deceleration model; enhanced scenario input specifications; a road module simulating travel on primary, secondary roads and trails; an Improved hasty river and dry linear feature crossing module; a vehicle preprocessor module and a terrain preprocessor module; an Improved obstacle

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TECHNICAL REPORT NO. 11921 (LL-149)

THE AMC '74 MOBILITY MODEL

by

M. Peter Jurkat Stevens Institute of Technology

Clifford J. Nuttall U.S. Army Engineer Waterways Experiment Station

Peter W. Haley U.S. Army Tank-Autoinotlve Command

May 1975

- Unlimited Distribution

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ABSTRACT

The AMC '74 Mobility Model Is an Improved, updated and extended revision of the AMC '71 Mobility Model. The main improvements include: specifications for axle-by-axle traction, brakinq and resistance calculations with recently developed equations to simulate slippery soil, muskeq and snow interaction; a corrected acceleration/deceleration model; enhanced scenario input specifications; a road module simulatinc travel on primary, secondary roads and trails; an improved hasty river and dry linear features crossing module; a vehicle preprocessor module and a terrain preprocessor module; an Improved obstacle crossing module; and an updated ride dynamics module.

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ACKNOWLEDGEMENT

This report was compiled by the staffs of the Nobility and Environmental Systems Laboratory of the U.S. Army Corps of Engineers Waterways Experiment Station (MES), the Engineering Science Division of TACOM's RD&E Directorate, and the Trans- portation Research Group, Davidson Laboratory, Stevens In- stltute of Technology (SIT)% under contract DAAE07-73-C-0131.

A three-man working group was directly responsible for the generation of this report. Members of the working group were: Messrs. C. J. Nuttall, Jr. (WES)v P. W. Haley (TACOK); and Dr. M. P. Jurkat (SIT).

Mr. D. A. Sloss (SIT) assembled the Hasty River Crossing Model. Dr. Alan Lessem (WES) and Mr. R. W. Jacobson (TACOM) created the Obstacle Crossing Module.

Mr. T. Washburn (SIT) contributed significantly by assembling the Vehicle Preprocessor and participated In the development of the structure and logic flow of the whole model.

Mr. D. 0. Randolph (WES) contributed significantly to the maintenance of realism In governing algorithms.

The following supervisory personnel directed this work: Or. J. G. Parks, Chief. Engineering Science Division, and Mr. Z. J. Janosl, Supervisor« Methodology Function (TACOM), Messrs. W. G. Shockley, Chief, Mobility and Environmental Systems Lab, and A. A. Rule, Chief. Mobility Systems Division (WES), Dr. I. R. Ehrlich, Dean of Research and Mr. I. 0. Kann. Chief. Transportation Research Group (SIT).

Mrs. Maxlne Glanferml and Ms. Marian Czalczynskl, both from TACOM, performed the extremely difficult task of typing the text.

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TABLE OF CONTENTS

1

Section

Foreword

Introduction

Page No.

1

2

I Module I. Control and Input/Output 1-1

1 Description of Files Contained In Control and I/O Module 1-4

1 General Output 1-5

1

Areal Module Output 1-6

J;. i Hasty River and Dry Linear Features Crossing Module Output 1-11

' Road Module Output 1-13

i II Module II. Vehicle Preprocessor IM

Specification/Scenario Variables Required by Vehicle Preprocessor II-4

Primary Vehicle Descriptors Used In Vehicle Preprocessor I1-5

Vehicle Preprocessor Output 11-11

1. Conversion of Units (From M11es/Hr. to In/Sec, Degrett to Radians) 11-1.1

2. Vehicle Cone Index 11-2.1

3. Required Outputs not Directly Available from Vehicle Data Sheets I1-3.1

4. Tractive Effort Versus Speed Curve from Power Train Data I1-4.1

AUTOM. Automatic Transmission with Torque Converter Routine II-AUTOM.1

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II STICK. Manual Transmission Routine II-STICK.1

LINEAR. Linear Interpolation Routine II-LINEAR.1

5. Second Order Curve Fit to Tractive Effort Versus Speed Curve I1-5.1

III Module III. Terrain Preprocessor III-l

Specification/Scenario Variables Required by the Terrain Preprocessor II1-4

Contents of the File TRCLAS Containing Class Interval Boundaries and Representatives II1-5

1. Ad Hoc Preprocessor III-l.1

Primary Terrain Descriptors III-l.2

2. Standard Preprocessor II1-2.1

Secondary Terrain Descriptors II1-2.2

Terrain File (TERRN) Output III-2.4

3. Snow Machine III-3.1

Primary Descriptors III-3.2 t

Snow Modified Terrain File (TERRN) Output (Modification and Additions) III-3.3

IV Module IV. Areal IV-1

Areal Module Scenario Variables and Routine Specifications IV-7

Vehicle Data Input Required by Areal Module IV-'iO

1. Effective Obstacle Spacing and Speed Reduction Factors Due To Vegetation and /or Obstacle Avoidance IV-1.1

2. Land/Marsh Operating Factors IV-2.1

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Section

IV 3«. Fine Grained Soil Pull and Resistance Coefficients

F6SPC. Fine Grained Soil Pull Coefficient Subroutine

3b. Corase Grained Soil Pull and Resistance Coefficients

3c. Muskeg Pull and Resistance Coefficients

4. Summed Pull and Resistance Coefficients

5. Slip Modified Tractive Effort

TFORCF. Soil Limited Tractive Effort Subroutine

SLIP. Slip Subroutine

QUAD. Quadratic Fit Through Three Points Subroutine

6. Vegetation Resistance

7. Driver/Vehicle Vegetation Override Check

8. Total Resistance Between Obstacles

9. Speed Limited by Resistance Between Obstacles (No Reduction for Avoidance)

VELFOR. Maximum Velocity Overcoming a Given Resistance Subroutine

10. Speed Limited by Surface Roughness

11. Total Braking Force

12. Driver Dictated Braking Limits

13. Speed Limited by Visibility

1A. Speed Between Obstacles Limited by Visi- bility, Ride, Tires and Soil/SIope/Vege- tation Resistance Between Obstacles (No Allowance for Avoidance)

Page No.

IV-3a.l

IV-FGSPC.l

IV-3b.l

IV-3C.1

IV-4.1

IV-5.1

IV-TF0RCF.1

IV-SLIP.l

IV-QUAO.l

IV-6.1

IV-7.1

IV-8.1

IV-9.1

IV-VELF0R.1

IV-10.1

IV-11.1

IV-12.1

IV-13.1

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IV-14.1

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15. Maximum Speed Between and Around Obstacles

16. Obstacle Interference and Resistance

D3LINC. Three Dimensional Linear Interpolation Subroutine Extrapolation at Constant Level Beyond Elements of Array

17. Driver Limited Speed over Obstacles

18. Speed Onto and Off Obstacles

FORVEL. Force Available at a Given Velocity

19. Average Patch Speed Crossing Obstacles Including Acceleration/Deceleration Between and Over Obstacles

TXGEAR. Time and Distance in a Gear Subroutine

ACCEL. Time and Distance to Accelerate From One Velocity to Another

20. Vegetation Override Check

21. Maximum Average Speed

Module V. Hasty River and Dry Linear Features Crossing

Scenario Values Required by Linear Feature Module

Vehicle Input Data Required by Hasty River and Dry Linear Features Crossing

1. Initial GO/NO-GO Screen

2. Initial Traction/Resistance Screen

3. Interference Check

4. Traction/Resistance on Slope

Page No.

IV-15.1

IV-16.1

IV-D3LINC.1

IV-17.1

IV-18.1

IV-F0RVEL.1

IV-19.1

rV-TXGEAR.1

IV-ACCEL.1

IV-20.1

IV-21.1

V-1

V-4

V-5

V-1.1

V-2.1

V-3.1

V-4.1

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Section

V

VI

VII

VIII

5. Crossing Time

6. Exit and Crossing Search

Module VI. Road

Scenario Values Required by Road Nodule

Vehicle Input Data Required by Road Nodule

1. Speed Limited by Aerodynamic» Rolling, Cornering and Grade Resistance

2. Speed Limited by Road Roughness

3. Speed Limited by Sliding In Curves

4. Speed Limited by Tipping While Negotiating a Curve



7. Speed Limited by Visibility

8. Maximum Road Speed

Nodule VII. Ride Dynamics

Module VIII. Obstacle Crossing

Scenario Values Required by Obstacle Crossing Module

1. Calculation of Obstacle Break Points

2. Static Equilibrium Equation Coefficients

3. Obstacle Profile Contour

4. Wheel Hub Contour

Page No.

V-5.1

V-6.1

VI-1

VI-4

VI-5

VI-1.1

VI-2.1

VI-3.1

VI-4.1

VI-5.1

VI-6.1

VI-7.1

VI-8.1

VII-1

VIII-1

VIII-4

VIII-1.1

VIII-2.1

VIII-3.1

VIII-4.1

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VIII

IX

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B

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Page No.

5. Vehicle Clearance Contour VIII-5.1

6. Minimum Clearance and Tangential Force VIII-6.1

7. Maximum and Average Force to Override an Obstacle VII1-7.1

References IX-1

Appendix Vehicle Data Sheets A-l

Vehicle Data Sheet Instructions A-2

Vehicle Data Cross Index A-3

Vehicle Data for AMC '74 Mobility Model A-12

1. Vehicle Identification A-12

2. Running Gear A-l3

3. Power Train A-18

4. Geometry A-26

5. Water Characteristics A-29

6. Highway Characteristics A-32

7. Mobility Assist Systems A-33

8. Inputs from Dynamics Module A-34

9. Obstacle Crossing Input Data A-38

Distribution List B-l

Report Documentation Page C-l

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LIST OF FIGURES

Section Page No.

III Terrain Preprocessing Flow Chart III-6

IV AMC '74 Mobility Model Areal Module Overview IV-4

AMC '74 Mobility Model Areal Module Flow Chart IV-6

VIII Vehicle Representation for AMC '74 Obstacle Module VIII-2.3

VIII Representation of Modified Obstacle Profile VIII-4.2

A Vehicle Geometry A-28

Obstacle Crossing Input Data, Figure A-1 A-40



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FOREWORD

TACOM and the US Army Corps of Engineers Waterways Experi- ment Station compiled a comprehensive computerized simulation of the interaction of a vehicle, a terrain and a human operator in 1971. This mathematical model, called the AMC '71 Mobility Model, represented the existing technology for predicting the performance of a wheeled or tracked vehicle across any type of terrain (AMC stands for Army Materiel Command, the sponsoring agency).

A report was published by TACOM (1) whose first volume discusses the input requirements, the model structure and several applications. Volume II of this report contains all the details necessary to fully understand and reproduce the entire program (explanations, flow charts and listings).

AMC '71 has been utilized for performing and/or supporting several important cross-country mobility analyses relative to the development of Army vehicles as well as various concept studies. These and on-going research and exploratory development programs were the main driving factors in the process of improving and expanding the model.

This report documents the resulting improved computer simulation called the AMC '74 Mobility Model.

Volume I of Reference 1 discusses the historical background of mobility research, describes the input requirements, explains the structure of the model and shows certain output modules which had been in use prior to the publication of Reference 1. Finally, a few early applications are explained. The text of Volume I of Reference 1 was written approximately three years ago. Since then, the model has extensively been used. Revisions in AMC '71 have largely been dictated by customer request. As a result, certain new output routines have been created and some segments have been detached from the main body of the model.

However, it is felt that Reference 1 is still valid and therefore there was no need for a revised discussion of the under- lying philosophy, purpose and possible application of AMC '74. Thus, this report was written for the reader who is familiar with Volume I of the AMC '71 Mobility Model and for the programmer who is acquainted with Volume II.

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INTRODUCTION

course of three "WHEELS" Study (2), well as restrictions be expected because comprehensive mobility

The AMC '71 Mobility Model (1) is d comprehensive computerized series of calculations simulating the Interaction ot a vehicle, a terrain and an operator. AMC '71 represented, at the time it was compiled, the best existing relations for predicting the performance of wheeled or tracked vehicles across most types of terrain.

The AMC '74 Mobility Model is, as its name is intended to imply, an updated version of AMC '71. In the years of studies using AMC '71, including the certain anomalies and crude approximations as in AMC '71 became apparent. This was only to AMC '71 was the first attempt in developing a model. It was assembled and released in a relatively short time.

Since then, TACOM, WES and Stevens Institute have continuously updated the model.

The major revisions incorporated into AMC *74 are:

1. To allow the modeling of vehicle combinations containing various configurations of powered, braked and towed wheels and tracks (towed tracks not modeled).

2. To allow modeling travel over slippery soils, muskeg and shallow snow.

3. Inclusion of vehicle and terrain preprocessor modules.

4. Inclusion of a road module.

5. Separation of the hasty river and dry linear features crossing from the irain body of the model.

6. An improved obstacle crossing simulation.

7. An updated two-dimensional combined ride and obstacle crossing dynamics simulation.

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allow more modularity and precision In calculation and output.

9. To correct errors In computation.

10. To allow an extended set of scenario specifications.

Revision 1 now allows the modeling of the movement of vehicles such as half-tracks, towed and/or powered and/or braked trailers, pitch articulated vehicles, vehicles with gross variations In load distribution and vehicles with variations In axle geometries In soft soil, snow or muskeg.

Revision 2 now allows modeling of many terrains and operations In rain and other Inclement weather conditions in the areal crossing module.

Revision 3 simplifies the supplying of vehicle data information by the user to the model. The terrain data Is also preprocessed and placed In a form that Is required for use In the main model.

Revision 4 is a new module which simulates travel on primary, secondary roads and trails. The outputs of this simulation are similar to the outputs of the areal module; i.e., maximum speed on a road segment.

Revision 5 is the result of experience gained In using AMC '71 for special studies and user vehicle evaluations. The areal crossing is exercised Independent of any linear feature terrain data.

Under Revision 6, the obstacle crossing problem is examined external to the areal crossing module. The force required to cross an obstacle and the geometric Interference history between the obstacle and the vehicle are calculated.

Under Revision 7, an updated dynamics module which Includes a two-dimensional ride dynamics simulation for rough terrain and a dynamics simulation for either single or multiple obstacle crossing has been added. Both simulations use a driver limited tolerance to vibration or shock for determining maximum speed. The updated dynamics module will be published separately (Reference 3)

Included under Revision 8 Is the clear separation of vehicle travel between obstacles and over obstacles.

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Revision 9 is primarily a correction to the acceleration/ deceleration times and distances which now are calculated in closed form. This was done by approximating the power train In each gear by an analytic function and Integrating these functions. The gear- by-gear modeling also allows the addition of gear change times and velocity losses. Various other corrections were made throughout.

Under Revision 10, the user has been given control over operational variables, such as weather and driver characteristics and motivation, so that the model may be used for a variety of scenarios.

AMC '74 is the precursor of the Army Mobility Model (AHM) which is due for Army-wide release in the first quarter of FY76. AMC '74 will be used in several studies before AMM is finally developed.

The term model is used here to denote the algorithms and operational procedures published in this report. They are intended for computer implementation; a specific such implementation will be referred to as a programmed version of the model. AMM will be released with an accompanying programmed version which will. Insofar as possible, have the following features:

the programmed version of computational modules will be coded in machine independent FORTRAN IV.

the coding will stress transparency and direct correspondance between documentation and code.

all machine dependent functions (overlays, input/ * output, etc.) will be consolidated in a single

command and control module. However, the user will have to write his own input/output modules if his computer is different from the one at TACOM.

AMC '74 consists of 8 modules:

I. Control and I/O.

II. Vehicle Preprocessor.

Ill Terrain Preprocessor.

IV. Areal Module.

V. Hasty River and Dry Linear Feature Crossing.

VI. Road.

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VIII. Obstacle Crossing.

These are briefly explained below:

I. The Input/Output module contains files of input (vehicle, terrain, scenario) and output. It is a general executive program. The structure of this module can be easily changed, if necessary, depending on the user's needs.

II. The Vehicle Preprocessor consists of algorithms which transform vehicle input data into quantities needed as Inputs to the various submodels. Some of these required data have to be hand-calculated for AMC '71.

III. The Terrain Preprocessor Is a set of algorithms whose function is to convert the class Interval number of the terrain input to quantitative values associated with terrain features or accept the quantitative values directly.

IV. The Areal Module simulates vehicle travel across the areal terrain units.

V. The Hasty River and Dry Linear Feature Crossing Module simulates a single vehicle crossing a linear feature without external aid or a bridge.

VI. The Road Module is a simulation of travel on primary, secondary roads and trails.

VII. The Ride Dynamics Module is a two-dimensional digital simulation of the dynamic interaction of the vehicle, rough terrain and obstacle« resulting in speed limitations due to human tolerance to rough rioe and shock.

This is an externally executed module which provides input data for the areal and road modules. The description of the dynamics module will be published separately. The data supplied by the ride dynamics module may alternatively be obtained from field tests.

VIII. The Obstacle Crossing Module is a detailed and improved simulation of the crossing of obstacles. This also is an externally executed module which provides the tractive effort required to cross the obstacles and determines interference geometry for the areal module.

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MODULE I.

Control and Input/Output

1-1

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Ö CONTROL AND INPUT/OUTPUT MODULE

The Control and Input/Output Module, acting in the role of a program executive, coordinates the access of the processing modules (Areal, Hasty River and Dry Linear Features Crossing, and Road) to their respective Input and output files.

It Is the Intention of the model designers that the processing modules be as machine independent as possible, and that all machine dependent coding be concentrated In the control and I/O module. This Implies that this module will open and close all files, read all Input and write all output, and, therefore, for efficiency, provide all software links between modules and routines.

Inputs consist of:

1. Basic vehicle data files

2. Terrain data files

3. Scenario data

4. Run specifications

a. Output file name

b. Output level Indicator

The basic mode of operation of the model is to mtke a series of speed or crossing time predictions for a given vehicle in each of the terrain, road or linear feature units described in the terrain data file, under a single set of scenario specifications. At the conclusion of such a run, vehicle, scenario and/or terrain inputs are changed as required to make a new set of predictions.

For each run so defined, the output file records the vehicle data used, identifies the terrain data file and scenario data used, and accumulates derived data from the working modules according to user needs as specified by the output level indicator. Four levels (1, 2, 3 and ID) are presently provided, but others can be Inserted readily to meet special user requirements.

1-2

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i Level 1 saves and records only the basic 1n-patch or In-unlt average maximum speed prediction from the Areal and/or Road Modules, or crossing time and speed from the Linear Features Nodule, for each terrain unit, road unit or linear feature In the terrain data file. These data may be used subsequently In an appropriate output processing module to generate speed maps, statistics and/or Indices, or to make best route selections or simple traverse time predictions.

Level 2 adds to the level 1 output, NO-GO or speed limit diagnostics for each unit or feature. It provides data for maps or statistics Identifying the reason* for vehicle performance limits throughout the area to which the terrain data are related.

Level 3 saves all level 1 and level 2 Information and, for each area or road unit, adds resistances and some Intermediate speeds needed to determine fuel consumption or to introduce acceleration and deceleration across unit boundaries for more precise traverse predictions.

Selection of other derived data for further output analysis to meet the needs of other types of studies can be rapidly developed as needed. Upon Identification of such additional needs, new output levels can be developed and added as a simple specification call. Levels 4 through 9 have been reserved for such future developments.

Level 10 saves alj, derived outputs for special program diagnostic studies.

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Description of Files Contained in Control and I/O Module

Inputs VEHIC ■ generic name of file containing the basic vehicle data

OYNAM ■ generic name of file containing the tabulated outputs from the dynamics module

OBSTC ■ generic name of file containing the tabulated outputs from the obstacle crossing module

TERRN ■ generic name of terrain file containing the primary and secondary proper natural terrain units descriptors.

SCENA ■ generic name of file containing the scenario Inputs

AMMOU ■ generic name of file In which all output Is written

LEVELO • output level of detail desired

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General Output

The general output Is written to the output file (AMMOU) at the beginning of each run of a vehicle (at a given loading, tire Inflation specification, etc.) over all area! terrain, linear feature and/or road units described In a given (preprocessed) terrain data file (TERRN), under a given set of scenario conditions (SCENA). The output file contains:

- output file name

- vehicle identification

- payload description

- terrain data file Identification

- scenario Input data (SCENA)

- run specifications (LEVELO)

and (optional):

- complete vehicle Input data (VEHIC)

- dynamics module data (DYNAM)

- obstacle crossing module data (OBSTC)

- complete derived vehicle data

(See Module II. Vehicle Preprocessor.)

1-5

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Areal Module Output

Level 1

NOTE;

NTU « terrain unit number

ITUT » 1 if normally dry patch

3 2 If marsh or other water covered patch

VSEL ■ selected average speed in patch, in/sec

VSLOPE(K) 8 final selected average speed on slope K ■ up, level and down, in/sec

If scenario variable NTRAV = 1, then Slope, K, contains only one direction as specified by terrain variable (GRADE).

Level 2

Level 2 output is Intended for use in determining what aspect of cross country travel is limiting the speed of the vehicle, or causing immobilization (NO-GO). Level 2 includes Level 1 and:

BFGONO » 1 if vehicle braking is Inadequate for downs!ope operation

« 0 otherwise

IFLOAT = 0 if no standing water

E 1 if vehicle is fording

= 2 if vehicle is fully swimming

ISLCT(K) = one greater than the stem diameter class selected to be overridden on slope K ^ up, level and down

MAXI ■ one greater than the index of the maximum stem diameter class that can be overridden

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could have chosen obstacle override

« 1 If override/avoidance strategy never chose obstacle override due to belly/axle Interference with stumps or boulders

» 2 If override/avoidance strategy never chose obstacle override due to lack of penalty for obstacle avoidance

* 3 If detailed obstacle override determined interference

SRFO(ISLCT(K)) - speed reduction factor due to avoiding obstacles and vegetation In stem diameter class ISLCT(K)-1 and greater on slope K ■ up, level and down

SRFV(ISLCT(N)) « speed reduction factor due to avoiding vegetation In stem diameter class ISLCT(K)-1 and greater on slope K • up. level and down

VA(K,ISLCT(K)) s obstacle approach speed on slope K * up, level and down while overriding vegetation In stem diameter class ISLCT(K)-1 and smaller and avoiding vegetation in stem diameter class ISLCT(K) and greater. In/sec

VAVCHK(K,ISLCT(K)) • 1 If combination can override a single tree of class ISLCT(K)-1 at speed VAV0I0(K,ISLCT(K))

* 0 otherwise

VAVOI0(K,ISLCT(K)) » speed on slope K - up. level and down avoiding obstacles but overriding vegetation in stem diameter class ISLCT(K)-1 and smaller and avoiding vegetation in stem diameter class ISLCT(K) and greater, in/sec

1-7

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VBO(K,ISLCT(K)) = speed on slope K » up, level and down between obstacles overriding vegetation In stem diameter class ISLCT(K)-1 and smaller and avoiding vegetation In stem class ISLCT(K) and greater. In/sec

VELV(K) ' speed limited by visibility on slope K ■ up, level and down. In/sec

VOCHK(K.ISLCT(K)) ■ 1 if combination can override a single tree of class ISLCT(K)-1 at speed VOVER(K,ISLCT(K))

■ 0 otherwise

VOLA ■ maximum speed with which vehicle may contact obstacle as limited by driver or cargo. In/sec

VOVER(K,ISLCT(K)) - average speed on slope K = up, level and down while overriding obstacles and vegetation in stem diameter class ISLCT{K)-1 and smaller and avoiding vegetation In stem diameter class ISLCT(K) and greater. In/sec

VRIO * speed limited by surface roughness, in/sec

VSOIL(K,ISLCT(K)) - maximum speed while overcoming soil, slope and vegetation resistance while overriding vegetation In stem diameter class ISl.CT(K)-l and smaller between obstacles without reduction for avoidance on slope K = up, level and down, in/sec

VTT(K,ISLCT(K)) * speed between obstacles (without allowance for maneuvering) overriding vegetation in stem diameter class ISLCT(K)-1 and smaller on slope K * up, level and down. In/sec

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VXT(K.ISLCT(K)) obstacle exit speed on slope K ■ up, level and down while overriding vegetation In stem diameter class ISLCT(K)-1 and smaller and avoiding vegetation In stem diameter class ISLCT(K) and greater. In/sec

WDGONO » 1 If water too deep for operation

3 0 otherwise

WRATIO • proportion of combination weight supported by ground

Level 3

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This level of output Is designed to allow acceleration/ deceleration times and distances to be calculated In travel from one terrain unit to another. Subroutines ACCEL and TXGEAR from the Areal Module may be used to do this. Includes level 2 plus:

NGR * number of gears

GCM * gross combined weight, lb.

SHIFTT ■ gear shift time, sec.

NGR, GCW and SHIFTT need be Included In the output just once but all following variables must be output for each terrain unit.

VG(NG,MN) - minimum speed In gear NG modified by slip. In/sec

VG(NG,M0) > mid-range speed In gear NG modified by slip. In/sec

VG(NG,MX) - maxlimi speed In gear NG modified by slip. In/sec

STRACT(N6.L,K) » slip modified tractive effort In gear NG at speed Index L * MN, MD or MX and slope K - up, level and down, lb.

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FA(N6,K), FB(NG.K), FC(NG.K) > constant, linear and quadratic term coefficient of quadratic fitted to slip modified tractive effort versus speed curve for gear NG and slope K - up. level and down, lb., 1b/(1n/sec), lb/(1n/sec)2

FORMX(K) ■ maximum tractive effort available in soil on slope K « up. leve and down, lb.

VFMAX(K) ■ speed at which maximum tractive effort on slope K * up, level and down is available. In/sec

TR(K,ISLCT(K)) - total soil, slope and vegetation resistance while overriding vegetation In stem class ISLCT(K)-1 and smaller, lb.

NXBF(K) * maximum braking force on slope K level and down, lb.

up,

Level 10

Level 10 output is Intended for program diagnosis. Included In Level 10 are:

- primary and secondary terrain descriptors

- all derived performance variables

- all Level 1 and 2 output

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Hasty River and Dry Linear Features Crossing Module Output

Level 1

NTU * feature unit number

ITUT ■ 4 man-made ditch

» 5 natural ditch (river or trench)

* 6 mound

TCROS * time required to cross feature, sec.

VSEL » average speed across feature, in/sec

Level 2

This level is intended to aid vehicle design evaluation by identifying the specific reasons for a NO-GO. It includes Level 1 and:

NOGO - 0 potential GO

■ 1 NO-GO due to water depth greater than fording depth

* 2 NO-GO due to bank slope and height

» 3 NO-GO due to insufficient level traction on bank soil type

* 4 NO-GO due to vehicle front end too low

= 5 NO-GO over step

■ 6 NO-GO due to lack of traction on deformed slope

■ 7 NO-GO due to lack of traction on natural slope

* 8 NO-GO on deformed slope

» 9 NO-GO due to front end angle too shallow

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Level 3

Level 3 provides data to examine operational alternatives to crossing the feature. Level 3 Includes Level 2 and:

DB * mean distance to nearest bridge, ft.

DX « mean distance to nearest exit site, ft.

T ■ mean travel time to nearest crossing site, mln.

Level 10

All derived performance variables Including all of the above.

1-12

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U Road Module Output

Level 1

NTU = road unit number

ITUT ■ 11 for superhighway a 12 for primary roads

» 13 for secondary roads

3 14 for trails

VSLOPE(K) > final selected average speed on slope K s 1, up; s 3« down; In/sec

VSEL * average speed (up slope and down slope). In/sec

BFGONO * 1 If vehicle braking Is Inadequate for downslope operation

* 0 otherwise

Level 2

This level of output Is Intended for vehicle design evaluation. Level 2 Includes Level 1 and:

VRSIST(K) • speed limited by aerodynamic, rolling, cornering and grade resistance for K ■ up, and down. In/sec

VRIO • speed limited by roadway roughness. In/sec

VELV(K) * speed limited by visibility. In/sec

VSLIO s speed limited by sliding off curves. In/sec

VTIP « speed limited by tipping In curves. In/sec

1-13

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Level 3

This level of output 1s designed to allow acceleration/ deceleration times and distance calculations between one type of road segment and another. Subroutines ACCEL and TXGEAR from the Areal Module may be used for this purpose. Level 3 Includes Level 2 and:

NGR ■ number of gears

GCW « gross combination weight, lb.

SHIFTT » gear shift time. sec.

NGR, GCW and SHIFTT need to be included in the output just once but all the following variables must be associated with a terrain unit.

VGV(NG.MN). VGV(NGtMD),VGV(NG,MX) « minimum, mid-range and maximum speed In gear NG, respectively, in/sec

STRACT(NG.L.K) = resistance modified tractive effort available in gear NG at speed index L = MN, MD or MX and slope K * up, level j and down, lb.

FA(NG,K), FB(NG,K), FC(NG,K) = constant, linear and quadratic term coefficients of quadratic fitted to slip modified tractive effort versus speed curve for gear NG and slope K; lb.. lb/(in/sec). lb/(in/sec)2

FORMX(K) s maximum tractive effort available for slope K, lb.

VFMAX(K) * speed at which maximum tractive effort is available on slope K, in/sec

MXBF(K) = maximum braking force on slope K, lb.

Level 10

All derived performance variables Including all of the above.

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MODULE II

VEHICLE PREPROCESSOR

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I VEHICLE PREPROCESSOR MODULE

The vehlê preprocessor module performs four basic operations:

1. It converts the dimensional units of the vehicle's nomenclature to the inch, pound, second, radians units used for all variables in the Areal, Hasty River and Dry Linear Features Crossing and Road Modules.

2. It computes the vehicle cone index (VCI) for fine grained, coarse grained and muskeg soils.

3. It characterizes the theoretical tractive effort versus vehicle speed relation, either from an experimental data array or from engine-transmission-final drive data. In terms of a series of quadratic expressions.

4. Finally, the preprocessor calculates a number of derived vehicle characteristics which recur in several modules or submodels such as gross combined weight, minimum path width of traction elements, etc.

^ ^ The vehicle nomenclature that appears on the vehicle data sheets has conventional dimensional units. Speeds are in MPH, lengths in inches, weights in pounds, and angles in degrees. The preprocessor converts MPH to In/sec and degrees to radians. The weight and length units are re- tained.

The tractive effort speed relation is built by using a series of quadratic curve fits to the engine-transmission- drive train data in each gear. The quadratic curve in each gear eliminates the table look-up procedure employed in AMC '71 and permits a closed form Integration for distance in the Acceleration/Deceleration (AC/DC) routine. Use of the quadratic functions reduces the number of computations required whenever the AC/DC routine is used. This is important because revisions to the obstacle crossing speed algorithm in the areal module introduce AC/DC considerations more often than they occurred in AMC '71.

A significant advance over AMC '71 is In the computation of Vehicle Cone Index (VCI). The preprocessor addresses

II-2

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the VCI computations on an axle-by-axlo or track unit-by track unit basis. Each of these indivioual running gear units is called an assembly. The individual assembly procedure enables .the model to accommodate powered, unpowered, braked and unbraked assemblies. For each assembly which is powered and/or braked, the VCI and contact pressure factor (CPF) are calculated for fine grained and muskeg soils. These values are passed Into submodels 3a and 3c of the Areal Module where the pull force coefficients for fine grained and muskeg soils are calculated per assembly. It is assumed that the running gear assemblies slip uniformly. To imple- ment this assumption in the slip modified tractive effort routine of the areal module a series of effective contact pressure factors is computed for the vehicle as a whole (CPFCFü, CPFCCG).

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The derived vehicle characteristics are peculiar to the specific algorithms within a routine. They are vehicle characteristics not ordinarily found on data sheets, txatiiples are: gross combined weight on non-braked assemblies, minimuii! lateral distance from CG to outer wheels, percent distribution of weight on front assembly.

The nomenclature of the vehicle and its components which is used throughout the AMC '74 Mobility Model is as follows:

Element - single tire or track

Assembly - axle with wheels and tires or a pair of left and right tracks

Unit - prime mover, trailer

Combination - whole vehicle composed of the sum of all units

II-3

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o Specification/Scenario Variables Required by Vehicle Preprocessor

APGDAT = 1 choose power train data (if available)

= 2 choose measured tractive effort data (if available)

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Specification/Scenario Variables Required by Vehicle Preprocessor

AP6DAT = 1 choose power train data (if available)


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PRIMARY VEHICLE DESCRIPTORS USED IN VEHICLE PREPROCESSOR

Variable

ASHOE(i)

CGLAT

CLRMIN(i)

C0NV1(RPM,N)

CONVKSR.N)

CONV2(SR,N)

C0NV2(TR,N)

DFLCT(i,j)

Routine

2

3

2.3

DIAW(i)

ENGINE(RPM,N)

ENGINE(TORQUE.M) 4

Meaning

area of one track shoe on track assembly i, in2

lateral distance of CG measured from centerline of combination, in.

minimum ground clearance of assembly i. in.

input speed component of the torque converter speed ratio versus torque speed curve, rpm

speed ratio component of the torque converter speed ratio versus torque converter input speed curve at constant input torque, TQIND

speed ratio component of the torque converter speed ratio versus torque converter ratio curve

torque ratio component of the torque converter speed ratio versus torque converter torque ratio curve

deflection of each tire on axle assembly i under load WGHT(i)/ NWHL(i). in., at the pressure specified for j=l fine grained, =2 coarse grained, -3 highway

outside wheel diameter of unloaded tires on running gear assembly i, in,

engine speed component of engine speed versus engine torque curve, rpm

engine torque component of engine speed versus engine torque curve, Ib-ft

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Variable Routine

FO(EFF) 4

FD(GR) 4

GROUSH(I) 2

1 1.2,3

IAPG 4

IB(1)

ICONST(I)

ICONV1

Meaning

final drive efficiency

final drive gear ratio

track grouser height of track assembly 1, In.

assembly Index 1

3 0 If power train data available only

» 1 If both measured tractive effort and power train data given

» 2 if measured tractive effort given only

» 1 If running gear assembly 1 Is braked

« 0 otherwise

- 0 If radial tires

■ 1 If bias tires

number of point pairs In the array CONVI(SR.N), CONVl(RPM.N)

IC0NV2

ID(1)

IENGIN

4

3

number of point pairs In the array C0KV2(SR,N). C0NV2(TR,N)

* 0 If wheels are singles

" 1 If duals

number of point pairs In the array ENGINE(RPM.N)( EHGINE(TORQUE,N)

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Variable

IP(1)

IPOWER

ITCASE

Routine

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ITVAR

j

LOCKUP

MAXIPR

MAXL

NAMBLY

NBOGIE(i)

NCHAIN(i)

1.4.5

4

2.3

4

1

1

1,2,3

2

2

Meaning

= 1 if running gear assembly i is powered

= 19 otherwise

number of point pairs in the array POWER(F0RCE,N), POWER(SPEED.N)

■ 1 if engine to transmission transfer gear box

= 0 otherwise

= 0 if manual transmission with clutch

= 1 if automatic transmission with torque converter

= 1 if transmission is mechanical

= 0 if transmission is hydraulic

surface index j

= 0 if torque converter does not lockup

= 1 if torque converter has lockup

number of surface roughness values per tolerance level

number of roughness tolerance levels specified

total number of running gear assemblies

number of road wheels on track assembly i

= 1 if chains are present on tire

= 0 otherwise

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Variable Routine Meaning

NETHP 1 maximum net horsepower

NGR 4 number of transmission gear ratios

NHVALS 1 number of height values used in arrays VOOB and HVALS

NSVALS 1 number of obstacle spacing values used in arrays V006S and SVALS

NVEH(1) 2.3.4 « 0 if running gear assembly 1 Is tracked

M if wheeled

NWHL(i)

POWER{FORCE,N) 4.5

POUER(SPEED,N) 1.4.5

ROIAM(i) 2.3

REVM(i) 3

RIMW(i) 3

RR 4

SECTH(i) 2

SECTW(i)

number of tires on wheeled assembly 1

tractive force component of the tractiv» force versus speed curve, lb.

vehicle velocity component of the tractive effort versus speed curve, in/sec

rim diameter of wheel for tires on axle assembly 1

revolutions/mile of tire element on assembly 1, rev/mi

wheel rim width of assembly i, in.

tracked: sprocket pitch radius,in.

section height of tires on running gear assembly 1, in.

section width of tires on running gear assembly 1, in.

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Variable Routine

TCASE(EFF) 4

TCASE(GR) 4

TPLY(i) 2

TPSI(i,j) 2.3

TQIND 4

TRAKLN(i) 2.3

TRAKWO(I) 2,3

TRANS(EFF,NG) 4

TRANS(GR.NG) 4

VAA 1

VDA 1

VOOB(NH) 1

V00BS{NS)

Meaning

efficiency of gear between engine and transmission = 1. if no such gear

gear ratio between engine and transmission = 1. if no such gear

tire ply rating of tires on axle i

tire inflation pressure of tires on axle i, psi, specified for j=l fine grained. =2 coarse grained, =3 highway

constant torque converter input torque at which torque converter performance curves are measured. Ib-ft

track length of track assembly i. in.

track width of track assembly i. in.

transäiii'iSion efficiency of gear NG

transmission gear ratio of gear NG

vehicle approach angle, deg.

vehicle departure angle, deg.

maximum driver limited speed at which vehicle can Impact an obstacle of height HVALS(NH) if obstacles are spaced farther than two vehicle lengths apart, mph

maximum driver limited speed at which vehicle can impact successive obstacles spaced SVALS(NS) apart, mph

II-9

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.":,«HlW'PJf'WIJ.,IIJ,ll«,WIHi,, HiJI.,u,.ll.î|IJJ!,li.ll> .luiiii.w,ij.»i.^wl.^l<,'^ll';iilt;|>iflBi.<.i»i,»;Lm|,iliî?.if,WFI.... ■■.■.?n»i;-r. ...i u n.i •l^fm.^.-^fyymtmf-.-.w/^ m'ft.l ■w-ft»!»'.'^"?"»-."' ■ -' T^nit",™^??™?.1:""' rw*™ r;

wmmmmmmwama

Variable Routine

VRI0E{NR.L) 1

VSS 1

WGHT(i) 1,2,3

WT(i) 3

WTE(i) 3

XBRCOF 3

Meaning

maximum speed over ground for surface roughness class NR at roughness tolerance level L, mph

maximum combination still water speed without auxiliary propulsion, mph

weight on running gear assembly 1, lb.

tread width of running gear assembly 1, In. (center to center plane'If duals)

minimum width between left-right elements on assembly 1, in.

maximum combination braking coefficient per assembly in lb/lb of load carried

11-10

- -- - -imi.« fc i ■ —•"*—"laMIÎ *-*■ -.-■-. .. .

gpiWWMPIIPWIIW'^BîpjIMIiHJPff'UW'lM y>!n>^PliiiinpiippMPl^pniiipin79iji>9w>!nnn! ^.wf»-1 .■ 11 »BBB guBiwii w wnw""*

h..>Ut*l^.».4. . »

Variable

ATF{NG)

BTF(NG)

CHARLN(i)

CPFCCG(j)

CPFCFG(j)

CPFFG(i.j)

CTF(NG)

VEHICLE PREPROCESSOR OUTPUT

Routine

2,3

Meaning

Constant of quadratic fitted to vehicle tractive effort curve in gear NG, lb.

Coefficient of linear term of quadratic fitted to vehicle tractive effort curve in gear NG, lb(in/sec)

Characteristic length of tire element or track on running gear assembly i, in.

Maximum contact pressure factor of all running gear assemblies of the type specified by NVEHC for coarse grained soil, lb/in', at pressure specified for j = 1 fine grained, = 2 coarse grained, « 3 highway

Maximum contact pressure factor of all running gear assemblies of the type specified by NVEHC for fine grained soil, lb/in2, at pressure specified for j = 1 fine grained, = 2 coarse grained, = 3 highway

Contact pressure factor of running gear assembly i, lb/in2, fine grained soil at pressure specified for j » 1 fine grained, = 2 coarse grained, = 3 highway

Coefficient of quadratic term of quadratic fitted to vehicle trac- - tive effort in gear NG, lb/(in/secr

u

/

,

1

t:

ii-n

-'""'■^MMlül^^-iMiMainBlH ^^"—■' ■-■ ■--■ ■••- ■ ',■■■, - ■ ■! -

wm^mmmmm '^ I "> """" ■■'! ■■■!' » npm WWiwii"" ■M»*piii^'-- 'wii.'." «mj-n-'-iht-wm

Cv..

u Variable

DIAW(1)

DRAT(1,j)

6CA(i,j)

GCW

GCWB

GCWNB

GCWNP

GCUP

HVALS(NH)

i

IB(i)

ID(1)

IP(i)

Routine

2.3

3

3

3

3

3

1

1.2.3

1.2.3

1,2.3

Meaning

Outside wheel diameter of unloaded tires on running gear assembly 1. In.

deflection ratio of each tire on running gear assembly 1 ursder load M6HT(1)/NWHL(1) at pressure specified for j-1 fine grained, »2 coarse grained. «3 highway

nominal ground contact area per tire element or track pair on running gear assembly 1. 1nz. at pressure specified for j"l fine grained, «2 coarse grained, "3 highway

gross combination weight, lb.

gross combined weight on all braked running gear assemblies, lb.

gross combined weight on all non- braked running gear assemblies, lb.

gross combined weight on all non- powered running gear assemblies, lb.

gross combined weight on all powered running gear assemblies, lb.

value of NHth obstacle height, in.

running gear assembly index

»1 if running gear assembly 1 is braked

■ 0 otherwise

« 0 If wheels are singles

- 1 if duals

■ 1 if running gear assembly 1 is powered

■ 0 otherwise

IM2

il—HCl MHHMI Ül—I'illliliiif l jt..^^^^,;.......„■..,...„........

mmmmmm mmm^mmmm^ ?. .1 wim i • mwmrmmm'm^^m mifiwiii mmm "'"' ' "■■'■'"' 'T'- ■■'■■i-Tir.i»">.T« 1


2,3 Surface index indicator

MAXIPR

MAXL

NAMBLY

NGR

NHVALS

NSVALS

NVEH(i)

NVEHC

NUHL(i)

PWTE

SECTW(i)

TRACTF(NG.MD)

1.2.3

4

1

1

2.3

2.3

3

2.3

Number of surface roughness values per tolerance level

Number of roughness tolerance levels specified

Total number of running gear assemblies of the combination

Number of gears

Number of obstacles height values used in VOOB and HVALS

Number of obstacle spacing values used in VOOBS and SVALS

= 0 if running gear assembly i is tracked

^ 0 if wheeled

= 0 if one or more of the powered running gear assemblies is tracked

^ 0 otherwise

Number of tires on wheeled assembly i

Maximum path width of traction elements for one side of combination, in.

Section width of tires on running gear assembly i, in.

Tractive force available from drive train at mid-range speed index MD in gear NG, lb.

11-13

MMM ^ûntnutm ■■■'■- iiiillMiMiÜHllimlr

p p H pnpiipi lM|).flimB»lwl,"^"'"F'll"..,>lJl,i|j;"<>l"i"WUIirMli|!fi.ij..i!iin.|..uB,),i, pppmpiKPi

W^WBIMB'SMBBIi

u Variable

TRACTF(NG,MN)

TRACTF{NÜ,MX)

TRAKLN(i)

TRAKWD{i)

VCIF6(i,j)

Routine

5

VCIMUK(i)

VGV(NG.MD)

VGV(NG,MN)

VGV(NG.MX)

VOOB(NH)

VOOBS(NS)

VRIDE(NR,L)

2,3

2.3

2,3

Meaning

Tractive force available from drive train at minimum speed index MN in gear NG, lb.

Tractive force available from drive train at maximum speed index MX in gear NG. lb.

Ground length of track on running gear assembly i, in.

Track width of track assembly i. in.

One pass vehicle cone index in fine grained soil applied to running gear assembly i. lb/in2 at pressure specified for j » 1 fine grained. = 2 coarse grained. = 3 highway

One pass vehicle cone index in muskeg applied to running gear assembly i. lb/in2

Mid-range speed in gear NG, in/sec

Minimum speed in gear NG. in/sec

Maximum speed in gear NG. in/sec

Maximum driver limited speed at which vehicle can cross an obstacle of height HVALS(NH) if obstacles are spaced further than two vehicle lengths apart, in/sec

Maximum driver limited speed at which vehicle can cross successive obstacles spaced SVALS(NS) apart, in/sec

Maximum speed over ground for a surface roughness class NR and roughness tolerance level index L, in/sec

11-14

mam mmmm »MMIUHIMil

mmm » "■" w^^^^^wp^wa^w^^^^^w^^^^^^


VAA 1 Vehicle approach angle, deg.

VDA 1 Vehicle departure angle, deg

VSS 1 Maximum vehicle combination

VTIRE(j)

WGHT(i) 1,2.3

WTMAX 3

XBR 3

HPT 1

swimming speed, in/sec

Maximum steady state speed allowed beyond which structural damage will occur to tires, in/sec at pressures specified for j = 1 fine grained, = 2 coarse grained, = 3 highway

Weight on running gear assembly i, lb.

Minimum width between combination running gear elements, in.

Maximum braking effort vehicle can develop, lb.

Net horsepower/ton

11-15

MMMtMH -■ MHMMHMHMKM

1. Conversion of Units (From miles/hr to in/sec, degrees to radians)

Description This routine converts the units of the vehicle data as entered on the vehicle data sheets to conform to the standard lb., in., sec, radians units used throughout the working modules. When the standard input data sheets are used (and data are entered in the units indicated on the sheet for each entry), only units of velocity and angles must be converted; velocity from miles/hr to in/sec; and angles from degrees to radians.

II-l.l

■■■ ■ ■■--■■"|.---.. - -

■ - -

i.'-^

Ü a vSS * 52Bg ft- * 12 1n' * iiTi • OdJL mile ft. 6^ min. 6^ sec.

b. Do for NH = 1 to NHVALS

VOOB(NH) * 5280 ft. * 12 in. * hr. * min, mile ft. ü¥m1n. 6t) sec.

c. Do for NS = 1 to NSVALS

VOOBS(NS) * 52^ ft-i * 1|-^ - ~p~~ * -r mile ft. 60 min. 60 sec.

d. Do for NR = 1 to MAXIPR and L = 1 to I1AXL

VRIÜE(NR,L) * 52W ft. ♦ 12 in. ♦ hr. ♦ min. mile ft. 6«) min. Msec,

i

mm,

mile

_________ * 1W. 3e VAA * ~ * rad

f. VDA * ^ * rad

189. deg.

g. Conversion of input tractive effort versus speed curve speed data from MPH to in/sec, where supplied as input data (IAPG = 1 or 2)

if IAPG = 0

then do h.

else do for N = 1 to IPOWER

P0WER(SPEED.N) * (88./60.) *12.

next N

h. Conversion of net horsepower to net horsepower/ton on powered assemblies

NAMBLY GCWP = I WGHT(i)*IP(i)

i=l

HPT = NETHP/(SCWP) 20190.

II-1.2

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vmm

I n-o,*1t«««'HI'v. ■.«-»■I .

2. Vehicle Cone Index

Description This routine calculates the vehicle cone index (VCI) for fine grained, coarse grained and muskeg soils. A new feature of AMC '74 is the assembly-by-assembly calculation of VCI. This approach acconmodates vehicles whose running gear type, geometry, and/or loading varies from assembly to assembly. and on which not all of the assemblies are powered and/or braked. Drawbar force for pull or braking is developed only on powered or braked assemblies and therefore, the VCI is calculated for the powered and braked assemblies only. All of the running gear variables and factors used for the calculation of VCI in AMC '71 are now applied to an assembly, i. These assembly-by-assembly VCI's are used in submodel 3 of the areal module to compute pull, braking and resistance forces developable at each assembly. These forces are subsequently summed in submodel 4 for the entire vehicle, along with the resistance of any unpowered or unbraked assemblies (computed in submodel 4) to arrive at the tractive and braking performance for the complete vehicle, or combination in a given soil type and strength.

Two new features are incorporated in the calculation of VCI for wheeled assemblies. In calculating the fine grained VCI (VCIFG(i.j)) the influence of tire deflection is taken into account. This feature is included recognizing that tires operating at cross- country inflation pressures may have deflection ratios higher than the 15-20« deflection ratios which were implicit in the relevent AMC '71 algorithms. The tire deflection factor (TDF) is derived from the numeric representation of VCI described by Turnage (4). The tire deflection factor also allows examining performance of

II-2.1

MM i ■■: giigmgjmaim ,..._

rigid and near-rigid wheels in soft soil for which TDF may be as small as zero.

The second feature now included in VCI calculation for wheeled assemblies allows for a scenario input of surface-dependent operating tire Inflation pressure. The scenario input (NOPP) to either the area! or road modules permits the user either to fix the operating tire Inflation pressure of the vehicle or t,o allow the tire inflation pressure to vary depending on whether the vehicle is traveling In a fine grained or coarse grained soil or on the highway. To accommodate this user choice, VCI's for all three surfaces are calculated (VC!F6(i,j)) VCICG(i,j)) where j Is the indicator for fine grained, coarse grained or highway inflation pressure.

A further new feature is the implementation of the VCI calculation for wheeled and tracked vehicles in muskeg soils (VCIMUK(I)) which is lacking in AMC '71. Expressions used to calculate VCI for muskeg soils are developed in Reference 5.

II-2.2

-"—J--i~—■-—— —-■ ■MI— Mi I

Inputs NAMBLY = total number of running gear assemj^lles 0^ ^g combination

HPT - net horsepower/ton on powered assemblies

ITVAR = 1 if transmission is mechanical

= 0 if transmission is hydraulic

For each assembly, i: NVEH(i) = 0 if running gear assembly is tracked

^ 0 if wheeled

IP(i) = 1 if running gear assembly i is powered

= 0 otherwise

IB(i) » 1 if running gear assembly i is braked

= 0 otherwise

W6HT(i) = weight on running gear assembly i, lb.

CLRMIN(i) = minimum ground clearance of assembly i, in.

For each tracked assembly TRAKLN(i) = ground length of track on running gear assembly i, in.

TRAKWD(i) = track width of track assembly i, in.

GROUSH(i) = track grouser height of track assembly i, in.

NBOGIE(i) = number of bogies on track assembly i

ASHOE(i) = area of one track shoe on track assembly i, in2

II-2.3

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For each wheeled assembly SECTW(I) * section width of tires on running gear assembly 1. In.

NWHL(1) ■ number of tires on wheeled assembly 1

DiAW{1) a outside wheel diameter of unloaded tires on running gear assembly 1, In.

NCHAIN(I) = 1 If chains are present on tire

Output

s 0 otherwise

DFLCT(1,j) = deflection of each tire on axle assembly 1 under load W6HT(1)/NWHL(i), In., at specified pressure for j = 1 fine grained, = 2 coarse grained, = 3 highway

SECTH(i) ■ section height of tires on running gear assembly 1, in.

RDIAM(i) = rim diameter of wheel for tires on axle assembly 1

TPSI(1,j) « tire inflation pressure of tires on axle i, psi., at specified pressure for j^l fine grained, = 2 coarse grained, =3 highway

TPLY(1) = tire ply rating of tires on axle 1

VCIFG(1,j) = one pass vehicle cone index in fine grained soil applied to running gear assembly i, lb/ins at specified pressure for j=l fine grained, =2 coarse grained, =3 highway

II-2.4

MM t - ■ ■ .

ipwmwipiiii »pitjij!! ^pp^wmiwuiili ' J1 .'i'illl ».ilinnwiiiii.i I i i,i,,, n.ipfi,i ■^rw^'f^'r]■'|^^r''^'J<K'•m'''^^^y|m^^^yl™^'!rv^'"™tr^'^^'^'m^'mK^'''•''l^vl^

■Hmm

I u VCIC6(i,j) = one pass vehicle cone

index in coarse grained soil applied to running gear assembly i, lb/in2, at specified pressure for j * 1 fine grained, 32 coarse grained, s3 highway

VCIMUK(i) = one pass vehicle cone index in muskeg applied to running gear assembly i, lb/in2

CPFFG(i,j) = contact pressure factor of running gear assembly i, lb/in2, fine grained, at specified pressure for j=l fine grained, =2 coarse grained, =3 highway

CPFCG{i,j) = contact pressure factor of running gear assembly i, lb/in2f coarse grained soil, at specified pressure for j*l fine grained, =2 coarse grained, =3 highway

Algorithm

a. Fine Grained Soil VCI

do for i=l to NAMBLY

if IP(i) and IB(i) = 0

then next i

else if NVEH(i) = 0

then do Tracked Assembly Routine a.l

else do Wheeled Assembly Routine a.2

a.l Tracked Assembly Routine

II-2.5

mtmm mm ---"'-- - •■•" •'-

rw^,-I-TF-W™Il1,BWTW«i«WIWT^TW-TTWTWW^^ ,-. -v.-r.

Contact Pressure Factor - CPF

CPFFG(i'1) = ^*TRAKLNm*TRAKWDH)

CPFFG(i,2) = CPFFG(1,3) = CPFFG(l.l)

Weight Factor - WF

if WGHT{i) < 50,j

then WF = 1.0

else if 50,000 < WGHT(i) < 70.(

then WF = 1.2

else if 70,000 I WGHT(i) < 100,000

then WF = 1.4

else if 100,000 < WGHT(i)

then WF = 1.8

Track Factor - TF

TF = TRAKWD(i)/100.

Grouser Factor - GF

if GROUSH(i) < 1.5

then GF = 1.0

else GF = 1.1

Bogie Load Range Factor - WLORF

WLORF = WGHT(i)*NBOGIE*A$HQE 10.

Clearance Factor - CLF

CLF = CLRHIN(i)/10.

II-2.6

—— - - -

l|l«.,!.^WB»pWWTPBIWW!l!Wtff>'W'!tWW^ " mgJT^wvf M'-Bif-yi

'WWW»»

v._y

Ü ^^ Engine Factor - EF

If HPT < 10

then EF = 1.05

else EF * 1.0

Transmission Factor - TFX

If ITVAR = 0

then TFX = 1.0

else TFX = 1.05

Mobility Index - XMI

XMI =[CPFF6(i ,1 )*WF/TF/GF+WLORF-CLF]*EF*TFX

Vehicle Assembly Cone Index

VCIFG(i.l) = 7.0 + 0.2 * XMI-39.2/(XMI+5.6)

VCIFG(1,2) = VCIFG(i,3) = VCIFG(i.l)

next 1

a.2 Wheeled Assembly Routine

Contact Pressure Factor

CPFFG(1,1) = WGHT{1)/[SECTW(1)*NWHL{1)*DIAW(1)/2.]

CPFFG(1,2) « CPFFG(1,3) « CPFFG(i,l)

Weight Factor - WF

If W6HT(1) < 2000.0

then WF « 0.553*WGHT(1)/NWHL(i)/1000.

else If 2000 < WGHT(i) < 13,500

then WF « 0.033*WGHT(i)/NWHL(i)/1000.+1.0

II-2.7

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v+irvmrncMlt ■/9IMMHMHN

else if 13,500 < WGHT(i) < 20,(

then WF « 0.142*WGHT(i)/NWHL(i)/1000.-0.42

else if 20.000 < WGHT(i)

then WF = 0.278*WGHT(i)/NWHL(i)/1000.-3.n5

Tire Factor - TF

TF = [10.+SECTW(i)]/100.

Grouser Factor - 6F

if NCHAIN(i) = 0

then GF -■ 1.0

else 6F = 1.05

Wheel Load Factor - WLORF

ULORF T WGHT(i)

7^2.

Clearance Factor - CLF

CLF = CLRMIN(i)/2.

Engine Factor - EF

if HPT < 10.

then EF = 1.05

else EF = 1.0

Transmission Factor - TFX

if ITVAR = 0

then TFX = 1.0

else TFX = 1.05

do for j = 1 to 3

II-2.8

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W'mfm^l^^^^^mWWItfVWÎ&fK^WIff^^'' i|^l';i|.|).nniii,««MWM*.,l/w^^'Pii-.w»w:".™r<M-i..... i-.wv —-TT—u. .»i.i'.w.n^ww»::.^:

% HI

o Tire Deflection Factor - TDF r 1 15 n 3/2

iDF{J) s|j.+DFLCT(i,j)/SLi:iH(i)J next j

Mobility Index - XMI

XMI - LCPFFG(i,l)*WF/TF/GF+WLORF-CLF]*EF*TFX

Vehicle Cone Index

do for j = 1 to 3

VCIFG(i.j) = [n.48+0.2*XMI-39.2/(XMI+3.74)]*TDF(j)

next j

next i

b. Coarse Grained Soil VCI

do for i = 1 to NAMBLY


then next i

else if NVEH(i) = 0

then do Tracked Assembly Routine b.l

else do Wheeled Assembly Routine b.2

b.l Tracked Assembly Routine

Vehicle Cone Index j

do for j ^ 1 to 3

VC!CG(i,j) * 0

next j

next 1

11-2.9

■—— ^—mm—i —i—-" ^^^^—

IWW i|iJtpWi(iiii^)pwiAiJtinwhlPil|lffBWPiP||.!U>iP'IM-ll.lpipyir ' t-AWf^Wwmv^PyV^mvm^^ ■w^^mmn.imyi<!ummif^

i i

b.2 Wheeled Assembly Routine

Wheel Diameter Factor - WDF

if SECTW(i)/RDIAM{i) < 2.4

then WDF = 5.0

else WDF = 2.0

Contact Pressure Factor - CPF

do for j = : to 3

CPFCG(i,j) = 0.607*TPSI(i,j)+1.35*[117.*TPLY(i)/ {WDF*SECTW(i)+RDIAM(1))]-4.93

Contact Area Factor - CAF

CAF = LOG10 [WGHT(1)/CPFCG{i,j)]

Strength Factor - STF

STF = 0.0526*NWHL(1)+0.0211*TPSI(i.j)-0.35*CAF+1.587

Vehicle Cone Index

VCICG(i,j) = ANTILOG10 (STF)

next j

next 1

c. Muskeg VCI



then next i

else if NVEH(i) = 0

then do Tracked Assembly Routine c.l

else do Wheeled Assembly Routine c.2

II-2.10

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mum ^ppppnppn vnn" t<iw'\,wn^.nmmw!^rrmf •mysmvw.- ■""' TWt '■■■'^,v'»'T-»T"r'f,"7^'T"~t-TlTT-r" VTT^^T.:"^-^- ■-■.-T-T^W^T^ - - ■

c.l Tracked Assembly Routine

Vehicle Cone Index

VCIMUK(i) = 13.0+M25*WGHT(1)/(TRAKWD{i)+2.* TRAKLN{i))

next 1

c.2 Wheeled Assembly Routine

Vehicle Cone Index

VCIMUK(i) » 13.0+0.535*WGHT{i)/{SECTW(i)+2.* DIAW(i)*NWHL(i))

next i

exit

11-2.11

MBMUi . ...^^...- . „, , ...■J- ^. . „ ,„,,,.. H^-^-^-U*-!-»^-.^^,..-

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V.

Required Outputs Not Directly Available From Vehicle Data Sheets'

Description This routine calculates several vehicle descriptors which are not entered on the vehicle data sheets.

Included are combined contact pressure factors for fine grained soil (CPFCF6) and coarse grained soil (CPFCCG), weights on various combinations of running gear assemblies, maximum speed beyond which tire disintegration can be expected to occur (primarily needed for low inflation tires on highways VTIRE(j)), and various derived geometric values describing the running gear.

II-3.1

IMlinri ■" '^—■-- -■■-■■■ tmammâî, ■ ■ ■ i ■ - - M^^MMM

!) ■mpn'.I" nî u|i Hi ■ i-f i n■■ i, i.ii mmini^TW--.-fff,i\w,^■^■■"■'ii»■"■'>.wiiiui) rn^r.'"'.-.■■^■■M'.!l> ■,AWP".^W..'* .. "imn-wrpvm "WW ■ r1"--'.- ■■ ""^ ^-^-T^TT—^-

U

i ..

a. Combined Vehicle Designation and Contact Pressure Factor For Use in Slip Modified Tractive Effort Submodel

do for IP(i) or IB(i) t 0

do for j = 1 to 3

if NVEH(i) = 0 for any i

then NVEHC = 0

CPFCFG(j) = max {CPFF6(i,j) of the type for which NVEHC = 0}

CPFCCG(j) = max {CPFCG(i,j) of the type for which HVEHC = 0}

next j

el se NVEHC = 1

CPFCFG(j) = max {CPFFG(i J) for all 1}

CPFCCG(j) = max {CPFCG(i ,j) for all 1}

next j

Gross Combined Weight

GCW = NAMBLY

L WGHT(i) i = l

GCWB - NAMBLY

Z WGHT(i)* 1 = 1

IB(i)

GCWP •-- NAMBLY

i: WGHT(i)* i=l

IP(i)

GCWNP = GCW - ÜCWP

GCWUB = GCW - GCWB

II-3.2

mmmtk

Maximuni Tire Speed

do for j = 1 to 3

do for i - 1 to NAMBLY

if NVEH(i) = 0

then next i

else SI = SECTW(i) - 0 4*RIMW(i) 0.75

EL - M25*(Sl)1,39*[TPSI(i,j)]-7*[RDIAM(i)+Sl]

1.43 WGHT(i)/NWHL(i) TRAPSI(j) = TPSKi.j)*

if (TRAPSI(j) i TPSI(i,j))

then if ICONST(i) = 0. (radials)

then VT(i J) = 100.* TPSIfijp2^ 1 , 1 Tpsiji.sii mm

5280 * 12 in sec

else ICONST(i) = 1 (bias ply)

then VT(i,j) = 70.* TPS TPS m 2.25

5280 . 12

60 60

in sec

else (TRAPSI(j) > TPSI(i.j) underinflated)

then LM = WGHT(i)/NWHL(i) EL

/.445

if ICONST(i) = 0

then VT(i,j) = 100.* TPSI(iJ)

5280 A 12

LM * 1 * 1 6^ W

in r sec

11-3.3

mm* ■MM ■ '- ■-..--■ -.-

o else ICONST(i) » 1

then VT(i,j) • 70 •*[afl LM

5? W

next i

VTIRE(j) = ni1n{VT(1,j) for all i}

next j

Maximum Path Width of Combination's Traction Elements

PWTE = max{WT(i) -WTE(i) for all i}

Tire Deflection Ratios - DRAT(i,j)

do for j = 1 to 3


if NVEH(i) = 0

then next i

else DRAT(i.j) = DFLCT(i,j)/SECTH(i)

next i

next j

Characteristic Length of Elements - CHARLN(i,j)

do for j = 1 to 3


if NVEH(i) = 0

then CHARLN(i,j) = TRAKLN(i)

next i

else CHARLN(i.j) = 2.*SQRT(DFLCT(iJ)*DIAW{i) - DFLCT(i,j)*DFLCT(i,j))

II-3.4

* - ..-....-^-.— —-' -■ li rMHiiMi -III.» "n i

..rWHr'u«-..««»♦•r«»y"..-'»«•.■»:**--' •»""■■v-1 H IW— U»IffW'»«*•"»•-/ .l .'KWWiM*!!,*.-««»

next i

next j

g. Ground Contact Area of Elements - GCA(i,j)

do for j = 1 to 3


if NVEH(i) = 0

then GCA(i,j) = CHARLN(i,j)*TRAKWD(i)*2.

next i

else 6CA(i,j) = CHARLN{i,j)*SECTW(i)

next i

next j

h. Controlling Lateral Distance to C.G.

WTMAX = 500.


if NVEH(i) t 0

then TEMP = Mil - C6LAT + S^W) * iD(i)

do h.l

else TEMP = WT(i)/2-CGLAT

h.l if TEMP < WTMAX

then WTMAX = TEMP

next i

else next i

Ü

II-3.5

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ummv

I Ü

IJ

i. Rolling Radius of Largest Powered Tire Element


if NVtH(i) = g for any i

then do j.

else if IP(i) = 9

then next i

else RR = max {^gj^ji)** for an i such that

IP(i) = 1}

j. Maximum Braking Force Developed by Braked Assemblies

NAMBLY XBR = Z XBRCOF*WGHT(i)*IB(i)

i=l

II-3.6

t*****'**^«'" • ■m.ni-aiMtaitftoiiiiaaimi^^^^kMMt^^ ^ ■.... ,, , ,iiiüiüiMiglMiiMliiiiüiiiriiliiill - ^^

«WiP!p«i»lB»i!pipi^^ p. .1 yiu.iwmwfW fpMliJpwBPPPWWPWiyWtW «W —-^

4. Tractive Effort Versus Speed Curve From Power Train Data

Description This routine calculates the tractive effort POKER(F0Rt;t,N) of the vehicle at a series of speeds POWLR(SPEED,N) from zero velocity to the speed in the highest gear at the governed KPM of the engine.

One of two subroutines are used; AUTOM for vehicles with automatic transmissions, or STICK for vehicles with manual transmissions.

The tractive effort calculated In this routine is equal to the "rim pull" since slip and resistances are not included at this stage.

II-4.1

msamüiKiäSüûmimÂî ^*t .•* •■• •^t***™<■■"■***■' T^ ....^,.^^:. n ■ i-jiniiiiiiiiiiniiirr1'-' ■'" -^ ■ J

PPiP^H^WP^T^'VIJ^ff'^W'.i^Pr^.TW.-^W.un'WW «U'.;V."1i'FWF.,'l"WM'«TJJI .'.'!■:■' »T^^..:* Kl'-miTrrrw^Wr"- ' ■ ■ ■■t-.-::,-.- .^;-^^^^y.^yy^^,.j^,^..■,WTrW^'T-.y»:T^,^,p,,,j.^,^„^^^pw^j,,....q.^.,v^^„lu^^s.^pnyyT^-.^^nr^^T' .- •'?^wni '' JIW^BM^JWWWWIII

v-' Inputs Vehicle: ITRAN e 0 if manual transmission with clutch

■ 1 if automatic transmission with torque converter

IAPG a 1 If power train data available only

■ 0 if both measured tractive effort and power train data given

= 2 if measured tractive effort given only

TCASE(EFF) s efficiency of year between engine and transmission

» 1 if no such gear

IENGIN B number of point pairs in the array ENGINE(RPM.N), ENGINE(TORQUE,N)

ENGINE(RPM,N) = engine speed component of engine speed versus engine torque curve, rpm

ENGINE(TORQUE,N) » engine torque component of engine speed versus engine torque curve, Ib-ft.

■

LOCKUP = 0 if torque converter does not Si lockup

= 1 if torque converter has lockup

RR = Tracked: sprocket pitch radius, in.

= Wheeled: rolling radius of largest tire element of powered assemblies, in.

FD(GR) = final drive gear ratio

FD(EFF) = final drive efficiency

ITCASE = 1 if engine to transmission transfer gear box

- 0 otherwise

II-4.2

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jpppippjPPPPgPPPP^P^^PPPpgl^^ iJ.i||iJ.«lgl:WVIIII»llll JI>l|.JJI|,l!»JWI.»lll,»,.ilfP»,IIWT|i.î'B«ll»»«»)i»ilJ'. .■■ii|W»iii»n]i m w wimm™** -•r~l.

NGR = number of transmission gear ratios

TRANS(GR,NG) - transmission gear ratio of gear NG

TRANS(EFF,NG) = transmission efficiency of gear NG

TQIND = constant torque converter input torque at which torque converter performance curves are measured, Ib-ft.

IC0NV1 B number of point pairs in the array CONVl(SM), C0NV1{RPM,N)

C0NV1(SR,N) = speed ratio component of the torque converter speed ratio versus torque converter input speed curve at constant input torque, TQIND

C0NV1(RPM,N) = input speed component of the torque converter speed ratio versus torque converter speed curve, rpm

IC0NV2 = number of point pairs in the array C0NV2(SR.N). C0NV2(TR,N)

C0NV2(SR,N) = speed ratio component of the torque converter speed ratio versus torque converter ratio curve

C0NV2(TR,N) = torque ratio component of the torque converter speed ratic versus torque converter torque ratio curve

TCASE(GR) = gear ratio between engine and transmission

* 1 if no such gear

II-4.3

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u RPM = array subscript indicating the

column used to store values of RPM = 1

TOKQUt - array subscript indicating the column used to store values of torque = 2

SR = array subscript indicating the column used to store values of speed ratio = 2

TR = array subscript indicating the column used to store values of torque ratio = 1

SPEED = array subscript indicating the column used to store values of force = 1

FORCE = array subscript indicating the column used to store values of force = 2

Outputs

OR 3 array subscript indicating the column used to store values of gear ratio = 1

EFF = array subscript indicating the column used to store values of efficiency - 2

Scenario: APGDAT = 1 choose power train data (if available)


IPOWER = number of point pairs in the array POWER(SPEEM), POWER(FORCE,N)

II-4.4

■ ■■ -- -■' - • - —-j—^

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POW£R(SPEED,N) * vehicle velocity component of the tractive effort versus speed curve, in/sec.

P0Wi;R(FORCE,N) " tractive force component of the tractive force versus speed curve, lb.

APGUAT »1,2 if choice satisfied

= 4 if power train data used in lieu of no measured data available

s 3 if measured data used in lieu of no power train data available

Algorithm

a Check tractive effort versus speed scenario selection and available data.

If APGDAT = 2

then if IAPG - 0 or 2

do routine 5 (curve fit to measured data)

else APGDAT = 4

do b.

else if APGDAT = 1

then if IAPG = 2

APGDAT = 3

do routine 5.

else do b.

II-4.5

mmmmmm i. 'toimmitj* ■.■-.-■-.■„.■....

■ 1,111 WH. 1,. I, ,,m> mmm mpumr^ppppiippmppm ^^îPwwff^wiBprawfaii^BwijWHgii'ii^^

b. Build speed array in 1/2 MPH increments

RPM = TR = GR » SPEED = 1

Torque = SR = EFF = FORCE = 2

do for N=l to 201

POWER(SPEED,N) = (N-l )*0.5*{88./66.)*12.

POWER(FORCE,N) = 0.

Next N

c. Adjust transmission input for engine to transmission gear

if ITCASE t 0

then do for N=l to IENGIN

ENGINE(RPM,N) = ENGINE(RPM.N)/TCASE(GR)

ENGINE(TORQUE,N) = ENGINE(TORQUE,N)*TCASE{GR)*TCASE(EFF)

next N

else IPOWER = 0

d. Choose transmission routine to use

if ITRAN < 1

then error return to Module I. Control and I/O Module

else if ITRAN = 1

then CALL AUTOM{ENGINE,IENGIN.C0NV1, IC0NV1, C0NV2, IC0NV2.TRANS, NGR, FD.RR,POWER,IPOWER,RPM,TORQUE, SR,TR,GR,EFF,SPEED,FORCE)

if LOCKUP = 1

then CALL STICK (ENGINE,IENGINJRANS.NGR, FD.RR.POWER.IPOWER,RPM.TORQUE.GR,EFF.SPEED, FORCE)

exit

II-4.6

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Wimv^mm fmmmmm'mi'^mmmmi ^^^^^^^^^^^w

' .',r/.

else exit

else if ITRAN = 0

CALL STICK(ENGINE.IENGIN,TRANS,NGR%FD,RR, POWER. IPOWER.RPM.TORQUE.GR.EFF.SPEED.FORCE)

exit

II-4.7

ÜHaiiliMl in i urn i

«swwwwai

U Automatic Transmission with Torque Converter Routine

Description This subroutine, AUTOM, calculates the tractive effort POWER(FORCE,N) at various vehicle speeds P0WER(SPEED,N) for vehicles with automatic transmissions. This subroutine Is identical to AUTOF of AMC '71.

11-AUTOM.1

-"■-*""-'■-"--• i m ■ ■ -

'!^*mmmmms*mt**mun

■

**' Subroutine AUTOM(ENGINE,IENGIN,CONV1,ICONV1,ICONV2,CONV2, IC0NV2,TRANS,N6R,FD, RR .POWER,IPOWER,RPM,TORQUE, SR,TR,GR,EFF,SPEED,FORCE)

Inputs Vehicle: NGR « number of transmission gear ratios

ENIJINE(RPM,N) * engine speed component of engine speed versus engine torque curve, rpm

IENGIN = number of point pairs in the array ENGINE(RPM,N). EN6INE(T0RQUE,N)

POWER(SPEED,N) = vehicle velocity component of the tractive effort versus speed curve, in/sec,

RR * Tracked: sprocket pitch radius, in.

Wheeled: rolling radius of largest tire element of powered assemblies, in.


TRANS{GR,N6) = transmission gear ratio of gear NG

IC0NV1 = number of point pairs in the array C0NV1{SR,N),C0NV1(RPM,N)

C0NV1(SR,N) " speed ratio component of the torque converter speed ratio versus torque converter input speed curve at constant input torque, TQIND

C0NV1(RPM,N) = input speed component of the torque converter speed ratio versus torque tonverter speed curve, rpm

II-AUT0M.2

litaitflltMliifuUWiMklliiliAiMikKU^^^ ■- -- ■■■ — ■'

ENÜlNE(TORQUE>N) = engine torque component of engine speed versus engine torque curve, Ib-ft.

IC0NV2 = number of point pairs in the array C0NV2(SR,N), C0NV2(TR,N)

C0NV2(SR,N) = speed ratio component of the torque converter speed ratio versus torque converter ratio curve

C0NV2(TR,N) = torque ratio component of the torque converter speed ratio versus torque converter torque ratio

TRANS(EFF,NG) = transmission efficiency of gear NG


Outputs POWER(FORCE,N) * tractive force component of the tractive force versus speed curve, lb.

IPOWER = number of point pairs in the array POWER(SPEED,N), POWER (FORCE,N)

Algorithms

a. Find engine speeds matched to set vehicle speeds in 1/2 MPH increments

PI = 3.14159265

ESMIN = ENGINE{RPM,1)

ESMAX = ENGINE(RPM,IENGIN)

do for NG=1 to NGR

do for N»l to 201

RPMOUT = (POWER(SPEED,N)*60./(2.*PI*RR))*FD(GR)* TRANS(GR.NG)

II-AUT0M.3

mmtm ■iiîTi-.'tMiiir

--- — ■ ^^jjgn^n^g,,!,,,^,,,, .

■HMWaaMMMB i.,

;

Ü

{ i

al. Bisection of MIN and MAX engine speeds to estimate engine speed matched to vehicle speed

RPMIN = (ESMIN + ESMAX)/2.

SRATIÜ = RPMOUT/RPMIN

if SRATIÜ > 1.

then SRATIO = 1.

else CALL LINEAR(C0NV1,ICUNV1,SR,RPM,SRATIÜ.SPDIND)

TÜRQIN = TQINÜ * (RPMIN/SPDIND)2

CALL LINEAR(ENÜINE, lENGIN.RPM,TORQUE,RPMIN,TORBEN)

if TORQEN = TORQIN

then do linear interpolation of torque converter routine a2.

else if TORQEN < TORQIN

then ESMAX = RPMIN

if absolute (ESMAX - ESMIN) < 1.

then do routine a2.

else restart bisection routine al.

else if TORQEN > TORQIN

then ESMIN = RPMiN

if absolute (ESMAX - ESMIN) <_ 1.

then do routine a2.

else restart bisection routine al.

a2. Linear interpolation of torque converter

CALL LINEAR(C0NV2,IC0NV2.SR,TR.SRATI0,TRATI0)

II-AUTOM.4

mmm u*m-m^^mmm — • ■- ■!■ ! ■' ! ! ,

I

TF « TORQIN * TRATIO * TRANS(GR,NG)*TRANS(EFF,NG)*FD(GR)* FD(EFF)/RR

if POWER(FORCE,N) < TF

then POWER(FORCE,N) = TF

else if IPOWER < N

then I POWER = N

next N

next NG

exit

else next N

next NG

exit

I

II-AUTOM.5

MHiaHaMMH —^■■■■1 I

'vft: ■ ^v*J|||^|IBS^BlW)l!

o :-

Manual Transmission Routine

Description This subroutine, STICK, calculates the tractive effort POWER(FORCE,N) at various vehicle speeds POWER(SPEEM) for vehicles with manual transmissions. This subroutine is identical to STICK of AMC '71.

II-STICK.l

■ lllllll I I' I I M^.! ■--

Subroutine STICK(ENGINE,IENGIN,TRANS,NGR,FD,RR,POWER,IPOWER, RPM,TORQUE,GR,EFF,SPEED,FORCE)

Inputs Vehicle: NGR s number of transmission gear ratios

ENGINE(RPM,N) = engine speed component of engine speed versus engine torque curve, rpm.

IENGIN * number of point pairs in the array ENGINE(RPM,N),ENGINE (TORQUE,N)

POWER(SPEED,N) = vehicle velocity component of the tractive effort versus speed curve, in/sec.

RR = Tracked:

Wheeled;

sprocket pitch radius. In.

rolling radius of largest tire element of powered assemblies. In.


TRANS(GR,NG) = transmission gear ratio of gear HG

ENGINE(TORQUE,N) = engine torque component of engine speed versus engine torque curve, Ib-ft.

TRANS(EFF.NG)


transmission efficiency of gear NG

II-STICK.2

- - ■ - ■

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Outputs POWER(FORCE,N) = tractive force component of the tractive force versus speed curve, lb.

IPOWER ■ number of point pairs in the array POWER(SPEED,N). POWER(FORCE,N)

Algorithms

a Find engine speeds matched to set vehicle speeds in 1/2 MPH increments

PI = 3.14159265

ESMIN = ENGINE(RPM,1)

ESKAX = ENGINE(RPM,IENGIN)

do for NG«1 to NCR

do for N=l to 201

RPMEN = (P0WER(SPEED,N)*60./(2.*PI*RR))*FD(GR)*TRANS(GR. NG)

if KPMEN < ESMIN

then next N

else if RPMEN > ESMAX

then next NG

else do linear interpolation of torque versus engine speed curve routine al.

it. Linear interpolation of engine speed versus engine torque curve

CALL LINEAR{ENGINE,IENGIN,RPM,TORQUE,RPMEN.TORgEN)

TF « TORQEN*TRANS(GR,NG)*TRANS{EFF,NG)*FD(GR)*FD(EFF)/RR

II-STICK.3

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mr^^Hwpiiippjjiiiiiiii ipi f^ffllllllilflflfl^l^îfffp^^ i »WIII, m ■■iiipini ■ »in. ... i,i,,m.:-i"iw

if POWER(FORCE,N) < TF

then P0WER(F0RCE,N) = TF

else if IPOWER < W

then IPOWER « N

next N

next NG

exit

else next N

next NG

exit

ir-STICK.4

^MM^MMHrilHWI — MMMMM, .... .... ...- ' '.......•-...

'**mi^*^^***mtii Ullim» - - ! ' . ■■ * mmni«m nnmw».m"IMv,':mm j,,,,. , ,,,,mm« j.Km.m,v"mm*-!*.-m-.:--.■■■ JI.».. ...M^,..».,.,,..-^

Linear Interpolation Routing

Description: This subroutine (LINEAR) is used to linearly Interpolate arrays of power train data such as: engine rpm versus engine torque, torque converter speed ratio versus torque converter ratio and torque converter speed ratio versus torque converter input speed. The data interpolated are the data supplied on the vehicle data sheets. This subroutine is called by subroutines AUTOM and STICK during the course of building the tractive effort versus speed curve in each gear. It replaces subroutine CURVE in AMC '71.

•■;

II-LINEAR.1

-t^—■—^—*•—fc~——•—"^^•— —-"^■■■i

I

..,■«,,I.MJ ««■piHa.j.rHiiMiiu/PlM ,!".i"i«ilti''.f'^|lJ^,^J^|pJ.^*T.HliÎ'"^-i,|,lliJUil«Pii,l^B.i^.W»V»r,rir7^»^WW»^-- ■-^'-rÄ-^-'T^r?^^^WBW^,W^n^T,*^^^re^r^',TV^™r7TT7T7TTTT^^ "WWPBfTT^^^rWT^^TWTJp

,: ^«3^«»«««*«!«*»^^

« Subroutine LINEAR(ARRAY,IARRAY,IND,D£P,X,Y)

Inputs Vehicle: IARRAY = number of point pairs in array ARRAY

ARRAY ■ two-dimensional array of point pairs to be interpolated

INO 3 index indicating the independent variable to be interpolated

OEP » index indicating the dependent variable to be interpolated

X - independent variable value to be interpolated

Y - dependent variable value resulting from interpolation

Outputs

Algorithm

if ARRAY(IND.l) > ARRAY{IND,IARRAY)

then error. Return to Module I. I/Q Control Module

else If X < ARRAY(INO.l)

then Y « (9 exit

else If X > ARRAY(IND,IARRAY)

then Y » 0

exit

else do for N = 1 to IARRAY-1

if X < ARRAY(IND,N)

then next N

else Y = ARRAY(DEP,N)+CARRAY(DEP,N+l)-ARRAY(OEP.N)j* [X-ARRAY(IND,N)j/CARRAY(INO,N+l)-ARRAY(lNÜ,.NJ.

next N

exit

II-LINEAR.2

t^MMMMai .:.±..- .,.. .-■ ...■. .... -■ ■ LHU&l

o 5. Second Order Curve Fit to Tractive if fort Versus Speed Curve

Description: In this routine the tractive effort POWER (FORCE,iO versus sp ed POWER(SPEED,N) data are fitted to a series of quadratic curves. A separate curve, specified by a constant term (FA) and the coefficients (FB.FC) of the linear and quadratic terms respectively is calculated for each gear. The number of curves fitted (gears) depends on the smooth- ness of the data over the speed valves examined. Consequently, artificial qears may be inserted to insure an BOth percent confidence interval of the expected tractive effort point in a gear.

The curve fitting is done sequentially from the lowest to the highest attainable speed. The first four speed tractive effort points are fitted with a quadratic according to the least square criterion. A predicted value for the tractive effort of the next point is determined from its speed value and the fitted curve. If the actual value of the tractive effort of this point lies within a calculated range from the predicted value, it is assumed that this speed-tractive effort point is part of the same gear as the points already included in the curve. If not, a new gear is started.

When a speed-tractive effort point is considered part of the previous gear, a new curve is fitted, by the least square criterion, which includes all the speed- tractive effort points already part of the gear plus the new point. A subsequent point is then tested using the new curve.

The range within which the new point must lie to be considered part of the gear determined by the previous points is given by the 30th percent confidence interval of the expected tractive effort value of the new point. This value is based on the observed deviation of

II-5.1

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;rnu>*l>.ii||M|Ui HHilH.HllUlll.llM-iJII.J'» mHllWIWIW»."""-M'■I.'".1' HW " « < lliillllll , "" *rm*. ^9Bp!TCin<m

the tractive efforts to their expected values of all the points already in the gear.

When the points included within each gear are determined, the lowest, mid-range and the highest speed in each gear are placed in the array V6V. The corresponding tractive effort values are given in the array TRACTF.

In the Areal Module, these three points are adjusted for slip and tractive effort degrada- tion on slopes in submodel 5, Slip Modified Tractive Effort, and then refitted, exactly, by a new quadratic using the subroutine QUAD. These quadratics are then, later, integrated exactly in subroutine TXGEAR to allow time and distance calculation for acceleration between obstacles.

II-5.2

inttfiWirmiw

^^^^^^^^^nmm mmp» i*»'

WHHttKHHmmmmmmmmmmm

u Inputs Derived: POWER(FORCE,N) » tractive force com-

ponent of the tractive force versus speed curve, lb.

POWER(SPEED,N) = vehicle velocity component of the tractive effort versus speed curve, in/sec.

IPOWER = number of point pairs in the array POWER(SPEED,N). POWER(FORCE,N)

FORCE * array subscript indicating the column used to store values of force = 2

SPEED s array subscript indicating the column used to store values of speed • 1

Outputs ATF(NG) » constant of quadratic fitted ~ to vehicle tractive effort

curve in gear NG, lb.

BTF(NG) « coefficient of linear term of quadratic fitted to vehicle tractive effort curve In gear NG, 1b/(in/sec)

CTF(NG) " coefficient of quadratic term of quadratic fitted to vehicle tractive effort in gear NG, lb/(in/sec)2

NGR = number of gears

TRACTF(NG,MD) 3 tractive force available from drive train at mid-range speed in gear NG, lb.

TRACTF(NG,MN) = tractive force available from drive train at minimum speed in gear NG, lb.

II-5.3

Li

i,iiiiiii|ni.i>.i,i|(niimu*W">>><vii<i!i>i imtmi^rtmrfm j-fTT'':!'- a«i.i"i»inn-i|. i;-;.i«»f ^»"«■'■'•.tj".» !»J,l , l ' ,■ r .|. n > -rrnu" lunmwi»-1 p KIJI-"-

TRACTF(NG,MX) » tractive force available from drive train at maximum speed in gear MG, lb.

VGV(NG,M0) ■ mid-range speed in gear NG, in/sec.

VGV(NG,MN) « minimum speed in gear NG, in/sec.

VGV(NG.MX) maximum speed in gear NG, in/sec.

Algorithm

a Select a quadratic fitted to the points in the vehicle tractive force versus speed array by minimizing the least square deviation.

al. Student's "t" Table for 80« Confidence Level:

T80(38): 0.325, 0.289, 0.277, 0.271, 0.267, 0.265, 0.263, 0.262, 0.261, 0.260, 0.260, 0.259, 0.259, 0.258, 0.258, 0.258, 0.257. 0.257, 0.257, 0.257, 0.257, 0.256. 0.256, 0.256, 0.256, 0.256, 0.256, 0.256, 0.256, 0.256. 0.255, 0.255, 0.254. 0.254, 0.254. 0.254. 0.253, 0.253

a2. Degree of Freedom Table:

NÜF(38): 1, 2, 3. 4. 5. 6. 7. 8, 9, 10, 11, 12, 13, 14, 15, 16, 17, 18, 19, 20, 21, 22, 23, 24, 25, 26, 27, 28, 29, 30, 40, 50, 60, 80, 100, 200, 500, 999

a3. SPEED = 1

FORCE = 2 ,

NGK - 1

NLEFT = 1

NRIGHT * 4

II-5.4

tmmm mmmum "—■"■ ■—---' ■-. .■-

•.nf«mm.*m.t .■.wli|»i»iljiww»t!iwm4)»ftw.îjiiiiiu.ji,.iii.jifW»»tijii)ii|i!.iLi ii.in-luiinnffwi. r v.^,, J.,l , ,,, „,„„ ;,|„^W,,„„I|J..,.^^1„^

,. .,...,,, . , ..

u

1 b. If NRIGI1T > IPOWtR

then return to Module I. Control and I/O

Fit a curve through points from NLEFT to NRIGHT Inclusive.

Form the normal equations: {Y} « [A]{y}

Do for N » NLEFT to NRIGHT

Y(l) = jj POWER (FORCE, N)

Y(2) = jjj P0WER(F0RCE,N)*POWER(SPEED,N)

Y(3) » d P0WER(F0RCE,N)*[POWER(SPEED,N)]2

A(l,l) ' I 1 A{1,2) » J P0WER(SPEE0,N)

A(1.3) «= I [POWER(SPEEU.N)]2

A{2,1) - J POWER(SPEED.N)

A(2.2) - ^ [POWER(SPEED,N)]2

A(2.3) = § [POWER(SPEED.N)]3

A(3,l) » § [POWER(SPEED.N)]2

A{3.2) = fj [POWER(SP£ED,N)]3

A{3,3) = ^ [POWER(SPEED.N)]4

Find coefficients of fitted equation

(X) = [A]"1 (Y)

Test to see whether the next point in the array can be fitted to the same curve within an 80% confidence interval

If NRIGHT + 1 > IPOWER

then do c.

II-5.5

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else do for N=NLEFT to NRIGHT

f^ ronuco/cnorc M\T- S2 = {Jj [POWER(F0RCE,N)]£-E[poWER(F0RCE,N)* (X(1)+X(2)*P0WER(SPEED,N)+X(3)*P0WER(SPEED.N)2)]}/

((NRIGHT-NLEFT+l)-3)

R(l) = 1

R(2) = P0WER(SPEED,NRIGHT+1)

R(3) = [P0WER(SPEED,NRIGHT+1)]2

U2 = {RIÂJ'^R}

do for K = 1 to 37

INDEX = K

if (NRIGHT-NLEFT+1)-3 = NDF(K)

then do bl.

else INDEX = K+l

if (NRIGHT-NL£FT+l)-3 > NDF{K)

and

(NRIGHT-NLEFT+1)-3 < NDF(K)

then do bl.

else next K

if no exit from within loop after all K

error: degree of freedom not found in Student's "t" table

return to Module I. Control and I/O

bl. BL = X(1)+X(2)*P0WER(SPEE0,N)+X(3)*P0WER(SPEED,N)2

-T80(INDEX)*SQRT[S2*U2]

11-5.6

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i> BU = X(1)+X(2)*P0WER(SPEED.M)+X(3)*P0WER(SPEED.N)':

tT8Ö{IN0EX)*SgRT[S2+U2]

If POWER(FORCE,NRIGH1>1) < BL or

PÜWER(F0RCE,NRIGHT+1) - BU

then do c.

else next point on the curve is within the BOX confidence level

Reset the indices defining that portion of the curve to be fitted by adding the next point

NRIGHT = NRIGHT+1

do b.

:. Record parameters of curve fit

ATF(NGR) * X(l)

BTF(NGR) = X(2)

CTF(NGR) = X(3)

VGV(NGR,MN) = POWER{SPEED,NLEFT)

VGV(N6R,MX) = POWER(SPEED.NRIGHT)

VGV(NGR,MÜ) = [VGV(NGR,MX)+VGV(NGR,MN)]/2.

TKACTF{N6R,MN) = ATF(NGR)+BTF(NGR)*VGV(NGR,MN)+ CTF(NGR)*VGV(NGR,MN)**2

TRACTF(NGR,MD) = ATF(NGR)+BTF(NGR)*VGV(NGR,MD)+ CTF{NGR)*V6V(NGR,MD)**2

TRACTF(NGR.MX) = ArF(NGR)+BTF(NGR)*V6V(NGR,MX)+ CTF(NGR)*V6V(NGRfMX)**2

Reset the indices defining that portion of the curve to be fitted. Establish the next portion of the curve to be fitted.

II-5.7

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wmm 1.111..111H1. imii i i um i ii iiiiiipiiipiiiiifiiin n iniiinrnnrmmiTr

If NRIGHT + 4 > IPOWER

then not enough points to start another gear error. Return to Module I. Control and I/O

else NGR - NGR+1

NLEFT • NRIGHT+1

NRIGHT ' NLEFT+3

do b.

II-5.8

■' -

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MMMMMM

J

MODULE III

TERRAIN PREPROCESSOR

III-l

^^^^ mmfwm ^^^^^^mm

■*i&!<i:m".

u 4

TERRAIN PREPROCESSOR MODULE

The Terrain Preprocessor Module creates the terrain descriptors of each terrain unit for use in the Areal, Hasty River and Dry Linear Features Crossing, and Road Modules. This preprocessor produces, according to several scenario inputs, primary terrain descriptors as well as several secondary terrain descriptors derived from the primary descriptors.

All of the terrain features used in AMC '71 and reported in Reference 1 are used in AMC '74. In addition, AMC '74 includes various other terrain characteristics. These are:

1. Presence of surface water causing slippery conditions from recent rainfall.

2. Shallow snow cover.

3. Altitude.

The Terrain Preprocessor Module is a stand alone module which Is executed external to the main model of AMC '74. It consists of tlir?e preprocessing sections which may be executed in whole or in part depending on the specification/scenario inputs. Once a terrain transect has been preprocessed and the terrain descriptors (primary and secondary) are entered in a file, the terrain preprocessor need not be called again for subsequent execution of the model.

The first section of the module Is an Ad Hoc Preprocessor which accepts source terrain data and if necessary, converts the source terrain data to primary proper natural terrain units descriptors (e.g., class Interval numbers, topographic map data, climatic map data converted to terrain feature values (soil strength, grade, etc.)) (See Terrain Preprocessing Flow Chart.) At present, only the conversion of class interval numbers to primary proper natural terrain units descriptors is Included with the other source data conversions to be im- plemented later.

The Standard Preprocessor section is entered next with either the primary descriptors from the Ad Hoc Preprocessor or proper natural terrain units descriptors obtained directly from the source terrain data. This preprocessor converts

111-2

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all dimensional units of the primary descriptors to the lb., in., rad., sec. units required by the main model and develops the secondary terrain unit descriptors, such as, patch area per obstacle, etc. The entire set of primary and secondary descriptors are placed in the proper format required by the Areal, Road and Hasty River and Dry Lintar Features Crossing Modules and stored on the Terrain File. This file becomes a permanent file of processed terrain data.

The execution of the third section of the preprocessing module depends on a snow scenario. If shallow snow covers the entire terrain transect or a portion of it, then the Terrain File and a Snow File (snow source terrain data) are brought into a Snow Machine which modifies the primary and secondary descriptors affected by snow cover. The Snow Modified Terrain File then becomes the permanent file of processed terrain data.

The terrain preprocessor can accommodate a mixture of terrain unit types on a given source terrain data file. In special cases where a single traverse is to be executed, the terrain data file may contain areal, road and linear features data. The only requirement is that the data for a particular terrain unit be complete.

III-3

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Specification/Scenario Variables Required by the Terrain Preprocessor

ISEASN

ITERI

TRCLAS

PFNAM

I SNOW

SNOWN

TERRN

= 1 for dry

= 2 for normal

= 3 for wet

inp'it type:

= 1 if primary proper natural terrain units descriptors are presented

= 2 If class Interval codes are presented and oiven representatives for each class are to be used

= 3 If topographic map source data

= 4 If climatic map source data

= name of the file containing the terrain descriptor class Interval boundaries and representatives

= generic name of the file containing the source terrain primary terrain variables (either as actual values or class Interval codes)

=0 if no shallow snow cover

= 1 otherwise

= generic name of the ille containing the primary proper natural terrain units descriptors for snow cover

= generic name of the output terrain file containing the primary and secondary proper natural terrain units descriptors properly formatted for use in Modules IV, V, VI

III-4

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Contents of the File TRCLAS Containing Class Interval Boundaries and Representatives

The followinn information is fjiven for each primary terrain descriptor:

IPTD

PTDNAM

.NUMCL

PLOW

REP(i)

HIGH(i)

descriptor number

descriptor name

number of class intervals

lower boundary of first class interval (leave blank for open first interval)

representative value of 1 class interval

upper boundary of i™ class interval (leave blank for open last interval)

III-5

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u

CSNOW \ r"1LE /

SOURCE TERRAIN

DATA

AO HOC TERRAIN

f'RCPRÜCESSOR

STANDARD PREPROCESSOR

SNOW MODIFIED "^ TERRAIN Fill J

£ STOP 3

TERRAIN PREPROCESSING FLOW CHART

III-fi

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1. Ad Hoc Preprocessor

Description The Ad Hoc Preprocessor acts as a translator between the source terrain data and the Standard Preprocessor. This preprocessor reads the Source Terrain Data File containing primary terrain descriptors either in proper natural units form or a form that reflects the source of the terrain data. If the latter form of the data is present then the Ad Hoc Preprocessor, according to a predetermined translator, transcribes the source terrain data into the primary proper natural terrain units descriptors. At present, the translator being used is the class interval translator from AMC '71 with updates to accoranodate for the additional terrain characteristics in AMC '74. The file (TRCLAS), containing the representatives of the terrain feature values in proper natural terrain units, is used for the translator.

The listing of variables given are those describing a terrain unit. These are the primary descriptors for the Areal, Road, and Hasty River and Dry Linear Features Crossing Modules.

III-l.l

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Primary Terrain Descriptors

All Modules

NTU terrain unit number

ITUT terrain unit type:

= 1 if normally dry patch

= 2 if marsh, lake or other water covered patch

= 4 man-made ditch

= 5 natural ditch or river

- 6 mound

= 11 super highway

= 12 primary road

= 13 secondary road

= 14 trails

III-1.2

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Areal Module

If ITUT « 1 or 2, the following variables are used to describe the terrain unit:

1ST soil type

= 1 if fine grained soil not CH impervious to water

= 2 if coarse grained soil

= 3 if muskeg

a 6 if fine grained soil CH impervious to water

RCIC(j)

GRADE

AA

OBH

OBW

OL

I08S

OS

I0ST

ATCRMS

NI

surface strength (rated cone index or cone index depending on soil type) for j = dry, normal and wet season, Ib/inZ

slope, percent

obstacle approach angle, deg.

obstacle height, in.

obstacle base width, ft.

obstacle length, ft.

= 1 if terrain unit is bare of obstacles

f 1 if not

obstacle spacing, ft.

= 1 if obstacles are potentially avoidable

= 2 if obstacles are unavoidable

surface roughness, in. (this value is the RMS microelevation)

number of stem diameter classes

III-1.3

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•swwc^«;:»-

IS(i)

SD(i)

SDL(1)

S(1)

RDA

WD

ELEV

s 1 if patch Is bare of vegetation In stem diameter class 1

t 1 otherwise

mean stem diameter of vegetation in stem diameter class 1, In.

maximum stem diameter of vegetation In stem diameter class 1, In.

mean spacing of stems In stem diameter class 1 and greater, ft.

visibility, ft.

depth of standing water, in.

mean elevation, ft.

III-1.4

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'"" <*«y">-."~««i

River and Dry Linear Feature Crossing Module

If ITUT = 4, 5 or 6, the following variables are used to describe the terrain unit:

WD

RBA

LBA

RBH

LBH

FWDTH

C

TANP

RCI

1ST

BRIDGS

SLOPE

water depth. In.

right bank angle, deg.

left bank angle, deg.

right bank height. In.

left bank height, in.

trench bottom, water width, or mound top width, ft.

bank soil cohesion, lb/in2

tangent of Internal friction angle

bank rating cone index, lb/in2

soil type:

^ 1 or 6 for fine grained soil

= 2 for coarse grained soil

= 7 for gravel

a 12 for clay/sand

= 17 for clay/gravel

= 27 for sand/gravel

mean bridge spacing along feature, ft.

nominal terrain slope, percent

III-1.5

1 MM« MMaaah^ a -„;

u Road Module

If ITUT • 11, 12, 13 or 14. the following variables are used to describe the terrain unit:

ACTRMS, ELEV, GRADE as for Module IV. Are«!

HG

SURFF

RADCUR

EANG

FMU(1)

VISW

atmospheric pressure. Inches of Hq

* 1 for highway

> 1 for rougher

radius of curvature, ft.

superelevation angle degrees positive for vehicle lean Into curve

roadway coefficient of sliding friction for 1«1 If dry, 1=2 if wet, and 1=3 If Ice-covered

width of unobstructed view from mid lane, ft.

III-1.6

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r ■ "'■'Wlf'^'-mW&mmimmiamm

o 2. Standard Preprocessor

Description The Standard Preprocessor derives the secondary descriptors of the terrain and converts all descriptor dimensional units to the lb., in.» sec, rad. units used throughout the model. All terrain descriptors are then written onto file (TERRN) in the proper format acceptable to the three working modules mentioned earlier.

The variable list provided contains all variables required by the three working modules.

III-2.1

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o Secondary Terrain Descriptors

For All Types of Terrain Units

ECF = 1. - .04 * ELEV/ 10M.

Area! Terrain Units

a. Unit Conversions

OBL = 12. * OL

OBS * 12. * OS

OBW = 12. * OBW

RD » 12. * RDA

OBAA = (180. - AA) * TT/180.

b. Mean Spacing of Stems

do for i = 1 to NI

S(1) = 12. * S(i)

next 1

c. Obstacle Dimensions

If I0S > 1 (patch not bare of obstacles)

then if OBAA < 0.

WA = 0BW-2.*0BH/tan (OBAA)

else (OBAA > 0.)

WA = 0BW+2.*0BH/tan(OBAA)

ODIA = [OBL2 + WA2]1/2

OAW = 2. * (OBL + WA)/IT

AREAO = n * 0BS2/4.

III-2.2

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else (IOS a 1) patch bare of obstacles

set obstacle dimensions to zero

Hasty River and Dry Linear Features Crossing Module

a. Unit Conversions

LBA = LBA ^ TT/180.

RBA » RBA * TT/180.

FWDTH = FWOTH * 12.

b. There are no secondary descriptors In this terrain data.

Road

a. Unit Conversions

EANG * EANG * TI/180.

RADC = 12. * RADCUR

b. Recognition Distance

RECD = 2. * RÄDC * cos"1 (1 .-VISW/RADCUR)

III-2.3

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Terrain File (TERRN) Output

Areal Module •


ACTRMS IP. surface roughness. In.

AREAO 1 patch area per obstacle. In

CI 3b. 2

cone Index, lb/In

ECF 5 elevation correction factor for tractive effort

GRADE 5,8.11 grade, percent

I0BS 1.2 « 1 If patch is bare of

I0ST

IS(1)

1ST

ITUT

1

1.6

2.3a..5

2

obstacles

t 1 otherwise

obstacle spacing type

■ 1 If patch Is bare of vegetation In stem class 1 or greater

f 1 otherwise

soil type

terrain unit type:


= 2 if marsh

» 4 If man-made ditch

= 5 if natural ditch or river

III-2.4

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ITUT 2 ■ 6 mound

- 11 superhighway

» 12 primary road

» 13 secondary road

» 14 trails

NI 1.6,7 number of stem diameter classes

OAW 1 mean obstacle approach width, in.

OBAA 1,16 obstacle approach angle, rad.

OBH 1,16,17 obstacle height, in.

OBL 1 obstacle length, in.

OBS 1 obstacle spacing, in.

OBW 16 obstacle width, in.

ODIA 1 maximum extent across obstacle, in.

RCI 3a., 3c. rating cone index, lb/in

RD 13 recognition distance for braking, in.

S(i) 1.6 mean spacing of stems in class i, in.

<;nM^ 6 mean stem diameter of class i, in.

III-2.5

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u Variable

WA

WD

Routine

1,17.18.19 obstacle ground level width. In.

water depth, in.

U

III-2.6

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Hasty River and Dry Linear Features Crossing

Variable

BRIDGS

C

FWDTH

1ST

Routine

6

1.2.4

5

I TUT 1,2.4

Meaning

mean bridge spacing along feature, ft.

2 bank soil cohesion, lb/In

trench bottom, water width, or mound top width, in.

soil type:

3 1 or 6 for fine grained soil

» 2 for coarse grained soil

= 7 for gravel

s 12 for clay/sand

= 17 for clay/gravel

» 27 for sand/gravel

terrain unit:


= 2 if marsh, lake or other water covered patch

* 4 man-made ditch

■ 5 natural ditch or river

* 6 mound

= 11 superhighway

* 12 primary road

s 13 secondary road

= 14 trails

III-2.7

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Variable Routine

LBA 1.2,3,4,5

LBH 1.4,5

RCI 1.2,3,4

RBA 1,2,3,4,5

RBH 1,4,5

SLOPE 6

TANP 1,2,4

WD 1,2,5

Meaning

left bank angle, rad.

left bank heiqht, in.

bank rating cone index, lb/in2

right bank angle, rad.

right bank height, in.

nominal terrain slope, percent

tangent of internal friction angle

water depth, in.

III-2.8

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Road Module


ACTRMS 2 surface roughness, in.

EANG 1.3.4 superelevation angle, radians positive for vehicle lean into curve

ECF 1 elevation correction fa for tractive effort

FMU(i) 1,3.5 roadway coefficient of

GRADE

HG

RADC

RECO

SURFF

1,5

1

1,3.4

7

1

sliding friction for 1 = 1 if dry.i=2 if wet, i»3 if ice-covered

grade, percent

atmospheric pressure, inches of Hg

radius of curvature, in.

recognition distance, in.

= 1 if highway

> 1 if rougher

III-2.9

—-'—"—'■■■

■ ' ■ ■ ■ mm mamiMHnfliaimj...;.!.,

ö Snow Machine

Description The Snow Machine is a routine which modifies certain primary and secondary terrain descriptors whenever shallow snow covers the entire area! terrain transect or a portion of it. This routine reads the Snow File containing primary proper natural terrain units descriptors for each terrain unit covered by snow, which corresponds to a terrain unit number (NTU) In the Terrain File and performs three operations, namely;

- sets soil type 1ST * 4

- attenuates obstacle height (OBH) for mound type obstacles

- attenuates the microprofile surface roughness (ACTRMS)

The terrain descriptors modified for snow cover are then written onto the Terrain File (TERRN) In the proper format. Only the terrain unit types appearing as normal dry patches (ITUT = 1) are modified, and among these, only those which are designated as snow covered are modified.

III-3.1

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■-.. ;,.■■,■ ^---^-...^....AL..^^J.,...|...|I.,.|

Primary Descriptors

COHES cohesion, lb/In2

GAMMA snow specific gravity

PHI Internal friction angle, deg.

ZSNOW snow depth. In.

1ST soil type:

* 4 snow

a. Unit Conversion

PHI = PHI * Tr/180.

TANPHI » tan(PHI)

b. Obstacle Attenuation

If OBAA > 0. (mound)

then OBH = OBH - ZSNOW * (GAMMA) .8

else OBH remains the same

c. Surface Roughness Attenuation

If ZSNCW > 2.*ACTRMS

then ACTRMS =» ACTRMS * [1. - (1. GAMMA )]

else ACTRMS = ACTRMS * [1.- (1. - GAMMA/.4^(ZSNOW n 2, ACTKnS

III-3.2

■^■.-.■.^,. -■ ^J- —■■- „.... II r tmvmft iÜIÜ J

Snow Modified Terrain File (TERRN) Output (Modifications and Additions)

Areal Module

Variable Routi ne Meaning

COHES 3d. 2

cohesion, lb/in

GAMMA 3d. snow specific gravity

TANPHI 3d. tangent of internal friction angle

ZSNOW 3d. snow depth, in.

1ST 3d. soil type:

= 4 snow

OBH 1,16. 17 obstacle height, in.

ACTRMS 10 surface roughness, in.

III-3.3

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ü

MODULE IV

AREAL

IV-1

-- ■'-"-'■ •liii-iiiiiiillfii — ■

u AREAL MODULE

The Areal Module calculates the maximum average speed across a patch that a vehicle can be expected to maintain. (A patch or terrain unit is an area within which mobility impediments are considered uniform.) As in the AMC '71 Mobility Model, the speed is chosen to be the maximum of those calculated for various obstacle and vegetation override and/or avoidance strategies. The new Areal Module takes the place of the FOIL, COIL, PATCH and MARSH subroutines of AMC '71 and of all the subroutines they call except OBSTCL.

An overview of the Areal Module is displayed in Figure 1. The main operating position of tha module revolves around the sequentially executed stand-alone submodels. These submodels are fed vehicle, terrain and scenario data from the two pre- processors and the Input/Output Control module. Additionally, derived outputs (velocities, forces, flags and diagnostic indicators) from previously executed submodels are used as inputs to successive submodels. Each submodel provides the above mentioned derived outputs which in whole or part are used by an output processor. The output processor is external to the module and operates on the derived outputs per the user's scenario.

The major conceptual blocks of the Areal Module are displayed in Figure 2. In each block are listed the numerical designations of the routines described in this section. A more detailed data flow chart is also given (Figure 3). This is a sequential flow chart of execution which shows input and output variable names as defined in the glossary. The routines may be calculated in the order given with some rearrangement allowed to the individual program implementation.

In addition to the vehicle and terrain input files from modules II and III, the Areal Module requires the list of scenario variables given on pages IV-5 to IV-7.

A description of each submodel follows. The following information Is furnished for each:

1. Descriptive name of submodel.

2. Brief description of what the submodel does.

3. Required inputs:

a. Vehicle.

IV-2

J

b. Terrain.

c. Scenario.

d. Derived from previous submodels.

4. Derived outputs.

5. Algorithm

Although the Areal Module is so structured that each submodel is executed in succession, eliminating the need for pro- gramming the module as subroutines, there are instances where repetitive calculations are required within a submodel. In these cases, subroutines are used. These are identified in the submodels by the CALL statement, in which outputs of the subroutine are underlined in the CALL list. Such subroutines are specified immediately following the algorithm in the first submodel which uses each.

IV-3

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A. ■nvitonMntal

Saaaon Rainfall Snow Laval ttavarsa Up, laval, down-patch

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Maiatanca DU« vaqatatloa

Orlvar Dapandant vahlcla vagatatlon Ovarrlda Chack

Total Malatanca latvaan Obataclaa

Spaad LiBitad By Raalatanca ■atwaan obaticlaa

Spaad LlBltad By Burfaca ■Duqhnaaa Bataaan Obataclaa

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-texiaua »takinq Potca 5oli/siopa/vahicla or Drlvar

,

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Jalactad Spaad Mtaaan Obataclaa Ualtad »yi

Vlalblllty Rlda Tlraa Soll/Slopa/Vaqatatian

Hailaua Spaad Satwaan Obataclaa AvoldlnR Obataclaa

Obatacla Ovarrlda Intarfaranca «nd tealatano» 1

j

Naalaua ValoeMl by Soil/Slopa/«

i. itiraal lavald

-I. Mlna ■ J. Tot lj

3pMd Ual'.a« M Surfaca Wo i jkaJ

Total Soil/Ua#j Vahlcla trakUfi

btAkmq Poroa m Indicator 1

Drlvar LlaltaAJ Up. laval, dMM|

Drlvar Dapandant Vahlcla Spaad Ovat ObaUolaa

Spaad Onto and Off Obataclaa

Avaraga Patch Spaad Accaiaratln«/ Dacalaratlng Satwaan obataclaa | and Croaalnq Obataclaa .

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i. AotiM to Ovvrida 2. MMr Omrrlda Ma

•aliy/Asla Intar- faranoa with ttuav« and ■ouldara

I, Mavvr Ovarrtda Dua Lack of ranalty for Avoidanca

Natar Dapth GO-HO-CO indicator

Vaniclo Ploatlnq/rordln« Indicator

vahlcla »oyyaftoy ttalfht

Matar Drag Malatanc«

talaet*d Pioatlng Vahlcla Ipaad In Marah

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»aalatanoa 1. Tavad Aaaiatanca

I Vahicla Aaaaabllaa' Pull and Aaaiatanca Coafflclanta

1. PoMarod Pull 2. powarad llaalitanca J. Irakad Pull I. Irakad Aaaiatanc« 5. Mon-powarad Railatanca C. Hon-bâkod aaalatanca

Soil Liaitad Nwiinua Tractlva effort

Nat Porca/Maight Slip AdJuatMant Factor

Soil Running Gaar Slip at Mat Porca/Haight Ratio

Tractiv« Effort Hodifiad for Slopa/Soil Running G*»r Slip

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2. Gaar by Gaar Tractlva Effort - Up, laval, Down alopa

3. NaxlMua Tractlva Effort - Up, Laval, Down alopa

4. Spaad at Haxiaua Tractlva Effort

5. Coafflclanta for Curvaa Flttad to Tractlva Effort va. Spaad Curva

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1. Slngla Traa 2. Naxlmui Dua impact 3. Avarag« Hultipla Traoa

Drivar LlKltad Staa Claaa for Ovarrida

Total Raalatanca on Slopa Overriding Nultlpla Traaa

Total Malatanca on Slopa Ovarrida Slngla Traa

Haxiaua Valocltiaa Liaitad by Soll/Slopa/Vagatatian

1. Thraa alopa«:up, laval, down

2. Nina ataa claasaa 3. Total - 27 VaLocitlaa

■otwaan obataclaa

Spaad Liaitad by Surfaca "oughnaaa

Total soil/Up, laval, down alopa/ vahicla Braking Porca

Araking Forco Go-No-Go Indicator

Drivar Liaitad Braking Forca Up, laval, Jown alopa

Liaitad by VUihiLity ~ BlOf«

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Obstacl« Owrrlda Zntcrfarano« and! ntalatano*

Drivvr Dapandant vatiicla Spaad Oft Obatactaa

Spaad Onto and Off Obataclaa

Avarag» Patch Spaad Acca la rating/ Daoalaratlnq Batwaan obataclaa and Croaalng Obataclaa

Kinasatlc vaâtatlon OvarrIda Otack

Maxim» Avaraâ Spaad ■aaad on Dacialon Stratagy

Ovarridin« obataclaa Avoiding Obataclaa

AMC 74 MOBILITY MODEL AREAL MODULE OVERVIEW

FIG. 1

Traeti« 5. ooaffti

PittW I

Vagatation Mala) Ovarrlddan Stmm 4

1. Sinai« \ 2. lUKlMt 3. Avaraf*

Drivar Ualtbd « Claaa «or OMrrU

Total KaaiataBoa Ovarriding Nultl)

Total MalataBO» | Ovarrida Singla %

Ma»lauH Valocltii by Soil/BlopaA"

1. Thrva lavvl*

2. Nina i J. Total - 1

■atw

Spaad Liaitad by . Surfac« Roughn—a

Total Soil/Up, II Vahicla Braklnf f

Braking Fore« ' indicator

Drivar UwLt*d I Up, laval, do««

Spaad Liaitad hf j Up, laval. doMi |

Salactad Spaad« I Obataclaa Ovmrwii Up, laval, do» Total - 27. liai(

1. Tir«« 2. Soil/lb 3. Vialbiii «. Rid«

NaainiUi salactft« Batwaan obataeii u>d Avoiding V«i

Maaiaw SalaetBtf Avoiding Obata«li Vagatation. Tot«

Avaraga Pore« *» ■ obatacla

Ovarr ida/Avoid«« indicator AddUM

4. Navsr • Dua t« t obatMU

Drivar Liaitad ) Contacting Obati

Obatacla Approaali Up, Laval, DOW and Avoiding V«

Obatacla Exiting | Up, Laval, DDM and Avoiding Vl

Avaraga Spaad Uy« Ovarriding and M »atwaan Obatael«« vagatation, Tot«t

Poaalbla Mav ol Ovarrida and Ol vafatatlon Owrrft Kinaaatlc Pore« V ovarrida Otack. «

Pinal Satactad MM Spaad Baaad on OM

Ovarrida Q««| Avoid abat«c|

4

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■U««* Patch SpMd Aco«l«ratin«/ Mltratln« »atwMn Ob«t«cl*c M Crcsainq Cbataclaa

Biaua Ava ragt Spaad on Oaclalon Stratify

Owarrldiivf Obataelaa Avoiding Obataelaa

)EL

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■Bsmt • 1« Dam dlapa

Tracttv* Bffort Ooafflclanta for Curvoa Plttad to Tractlva ■ffort va. spoad Curva

vagatation naalatanoaa for Ovarrlddan Stas Claaaaa

1. Stnal« Traa 2. HaMlaua Dua lapact I. Avarag« Hultlpla Traaa

Driver Ualt«d Staa Claaa for Onrrida

Total Aaaiatano« on Slop« Ovorridlng Hultlpla Traaa

Total Raalitanc« on Slop« Ovarrlda Singla Traa

HaatauB valocitiaa Liaiitad by toil/Slopa/Vagatatlon

1. Thraa alopaa:up. laval, down

2. Mine ata» claaaas 3. Total - 27 valocitiaa

■atwwan obataelaa

•pa«^d Uaitad by Surdca NouqtUMaa

Total boil/Up, laval, down alopa/ Vahicla braking rorca

Braking I'orrTa Go-Ho-Go Indicator

Driver Liaitvd Braking Force ■ Up, level, dem alope

Spaed U«itad by Viaibility - Up« level, down slope

Selected Speed« Between Obataelaa Ovarridinii vegetation Up, level, down alop« Total - 27. linitad L>y i

1. Tiraa 2. Soil/Slope 1. Viaibility 4. Rid«

Naxinua Selactad Speed« Between Obttaclea Overriding and Avoiding Vegetation, total - 2

Naalauai Salaeted Speed« Avoiding Obataelaa but Overriding Vegetation. Total - 27

Average Force to Ov«rrid« Obstacle

tUmimtm Pore« to Override Obataela

Ov«rrid«/Avoidane« Strategy Indicator Addition:

«. Never Override Due to Datenained Obstacle interference

Driver Lieited Speed Contacting Obatacl«

Obitacle Approach Velocltie« Up. Level, Down, Overriding and Avoiding Vegetation, itotal

Obstacle Eaiting V«lociti«a Up, Laval. Down, Ovarndlng and Avoiding Vegetation, Total

Average Spe«d Up, Level, Down slope. Overriding and Acceleratlng/Dae«larating ««tw««n Obataelaa, Overriding and Avoiding Vagetatlon, Total - >7

Posaible Mev obataela/vegetation Override and Ob«t«cl« Avoidance/ V«f«t«tion overnd« Speed« Due Xlneaattc Pore« vegetation Override Cheek, Total • S4

Plnal Selected Average Patch Ipaad Baaed on oeciaion Strategyi

Override Obataelaa Avoid Obataelaa

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Land/Marsh Operating Factors

2.

Soil/Slope Modified

Driving Force 3., 4., 5.

Soil/Slope/Veg. Resistance Between

Obstacles 3.(4.,6.t7.«8.

Speed Limited by Soil/Slope/Vegetation Resistance Between Obstacles

Speed Limited by Ride

Roughness 10.

Driver Dictated Maximum Obstacle Approach

Speed 17.

Speed Loss Over Obstacle

16., 18.

Obstacle Spacing, Vegetation Density and Speed Loss Due to Maneuvering

1

Soil/Slope/Driver Modified Braking

Force 3.,4.,11.,12.

Speed Limited by

Visibility 13.

Maximum Speed Between Obstacles

14., 15.

Maximum Speed Overriding Obstacles

19.

Figure 2. Conceptual Blocks of Areal Module IV_5

Override/Avoid Strategy/ Speed/Selection

20., 21.

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AREAL MODULE

SCENARIO VARIABLES

AND

ROUTINE SPECIFICATIONS

IV-7

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1 .

Scenario Values Required by Areal Module

Variable Name

CVEGV

[(SLIP

HORZGL

LAC

MXGDCL

MTRAV

Routine Used

21.

3a.

7.

12,

5.,8.,9.,11.,12., 13.,14.,15.,18.,

19.,20.,21.

Meaning

= critical vegetation speed, in/sec

= 0 if no moisture to make surface slippery

= 1 i r < 1 in. of rain with no free surface water

= 2 if < 6 hrs. flooding with no free surface water

= 3 if ^ 6 hrs. flooding with no free surface water

= 4 if < 1 in. rain with free surface water

= 5 if < 6 hrs. flooding with free surface water

=6 if > 6 hrs. flooding with free surface water

= maximum horizontal acceleration driver will tolerate when impacting tree, g's

= roughness acceptance level

= maximum deceleration the driver will actually use, g's

- 1 for traverse

- 3 for average up, level and down travel

IV-8

-HiMrä-iiMrV - ■■ :- ■,.'^..-. J-^^^... . -.^.^,^.1 ■'■~- —-im ii.- ■ÜÜMl iir i i1

UlllMIWi«! ^|^|||p|^ppî|^yJi||,^w.^ll^■l.l,ww^ ivrtxwrvtmK'l 'fim p •jrprr'-i\ir^

Ü NOPP 3.,5.,14.,

18.

SFTYPC 12,

VISMNV

REACT

13.

13.

I0VER 21

operating tire pressure indicator:

0 tire pressure soil dependent

1 if always use fine grained soil dependent tire pressure

2 if always use coarse grained soil dependent tire pressure

3 if always use highway dependent tire pressure

percent of maximum deceleration available that the driver will actually use, percen'

speed at which vehicle will proceed if visibility is entirely obscured (walking speed), in/sec

driver reaction time from steady vehicle running to initialization of deceleration, sec.

one greater than the index of the maximum stem diameter class to be overridden if speed to do so is greater than 2 times walking speed

IV-9

Mämmmtmttimiliitilk a^timim »MiMHMIMiM itMtM^MMrft., -i- ,r ■ * ■■ ^Ma ■, . . ^..1.|i„..^..... ^>î-,.■„■,- -d

mrnrn ^^m^mma .1 mmmmm mm I fl lpT.,*i|(fli,J i n iv>J.iiiyifNif.|g|^^^ IRIPRHn '^,'«

Variable Routine

ATF(NG) 5

AVALS(NA) 16

BTF(NG) 5

CHARLN(I)

CD

CL

CPFCCG(j)

CPFCFG(j)

CPFFG(1,j)

VEHICLE INPUT DATA REQUIRED BY AREAL MODULE

Meaning

Constant of quadratic fitted to vehicle tractive effort curve in gear NG, 1b.

Value of NAth approach angle, radians

Coefficient of linear term of quadratic fitted to vehicle tractive effort curve in gear NG, lb(1n/sec)

Characteristic length of tire element or track on running gear assembly 1, In.

Water drag coefficient

Minimum ground clearance of combination. In.

Maximum contact pressure factor of all running gear assemblies of the type specified by NVEHC for coarse grained soil, Ib/ln^, at pressure specified for jal fine grained, =2 coarse grained, «3 highway

Maximum contact pressure factor of all running gear assemblies of the type specified by NVEHC for fine grained soil, lb/1n2, at pressure specified for j»l fine grained, -Z coarse grained, «3 highway

Contact pressure factor of running gear assembly 1, lb/1nz, fine grained soil at pressure specified for j»l fine grained, ■2 coarse grained, =3 highway

3d

5

1.2

3a, 3c

IV-10

..„v.- -ifraflii^g) •auMMM i—mtutoä tt^matm ta^laiMfci -'mill , j,

i—W—w

Variable

CTF(NG)

ÜIAW(1)

Routine Mean inn

5 Coefficient of quadratic term of quadratic fitted to vehicle tractive?effurt in year NG, lb/ (in/sec)

3a,3b,3d Outside wneel diameter of unloaded tires on rutminq near assembly i, in.

DRAFT

ÜRAT(i,j) 3a, 3b

Combination .Iraft when fully floatinq, in. = 0 if combination cannot float.

Deflection ratio of each tire on running gear assembly i under load WGHT(i)/NWHL(i) at pressure specified for j=l fine qrainod, -2 coarse qrained, =3 hiqhway

EYEHGT 13 Height of driver's eyes above qround, in.

FUPvUU

GCA(i,j)

GCW

3d

2,4.7.1;. 11,12,13. 18,19,20

Maximum water depth combination can ford, in. (FORDD = DRAFT if DRAFT t 0)

Nominal ground contact area per tire element or track pair on runninq gear assembly i. in , at. pressure specified for j=l fine grained, -? coarse grained, =3 highway

Gross combination weight, lb.

GCWli

GCUNB

4,11

11

Gross combined weight ovi all braked running gear assemblies, lb.

Gross combined weight on dll non- braked runnino gear assemblies, lb.

IV-II

***■—■-^^ •.■•■■

■ nrti* in 1 iliriHiiii MM ■'—■■ --iini ,

Variable Routine

GCWNP 8

GCWP 4,5.8

HOVALS(NH) 17

IB(i) 3a,3b,3c, 3d,4

ID(i)

IP(i)

LOCOIF

MAXIPR

MAXL

NAMBLY

MU

MN

3b

3a,3b,3c, 3d,4

10

10

3a,3b,3c, 3d,4

5,9,18, 19

5,9,18, 19

Meaning

Gross combined weight on all non- powered running gear assemblies, lb.

Gross combined weight on all powered running gear assemblies, lb.

Value of NHth obstacle height, in.

= 1 if running gear assembly i is braked

= 0 otherwise

= f) if wheels are singles

= 1 if duals

= 1 if running gear assembly i is powered

= 0 otherwise

= 1 if all powered running gear assemblies have locking differentials

= 0 otherwise

Number of surface roughness values per tolerance level

Number of roughness tolerance levels specified

Total number of running gear assemblies of the combination

Midpoint index of tractive effort versus speed curve

Minimum index of tractive effort versus speed curve

!V-12

■---J-- -•■■ ■..-^—■:-,. ! i ntr^M-V "■- ' ' ■■ ■' ■- ■ ■— -■ --^-'—^—«——■ ■--

mm^mmmmminm P |ir'ii|!V4lMWJnH'HP«i|W!n«"l|ifip«^!ii:(IM. MmVf'««,.l>lHlW"^ 1 .W' Wl 'J'.nwmiWF»'!"-^"!

5 Vmmwirtommm^m^wmm*™™*' mmmaw **■ .;*■:■ !««w- «MWM ■*• -

Variable

MX

NANG

NVEHC

NOHGT

NWHL(i)

NWR

Routine

5,9,18, 19, 2?

16

NFL 5,9,18, 19,20

NGR 5,9,18, 19.20

NHVALS 17

NPAD(1) 3a

NSVALS 17

NVEH(i) 3a,3b, 3c, 3d

16

3a, 3d

2

Meaning

Maximum Index of tractive effort versus speed curve

Number of obstacle approach angle values for which force to override obstacles Is given

» Mf track Is rigid

« 1 otherwise

Number of gears

Number of obstacles height values used In V00B and HVALS

»1 if track element has pads

a0 otherwise

Number of obstacle spacing values used In V00BS and SVALS

« 0 if running gear assembly 1 Is tracked

M if wheeled

■ 0 If one or more of the powered running gear assemblies is tracked

t t otherwise

Number of obstacle height values for which force to override obstacles Is given

Number of tires on wheeled assembly 1

Number of water depths between 0 and FORDO for which weight ratios are given

IV-13

..-.■ -J.,...,.-.,.,. im ■ r

|||j|PPpp"'™"WT^«¥WUl«»,Il^.N-.,'l",l"W^

Variable

NWTH

PBF

Routine

16

PBHT 6

PWTE 1.2

RMS(NR) 10

SECTW(1) 3a,3b,3d

SHIRT 19

TL 17.18.19

TRACTF(NG,MD) 5

TRACTF(NG,MN) 5

TRACTF(NG,MX) 5

TRAKLN(i)

TRAKWD(i)

VCIFG(i.j)

3b

3b

3a

Meaning

Number of obstacle widths values for which force to override obstacles is given

Maximum force pushbar can tolerate, lb.

Unit pushbar height, in.

Maximum path width of traction elements for one side of combination. In.

NRth surface roughness value, in.

Section width of tires on running gear assembly 1, in.

Gear shift time, sec.

Distance fron front of first running gear assembly to rear of last, in.

Tractive force available from drive train at mid-range speed index MO In gear N6, lb.

Tractive force available from drive train at minimum speed index MN In gear NG, lb.

Tractive force available from drive train at maximum speed index MX in gear NG, lb.

Ground length of track on running gear assembly i, in.

Track width of track assembly i, in.

One pass vehicle cone index in fine grained soil applied to running gear assembly 1, lb/in?, at pressure specified for j«l fine grained, »2 coarse grained, «3 highway

IV-14

MMuaan .^.■.,-., J..^..-.^......-.„,-..„JJ^^..^^.^.- .........—;... ■ i ■■■ mm - - ,. i ,1 . r.ii'i- ■•^■• — '~ u!

I«ll-I,'"ll rl"l".'i\T)i|ri"V"P',"i"'»,l»ti«..i u».WIIIIII.U.III w»»i'iii»iwi|»wiyTn^-'^t7^^Tn'wwwi|iWfWi)'i,t''l'»,,'w'""'' nmrmiwirpimmrT*

mmmmmtmmm S*^.-*. v^..-» iT^. v«nw«M«MM .i;W'.^NWp.. >^;':V.W!*W-'.^1W ^T

u Variable

VCIMUK(I)

VOOBS(NS)

VRIDE(NR,L)

VSS

VTIRE(j)

Routine

3c

VGV(NGtM0) 5

VGV(NG.MN) 5

VGV(NG,MX) 5

VOOB(NH) 17

17

10

1

3

Meaning

One pass vehicle cone index in muskeg applied to running gear assembly i, lb/in2

Mid-range speed in gear NG, in/sec

Minimum speed in gear NG, in/sec

Maximum speed in gear NG, in/sec

Maximum driver limited speed at which vehicle can cross an obstacle of height HVALS(NH) if obstacles are spaced further than two vehicle lengths apart, in/sec

Maximum driver limited speed at which vehicle can cross successive obstacles spaced SVALS(NS) apart, in/sec

Maximum speed over ground for a surface roughness class NR and roughness tolerance level Index L, in/sec

Maximum vehicle combination swimming speed, in/sec

Maximum steady state speed allowed beyond which structural damage will occur to tires, in/sec at pressure specified for jsl fine grained, =2 coarse grained, «3 highway

IV-15

LJJ^L^

■■IMI>lMtll

mmmmmmmm i ■■■||pn<nq|ppqgqnp^pp|pa|l||j|l^pgfpi^î^q|H]IH9|! ««■■»<5iCT.'Hw,"f»iwi«wsi>iiiii;"»-."rT»,r'-" T'(r «nît,,^»vTJ"v.iTTp™|

Variable Routine

WDTH 1,2,6

WDPTH(n) 2

WTMAX 1

WRAl(n) 2

WRFORD 2

XBR

WI

WGHT(i)

WVALS{NW)

11

3a,3b, 3d, 4

16

Meaning

Maximum combination width,in.

n*-*1 water depth, in.

Minimum width between combination running gear elements, in.

Weight ratio on ground at water depth WDPTH(n)

Proportion of combination weight supported by ground when combination is operating at maximum fording depth


Minimum width between running gear elements, in.


Value of NWth obstacle width, in.

IV-16

^■■■■- -■■■■■■ ■ ■■'- - ■■■■ .,..^.-^..- ■..^. .--.^v,......^. ■, ,.■■. ■ -..^^-^Mjjk^^frjy,^ ...•„.-in ^.i.-!-.^^-........

i, ri,ni,.i[m,,mmmtmmwtm*,'>i*«\*m.<Him'**'■<.!• «■"••iw-wmm-'-m w- - ■<m"i*WH mmw**,,™!

MHHBW

\ ;

1. Effective Obstacle Spacing and Speed Reduction Factors due to Vegetation and/or Obstacle Avoidance

Description This routine combines the calculations of area denied by vegetation and obstacles and the resulting speed reduction factors, all of which are done separately in AMC '71.

A new feature incorporated in AMC '74 is the calculation of an effective vehicle width EWDTH for round obstacles (stumps, boulders and holes). EWDTH depends on whether the round obstacle fits between the traction elements (32) or not (al). If it fits, a check is made for sufficient axle clearance. The density of obstacles then yields an effective obstacle spacing depending on the above effective vehicle width. This routine also sets a flag, NEVERO, indicating to the other routines that under certain circumstances obstacles should never be overridden.

IV-1.1

ItfWM •fluuuMiiiijaaHl ■ — ■■ ■ ^^^tiittimmiimmmmtitmm ' i

m|p> i MifÛJ|ifflii|ipi,MBW!wfP^ppiW^^^

Inputs Vehicle: WDTH * maximum combination width, in.

PWTE = maximum patch width of traction elements for one side of combination, in.

WI = minimum width between running gear elements, in.

CL = minimum ground clearance of combination, in.

Terrain: NI = number of stem diameter classes

IS(i) c 1 if patch is bare of vegetation in stem class 1 and greater;

^ 1 otherwise

SD(i) s mean stem diameter of vegetation In stem diameter class 1, in.

S(i) = mean spacing of stems in stem diameter class 1 and larger, in.

I0BS = 1 if patch is bare of obstacles

/ 1 otherwise

I0ST ■ obstacle spacing type

= 1 for potentially avoidable orientation

= 2 for unavoidable orientation

OBS = obstacle spacing, in.

ODIA = maximum extent across obstacle, in.

OAW = mean obstacle approach width, in. 2

AREAO * patch area per obstacle, in

OBAA = obstacle approach angle, radians

OBH = obstacle height, in.

OBL « obstacle length, in.

WA = ground level width of obstacle, in.

IV-1.2

--•-■ -■ ■■■■■-^■■-■-^ ■■■>.. i ■ ■ ■ iiiiil|-iii^--,-'j-- -- l-ijtuiil-»Ki*iJJ«.«ijü.^_;

11 i mm «nil« mm*m*m vnmpagnffi Ft-iWf» i DJ III ;ii F»") -T

u Outputs SRFV(i) = speed reduction factor due to avoiding

vegetation in stem diameter class i and greater

OBSE - effective obstacle spacing, in.

TÜEN(i) s density of vegetation in stem diameter class i, stems/in2

SRFO(i) = speed reduction factor due to avoiding obstacles and vegetation in stem diameter class i or greater

NEVERO = Mf override/avoidance strategy may choose obstacle override

= 1 if override/avoidance strategy will never choose obstacle override due to belly/axle interference with stumps or boulders

= 2 if override/avoidance strategy will never choose obstacle override due to lack of penalty for obstacle avoidance

Algorithm

a. Obstacle spacing and check for stump/boulder interference

if I0BS = 1

then NEVERO = 2

ADO = ^.

do c.

else CLRNCt = CL-OBH

NEVERO = 0

if I0ST = 2

then OBSE = OBS

ADO = 100.

do c.

else obstacles are potentially avoidable

IV-1.3

tMtmtm **■■"•'■ „ra-M.i.'....«.-»...,...;..;,..,. HH ,.... ym^ | .,. .....J.,JL..,:. . |. jjgjjj^gmgg MMiaBiMfc ^- :...--..I.^..;....., |

Uiipjiliiiuiu.ii. wwimmmi F- ^^^^^-^^^-^—

al, if ÜDIA > WI then obstacle is long

EWDTH = WDTH+OAW

OBSE - AREAÜ/EWÜTH

do b.

a2. else obstacle is round

EWUTH = PWTE+OAW

OBSE = AREAO/EWDTH

If OBAA < (5. then obstacle is a hole

do b.

else obstacle is a boulder or stump

if CLRNCE <,0. then NEVERO = 1

EWDTH = WDTH+OAW

OBSE = AREAO/EWDTH

else do b.

b. Percent area denied due to avoiding obstacles, ADO

ADO = (0bL*WA+(0BL+WA)*WDTH+WÜTH2*Ti/4)*lM/{0BSE2*Ti/4)

c. Percent area denied due to avoiding vegetation (PAV), total percent area denied (ADT), and speed reduction factors

do for i ^ 1 to NI -1

if IS(i) = 1

then TDEN(i) = 0.

else _

TDEN(i) = ^* 7T

next i

S(i)' s(i+ir

IV-1.4

- -— :- ■iiV 1 ^MMMMMMMM ttiamm—■ -•-^■"■iiirdim

V?m'immmmm!">'m*m*m*tim*m<,*r**™

if IS(NI) - 1

then Tl)tN(NI) = 0.

do routine cl.

else TüEtUUI)= 4/[Tr*S(NI)2]

cl. Calculate percent area denied due vegetation, PAV

do for i = 1 to MI

\n SUI1DEW = ): TDEN(K)

k=1

if SUMDEN ' 0.

then PAV(i) = 0.

do routine c2.

else

m PAV(i) ^ ^

l Sü(K)*TDEN(K) K=i

m Z TDEN{K)

K=i

+ WDTH

c2. AüT = ADO+PAV(i)*[100.-AUü]/100

if PAV(i) < 10.

then SRFV(i) = 1

else if PAV(1) < 50.

thenSRFV(i) = l.-[PAV(i)-ll9.]/^

else SRFV(i) ' 0.

IV-1.5

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WKKtHNKBtKKMBBtBttBmmtammmmmmamtmmmmmmmanmmm Mu 11 «■

0

d.

if ADT < 10.

then SRFO(i) » 1

next i

else if ADT < 50.

then SRFO(i) = l.-[ADT-10.]/40.

next i

else SRFO(i) - 0.

next i

After al 1 i

if SRFV(i) ' SRFO(i) for all i then NEVERO

exit

IV-1.6

M—llll ---■' ^—■■' r uNiîiMIMiyinhfrilrliii

2. Land/Marsh Operating Factors

Description This routine calculates the weight reduction factors [WRATIO] and the frontal area under water and water speed in a marsh as defined by maneuvering requirements. The weight reduction factors are calculated in (bl.) and (b2.) from the actual water depth (WD) and the known ratios given for various submerged depths (WDPTH{n)) of the vehicle. The weight reduction factor modifies the traction in subsequent submodels. The frontal area is used for calculating drag which Îso modifies traction. A return to the control module may take place if the vehicle is not a swimmer and the water is too deep to ford. If the vehicle is fully floating, the water speed is reduced by t\ e vegetation maneuvering factor calculated in 1. and an exit is made to the control module. If there is no water, the factors are set to values which eliminate water effects frT subsequent routines.

This routine tests the soil type and transfers control to the appropriate pull and resistance coefficient routine.

This routine replaces a section of MAIN and all of MARSH in AMC '71.

IV-?.1

•-mmiMrBi i i iil>Bhh»inTiiiwimilMMaiii-iiiiii' ■ .-^ .---.. . ...-^

i j v x inputs Vehicle: WDTH = maximum combination width, in.

DRAFT • combination draft when fully floating, in. (■ 0 if combination cannot float)

FORDO s maximum water depth combination can ford, in. (FORDO = DRAFT if DRAFT M.)

CL - minimum ground clearance of combination, in.

PWTE ■ path width of traction elements on one side of combination, in.

VSS s maximum combination swimming speed, in/sec

NUR » number of water depths from 0 to FORDO for which weight ratios are given

WDPTH(n) = nth water depth, in.

WRAT(n) = weight ratio on ground at water depth WDPTH(n)

WRFORD s proportion of combination weight supported by ground to combination weight when combination Is operating at maximum fording depth

GCW » gross combination weight, lb.

Terrain: WD = water depth, in.

1ST = soil type

ITUT = 1 if normally dry patch

= 2 If marsh

I0BS c 1 if patch is bare of obstacles

^ 1 otherwise

Derived: SRFV(l) - speed reduction factor due to avoiding all vegetation

IV-2.2

"'"*> l lüüiiliiiiii ii ..- .-.■■■...-. -..--g..,.,^ ,. ...,.., ,..

Outputs WDGONO = 1 if water too deep for operation

= 0 if otherwise

ITLOAT » 0 if no standing water

= 1 if vehicle is fording

= 2 if vehicle is fully floating

WRATIO » ratio of combination weight supported by ground to combination weight

DAREA - frontal area under water, in.2

VSEL = selected average speed, in./sec.

Algorithm

a. Set operation type

WDGONO = 0.

if ITUT = 1 or 1ST = 4 (snow) then land operation

I FLOAT - 0.

WRATIO = 1.

DAREA » 0.

do c.

else do b.

b. I0BS = 1 (no obstacles)

GRADE = 0.

IV-2.3

- ■■- m ■■ - i

bl

b2.

if WD > FORDD

then if DRAFT = 0

then water too deep

WDGONO = 1

VSEL = D.

return to module I. Control and I/O >

else vehicle fully floating

IFLOAT = 2

VSEL = VSS*SRFV(2)

return to module I. Control and I/O

else (WD < FORDD)

IFLOAT = 1

if WD < WDPTH(l)

then WRATIO- 1.^0*^0^- do o3.

else do for n = 2 to NWR

if WD < WDPTH(n)

then WRATIO * WRAT(n-l)+[WRAT(n)-WRAT(n-l)]*

WD-WDPTH(n-l) WDPTH(n)-WDPTH(n- IT do b3.

else next n

after all n [WD > WDPTH(NWR)]

WRATIO = WMT(NWR)+[WRFORD-W(WT(NWR)]*^Qlg2^NWR)

IV-2.4

tm mt^£.ämm -■ ---^.--..,. . --~-'~^ MMi—niTt ir-

mm&iv^mmmîmi»" •• .IWIW.» mm...,.*w,„m ,mi.lv,* f„^mm mmpM»*- ..w^-f.-.■.......

b3. If WD > CL then DAREA = WDTH*(WD-CL)+2.*PWTE*CL

else DAREA = 2.*PWTE*WD

c. If 1ST = 1 do 3a.

If 1ST « 2 do 3b.

If 1ST » 3 do 3c.

If 1ST « 4 do 3d.

If 1ST « 6 do 3a.

IV-2.5

1

-■^...„^„..^-■^M^^..^, „.■■,,.-..,■ ü .^..v ..-...^^^^^âMyiiiaai^^ .... ...^ . ... .

PW^ p ' ' l'»w»WIWiWIIWIWwwwi'PiwwMWl''»"wpp'i»»î'i mm i; upwpiwiiHpp

k.**WSWl •*fa»"*AmI *•<'•■ m*>*M*Mrt«iiJlK.t»».'«•• unw«. ..,

3a. Fine Grained Soil Pull and Resistance Coefficients

Description This routine calculates the pull and resistance "" - - coefficients for fine grained soils. A major

new feature here Is the addition of equatirns to calculate the effect on traction due to recent rainfall, flooding and/or standing water causing slippery soil surface conditions. Another is the application of the pull and resistance coefficient equations on an axle- by-axle basis, thereby more accurately re- flecting the load distribution per axle and to accommodate unpowered axles. This approach enables one to handle mixed running gears such as a tracked vehicle pulling a wheeled trailer. An additional new feature is the possibility of using either a constant specified tire inflation pressure or to allow it to vary with the soil type. The variable inflation pressure determines three possible contact pressure factors CPF (i,j) where j is the indicator for Inflation pressure used OP fine grained, coarse grained soils or on the highway.

For the calculation of towed resistance, recent revisions by Turnage (4) were used instead of the mobility index which was used in AMC '71.

This routine corresponds to FOIL in AMC '71.

Since the analysis of vehicle performance on slippery soil has not been published before, a more detailed explanation is in order.

Slipperiness surfaces are Separate re la are imperviou pervious fine is very soft, factor (RCIX coefficient ( with the equa RCIX > RCIS, constant indi

effects are included whenever soil flooded or locally very wet. tions are used for CH soils, which s to water, and for other, more grained soils. Where the soil however, slipperiness is not a

<_ 29). If RCIX > 20, the drawbar DOWS) is reduced in accordance tions in b and c. Note that when the reduction factor becomes eating a "skating condition" on an

IV-3a.l

mmmmm - ---■ - iäimijMtmmimiim tlMM mutm mm ^-•■■- •■ '-'■"

^mmt* mm mm i.nmt ■iiPWpii,»it.mi!iwiiiiii.iliiii,iniTPi,,iniip.mp-

fitmwwj*"!'«''* ■

extremely hard surface. The routine also takes into account the presence or absence of track pads (NPAD = 1 or NPAD = 0).

An additional factor is included in the analysis for tires (see paragraph c). This is DRAT(i,j) which accounts for the beneficial effect of high inflation pressure, which helps to maintain the "circular" shape of the tire and thereby improves the tire's ability to break through the slippery layer.

.)

IV-3a.2

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mmmmmmmmm i m9im!rmmii^rîu\inim-'mnß>mm>rm'^m«mK'm^"i'^ßf\miißf%!'fmm''<fi!n

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Inputs Vehicle: NAMBLY = number of running gear assemblies of the combination


* 9 otherwise

IB(1) = 1 if running gear assembly i is braked

« 0 otherwise

VCIFG{1,j) ■ one pass vehicle cone index for fine grained soil applied to running gear assembly i, Ib/in^ at pressure specified for j « 1 fine grained, ■ 2 coarse grained, « 3 highway

NVEH(i) = 0 if running gear assembly i is tracked

M if wheeled

W6HT(i) ■ weight on running gear assembly i, lb.

NWHL(i) = number of tires on running gear assembly i

SECTW(I) = section width of tires on running gear assembly i, in.

DIAW(i) = outside wheel diameter of unloaded tire on running gear assembly i, in.

DRAT(1,j) = deflection ratio of each tire on running gear assembly i under load WGHT(i)/NWHL(i) at pressure specified for j c 1 fine grained, = 2 coarse grained, s 3 highway

NPAD(i) = 1 if track element has pads

= 0 otherwise

IV-3a.3

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CPFFG(i,j) = contact pressure factor of running gear assembly 1, lbs/in at pressure specified for j-1 fine grained, =2 coarse grained, »3 highway

Terrain: RCI ■ rating cone Index, lb/In2

1ST » soil type

- 1 for fine grained (except CH class) soils

3 6 for fine grained CH class soils, impervious to water

Derived: WRATIO s proportion of combination weight supported by ground

Scenario: NSLIP = 0 no sllpperiness

3 1 if < 1 In. rain no free water

3 2 if < 6 hr. flooding no free water

= 3 if > 6 hr. flooding no free water

= 4 if < 1 in. rain free surface water

3 5 if < 6 hr. flooding free surface water

3 6 if > 6 hr. flooding free surface water

NOPP 3 operating tire pressure Indicator:

= 0 tire pressure soil dependent

= 1 if always use fine grained soil dependent tire pressure

3 2 if always use coarse grained soil dependent tire pressure

= 3 if always use highway dependent tire pressure

Subroutine used: FGSPC

IV-3a.4

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[> Outputs RTOWPB(i) = resistance coefficient of powered or ^ braked assembly i due to soil

DOWPB(i) = pull coefficient of powered or braked assembly i due to soil

RTOWT(i) = resistance coefficient of towed assembly 1 due to soil

Algorithm

a. If NOPP = 0

then j = 1

else j = NOPP


RCIX = RCI - VCIFG(i,j)

if IP(i)J-IB(i) = 0 then assembly i neither powered or braked

RTOWPB(i) = 0.

DOWPB(i) = 0.

do towed runninq gear resistance routine e.

else assembly Is either powered and/or braked

if NSLIP = 0 then no slipperiness

CALL FGSPC(D,RCIX,NEVH(i),CPFFG(i,j))

DOWPB(i) = D

Do resistance routines d. and e.

else soil is slippery

if NEVH(i) = 0 then do tracked slippery fine grained soil routine b.

else do wheeled slippery fine grained soil routine c.

IV-3a.5

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bl

b. Tracked slippery fine grained soil routine

RCIO = 20.

DOWCO »0.55

if RCIX < 20.

then CALL F6SPC{D,RCIXti ,NVEH(i),CPFFG(i,j))

DOWPB(i) = D

do resistance routine d. and e.

else if 1ST = 6 then for NSLIP = K DOWCS = .50, RCIS

NSLIP = 2; DOWCS = .30, RCIS

NSLIP = 3; DOWCS = .30, RCIS

NSLIP = 4*. DOWCS = .10, RCIS

NSLIP = 5; DOWCS = .10. RCIS

NSLIP = 6», DOWCS = .15, RCIS

do routine bl. else (1ST = 1)

then RCIS = 100.

for: NSLIP = It DOWCS = .45

NSLIP = 2: DOWCS = .30

NSLIP = 3; DOWCS = .20


NSLIP = 5: DOWCS = .10


if 2g(.< RCIX < RCIS

then XN = LOG (DOWCO/DOWCS)/LOG(RCIS/RCIO)

XN XK = DOWCS*(RCIS)

IV-3a.6

200.

150.

200.

200.

300.

500.

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DOWS =• XK*(^-)XN

1f NPAD = 1

then DOWPB(i) = DOWS

do resistance routines d. and e.

else CALL FGSPC(D,RCIX,NVEH(1),CPFFG(i,j))

DOWPB(i) = .5*(D+D0WS)


else (RCIX > RCIS)

if NPAD = 1 then DOWPB(l) = DOWCS

do resistance routines d. and e,

else CALL FGSPC(p,RCIX,NVEH(i),CPFFG(1 ,j))

DOWPB(i) = .5*(D+D0WS)


c. Wheeled slippery fine grained soil routine

XKDELT = DRAT(1,j)/M-0.375

RCIO =18.

DOWCO =0.4

if RC!X < 20,

then RCIX = RCIX-2.

CALL FGSPC(0,RCIX,NVEH(i),CPFFG(i,j))

DOWPB(i) ' D


IV-3a.7

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else (RCIX - Z&)

if 1ST = 6 then for:

NSLIP = I,' DOWCS = .35, RCIS = 300

NSLIP = 2; DOWCS = .25 +XKDELT, RCIS = 150.




NSLIP = 6: DOWCS = .15, RCIS = 100.

do routine cl.

else {1ST = 1)

RCIS = 80.

for : NSLIP jM or ^ 4; DOWCS = 0.10

NSLIP = l; DOWCS = 0.30

NSLIP = 4; DOWCS = 0.10 + XKDELT

cl. if 20.< RCIX < RCIS

then XN - LÜG(DOWCO/DOWCS)/LOG(RCIS/RCIO)

XK = DOWCS*(RCIS)XN

DOWPli(i) = XK*(1./RCIX)XN


else (RCIX > RCIS)

üOWPB(i) = DOWCS


d. Powered running gear resistance

if NVEH(i) = 0 then assei.ibly is tracked

if RCIX i A.

IV-3a.8

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qMMWMMMMlBMIWIHMMM

u

.035+.861/(RCIX+3.249)

e.

then RTOWPB(i) » .045+2.3075/(RCIX+6.5)

else if CPFFG(i,j) < 4.

then RTOWPB(i) • .4-.072*RCIX

do routine e.

else (CPFFG{i,j) >0

RTOWPB(i) » .4-.052*RCIX

do routine e.

else assembly is wheeled

if RCIX > 0.

then if CPFFG(i,j) < 4.

then RTOWPB(i)

do routine e.

else KCPFFG(1,j) > 4.)

RTOWPB(i) = .045+2.3075/(RCIX+6.5)

do routine e.

else (RCIX < 0.)

if CPFFG(i,j) < 4.

then RTOWPB(i) = .3-.043*RCIX

do routine e.

else RTOWPB(i) « .4-.029*RCIX

Towed running gear routine

if IB(i) and IP(i) f 0 then assembly is never towed

RTOWT(i) = 0.

next assembly i

1

IV-3a.9

....■-- - mail ■-■ -^-^Mto-^^^-,.-^ IM ..^:...^ ...... :.....,......

else If NVEH{1) f 0 (running gear is a wheeled axle)

then WPW «= WGHT(1)*WRATI0/NWHL(1)

BETA RCI*SECTW(1)*DIAW(i)*DRAT(i J)1/2

WpW*ri \ 2 SEdTWjIK WKW Ll- 2.*DIAW(1)J

If BETA < 2.

then RTOWT(I) = 1. - .3412*ilETA

next assembly i

else RTOWT(I) = .04 + .2/[BETA-1.35]

next assembly i

else running gear assembly is a left/right pair of track elements - set error flag since towed or unbraked tracked assemblies not included in this model. Return to Module I. Control and J/0,

IV-3a.lO

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Fine Grained Soil Pull Coefficient Subroutine

Description Subroutine FGSPC calculates the pull coefficient (traction/weight) in a fine grained soil. The computations are the same as in FOIL in AMC '71 with the exception that the excess RCI (RCIX) is allowed to be less than zero, the reason for this is to accommodate unpowered (but.braked) axles.

IV-FGSPC.l

■ ■ ■■ ._—^-„— •tafeatiBUaUiiiBMfe.MtfâHMia

Subroutine FGSPL(ü,RCIX,NVEH,CPF)

Input Vehicle: NVEH = 0 if running gear assembly is tracked

^ 0 if wheeled

CPF = contact pressure factor of running gear assembly, lb/in2

berived: RCIX = excess RCI, lb/in2

Output D = pull coefficient

Algorithm

If H\IIH = 0 then running gear assembly is tracked

then if CPF < 4.

then if RCIX > 0.

then D = 0.544+0.463*RCIX- K0.544+0.0463*RCIX)2-0.0702*RCIXl1/2

exit

else I) = 0.076*RC1X

exit

else (CPF > 4.)

if KCIX > 0.

then D = 0.4554+0.0392*RCIX- . .- [(0.4554+0.0392*RCIX)2-0.0526*RCIX]l/Z

exit

else Ü = 0.056*RCIX

exit

else {^VEH / 0) running gear assembly is wheeled

IV-FGSPC.2

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if CPF < 4.

then If RCIX > 0.

[(0.3885+0.0265*RCIX)'-0.p358*RCIX],/^

exit

else (RCIX < 0.)

U = M46*RCIX

exit

else (CPF > 4.)

if RCIX > 0.

then D = 0.379+0.0219*RCIX- 9 1/? [(0.379+0.0219*RCIX)Z-0.0257*RCIX],/<;

exit

else (RCIX < 0.)

D = 0.033*RCIX

exit

IV-FGSPC.3

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3b. Coarse Grained Soil Pull and Resistant Coefficient

Description In this routine, calculations for both drawbar and retistance coefficients are performed for coarse grained soils "axle-by-axle" for wheeled vehicles and track unit-by-track unit for tracked vehicles.

Dimensionless numerics developed by Turnage (4) are used instead of VCI. Numeric PIT is used in the calculation of the resistance coefficient and numeric PID is used for calculating the drawbar coefficient.

IV-3b.l

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input Vehicle: NAMELY = total number of running gear assemblies of the combination

NVEH(i) = iJ if running gear assembly i is track

?* 0 if wheeled

IP(i) = I if assembly i is powered, 0 if not

lB(i) = 1 if assembly i is braked, 0 if not

NWHL(i) = number of tires on wheeled assembly i

IL)(i) = 1 if wheels on assembly i are duals

= 0 if singles

WGHT(i) = weight on running gear assembly i, lb.

SECTW(i) = section width of tires on running gear assembly i, in.

UIAW(i) = outside wheel diameter of unloaded tires on running gear assembly i, in.

DRAT(i,j) = deflection ratio of tires on running gear assembly i under load WGHT(i)/NWHL(i) at pressure specified for i=l fine grained, =2 coarse grained, =3 highway

TRAKLN(i) = ground contact length of track on running gear assembly i, in.

TRAKWü(i) = track width of track assembly i, in. 9

Terrain: CI = cone index, lb/in.'

Scenario: NuPP - operating tire pressure indicator:

- 0 t.ire pressure soil dependent


IV-3b.2

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4l a 2 if always use coarse grained soil dependent tire pressure


Derived: WRATIO = proportion of combination weight supported by ground

Outputs RT0WPB{i) = resistance coefficient of powered or braked assembly i due to soil


RTOWT(i) = resistance coefficient of towed assembly i due to soil

Algorithm

a. Common calculations and control decision

G = CI*.8645/3.

if NOPP = 0

then j = 2

else j = NOPP


if NVEH(i) = 0 do tracked routine b.

else do wheeled routine c.

b. Tracked element routine

RTOWT(i) = 0.

if IP(i)*IB(i) = 0

then error: towed or unbraked tracked elements not included in this model- Return to Module I,

Control and I/O

IV-3b.3

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cl

PIT = .6^*[TRAKWD(i)*TRAKLN(i)]1-5/(W6HT(i)*WRATI0/2.)

if PIT i25. then üOWPB{i) = .121 + .258*log10{PIT)

else if PIT <_ 100. then DOWPB(i) = .481' + .125*log10{PIT)

else if PIT ^ 1000.then l)OWPB{i) = .555+.04*log10(PIT)

else DOWPB(i) = .595

RTOWPB(i) = .6 - DOWPB(i)

next i

Wheeled axle routine

if IP(i)*IB(i) t 0

then RTOWT(i) = 0.

do routine cl.

else

W = WGHT(i)*WRATIO/NWHL(i)

G*[$ECTW(i)*DIAM(i)]3/2*i1/3

PIT = W*[1.-DRAT(i,j)]3*[l.+SECTW(i)/ÜIAW(i)]

RTOWT(i) = .44-.01*PIT+SgRT([.44-.01*PIT]2+.0002*PIT+.08)

if IP(i)+IB(i) = 0 then DOWPB(i) - 0.

RTOWPB(i) = 0.

next i

else if lU(i) = 1 then B = 2*SECTW(i)

W = 2fWGHT(i)*WRATI0/NWHL(i)

do routine c2.

else b - SECTW{i)

W = WGHT(i)*WRATIO/NWHL(i)

IV-3b.4

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^m^mmmmmmmm 111 UP."P1I I '»'">'I mW-'T--^

c2. PID - G*[B*DIAW(1)]3/2*DRAT(i,j)/[1l/2*W]

DOWPB(i) » .53 - 4.5/(PID+3.7)

RTOWPB(i) - .6 - DOWPB(i)

next 1

IV-3b.5

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pwiUVinnpiW UIIIIMIIIiyJI IJI..IJ||IIIHWpi|inilllHil!l|llliaiwnil;P|lJI>M|ltl|ill..'llipU. >. « ,v.r.j,w,.. ~ •.v^^Tm

B

3c. Muskeg Pull and Resistance Coefficients

Description This routine is similar to the "fine grained soil pull and resistance coefficients" routine, with the exception that VCIMUK is used instead of VCIFG. The muskeg VCI is derived in the vehicle preprocessor.

IV-3C.1

m m - — - - , ■- - ■

mmm ipjpmpp i. jiii...i i,u.. 111.111,11,1.1,111,11111,iiiuiiiii ii.i .11,1.,i ^^

Input Vehicle: NAMÜLY = total number of running gear assemblies of the combination

NVEH(i) s 0 if running gear assembly i is tracked

Output

/ 0 if wheeled

IP{i) = 1 if running gear assembly is powered, 0 otherwise

IB(1) = 1 if running goar assembly is braked, 0 otherwise

CPFFG(i,j) = contact pressure factor for assembly i, fine grained soil, lb/ins at pressure specified for j=l fine grained, =2 coarse grained, =3 highway

VCIMUKO) = one pass vehicle cone index in muskeg applied to running gear assembly 1, lb/in2

2 Terrain: RQl - rating cone index, lb/in

Scenario: NOPP = operating tire pressure indicator:



= 2 if always use coarse grained soil dependent tire pressure


RTOWPB(i) = resistance coefficient of powered or braked assembly i due to soil

DOWPB(i) = pull coefficient of powered or braked assembly 1 due to soil

RTöWT(i) = resistance coefficient of towed assembly 1 due to soil

IV-3C.2

tMtm^^^m ^ I iM ' üürtiiii III MM!

- • Mi

Algorithm

if NOPP = 0.

then j = I

else j = NOPP


RCIX = RCI - VCIMUK(i)

a. Powered, braked and towed running gear resistance coefficient routine

if RCIX <_ -100. then RT = 1.

else if -100.< RCIX < 0.then RT = 1. - .006*(RCIX+1|

else RT = .045 + 2.3075/(6.5+RCIX)

if IP(i)*lU(i) f 0

then RTOWT(i) = 0.

RTOWFB(i) = RT

do routine b.

else if IP(i)+IB(i) = 0

then RTOWT(i) = RT

RTOWPB(i) = 0.

DOWPB(i) = 0.

next i

else RTOWT(i) = RTOWPB(i) = RT

b. Powered ana oraked pull coefficient routine

if RCIX < -100 then ÜOWPB(i) = -1,

I.)

IV-3C.3

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iC.m&mi «MMIIMIIMMW——I—I"»«»' ■IWI'M' i

else if RCIX < 0. then DOWPB(i) - -1. + .01*(RCIX+100.)

else if NVEH{i) = 0 and CPFFG{i,j) < 4.

then DOWPB(i) = .5464+.1^91*RCIX- 9 s/, [(.5464+.^09l*RCIX)<;-.192*RCIX],^

next i

else DOWPB(i) = ,3537+.02258*RCIX- 0 . .„ [{.3537+.(J2258*RCIX)2-.03071*RCIX]1/2

next i

exit

IV-3C.4

v.--... ■ ■,J,...^.,-;- - - Uli I

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3d. Shallow Snow Pull and Resistance Coefficients

Description Shallow snow Is defined as snow covering frozen ground at a depth less than the characteristic length of the tire (CHARLN) or less than one third of the characteristic length of the track.

This submodel makes use of cohesion (COHES), Internal friction coefficient (TANPHI) and specific weight (GAMMA) to calculate the drawbar and resistance coefficients.

For wheels the motion resistance is a function of snow depth (ZSNOW) and GAMMA. The empirical formula expresses the resistance coefficient (RT) as being directly proportional to the number of tires per axle, section width, specific weight and snow depth. It is inversely proportioned to the number of axles, unrleflected tire diameter and characteristic length.

For tracks the resistance coefficient is defined in the equation for RT in section b.

The maximum traction is obtained from the well- known Coulomb equation (see TOWMAX) and the drawbar pull coefficient is the difference of TOWMAX and RT.

IV-3d.l

••^—••»»^■■■MMMIaiM "■"-" 1 ^j

Input Vehicle: NAMBLY = total number of running gear assemblies of the combination

NVEH{i) « 0 if running gear assembly i is tracked

^ 0 if wheeled

IP(1) » 1 if running gear assembly i is powered, 0 otherwise

IB(i) ■ 1 if running gear assembly i is braked, 0 otherwise



SECTW(i) = section width of tires on running gear assembly i, in.

DIAW{i) = outside diameter of unloaded tires on running gear assembly i, in.

GCA(i,j) = nominal ground contact area per tire element or track pair on running gear assembly i, in? at pressure specified for j=l fine grained, -2 coarse grained, =3 highway

CHARLN(i,j) = characteristic length of tire or track on running gear assembly i, in.at pressure specified for j=l fine grained, =2 coarse grained, =3 highway

Terrain: GAMMA = snow specific weight

COHES = cohesion, lb/in?

TANPHI = tangent of internal friction angle

ZSNOW = snow depth, in.

IV-3d.2

i 1 IM — i^ ...^^-^^^-^

^^^^^^^^^^^^^-"



3 1 if always use fine grained soil dependent tire pressure



Outputs RTOWPB(i) * resistance coefficient of powered or braked assembly i due to soil

DOWPB(i) s pull coefficient of powered or braked assembly i due to soil


Algorithm

if NOPP = 0

j = 1

else j = NOPP

do for i - 1 to NAMBLY

If NVEH(i) f 0 then do wheel routine a.

else do track routine b.

a. Wheeled axle routine

RT = 10*[NWHL(i)*SECTW(i)/DIAW(i)]*[GAMMA*ZSNOW/CHARLN(i,j)]

if IP(i)*IB(i) i 0 then RTOWT(i) = 0.

RTOWPB(i) = RT

do routine al.

IV-3d.3

■ ■ ■-..-. :-- ■ ■■

"- ■-■•■'- -■:--' ■

else if IP(i)+Ili(i) = 0 then RTOWT(i) = RT

RTOWPB(i) = 0.

DOWPB(I) = 3.

next 1

else RTÜWT(i) = RT

RTOWPB(i) = RT

al. TOWMAX = TANPHI+COHES*GCA(i,j)*NWHL(i)/WGHT(i)

DOWPB(i) = TOWMAX-RT

next i

b. Tracked element routine

RT = pAHMA/0.2)*(ZSNOW/CHARLN{i,j)-.15)

if RT < 0,then RT = 0.

else if IP{i)*IB(i) t 0

then RTOWT(i) = 0.

RTOWPB(i) = RT

do routine bl,

if IP(i)+IB(i) = 0

then RTOWT(i) = RT

RTOWTPB(i) = 0.

DOWPB(i) = 0.

next i

else RTOWT(i) = RT

RTOWPü(i) = RT

IV-3d.4

*- i ■- -«I i —m

bl. TOWMAX = TANPHI+COHES*GCA(i,j)/WGMT(i)

DOWPB(i) = TOWMAX-RT

next i

exit

IV-3d.5

'»"■w »'" w JWPWP^^—

4. Summed Pull and Resistance Coefficients

Description l" this routine the pull and resistance coefficients calculated for each running gear assembly in either one of routines 3a, 3b, 3c or 3d are sunned. Separate summations are made for all powered, braked, unpowered and unbraked assemblies.

IV-4.1

J

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i i

Inputs Vehicle: NAMBLY = number of runninq gear assemblies of the combination

WGHT(i) = weiqht on running qea.- assembly i, lb.

GCWP = qross combined weight, on all powered running qear assemblies, lb.

GCWB = qross combined weight on all braked runninq qea»* assemblies, lb.

GCW = qross combination weight, lb.

IP(1) = 1 if running gear assembly i is powered, 0 otherwise

IB(i) = 1 if runninq gear assembly i is braked, 0 otherwise

Derived: RT0WPB{i) = resistance coefficient of powered or braked assembly i due to soil



Outputs

RTOWP = combination resistance coefficient of powered runninq gear assemblies due to soil

DOWP = combination pull coefficient of powered running gear assemblies due to soil

RTOWB = combination resistance coefficient of braked runninq gear assemblies due to soil

DGWB = combination pull coefficient of braked vunninq qear assemblies due to soil

RTOWNP = combination resistance coefficient of non- powered runninq gear assemblies due to soil

RTOWNB = combination resistance coefficient of non- braked running qear assemblies due to soil

IV-4.2

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I 4l Algorithm

RTOWP

DOWP

RTOWNP

RTOWB

DOWB

NAMBLY I

i=l

NÄMßlY E

NÄMBLY E

J=l

FAMBLY E

1=1

NÄMBLY E

J=l NAf

1 i:

IP(i)*RT0WPB(i)*WGHT(1) /GCWP

IP(i)*OOWPB{1)*WGHT(i)| /GCWP

(l-IP{i))*RTOWT(i)*WGHT(i) /(GCW-GCWP)

IB(i)*RT0WPB(i)*WGHT(1)

IB(i)*DOWPB(i)*WGHT(i)

/GCWB

/GCWB

NAMBLY RTOWNB = E

=1 (l-IB(i))*RTOWT(i)*WGHT(i) /(6CW-GCWB)

IV-4.3

ii-iHilriiiiili^Mill—IMilnlill i ^ —■- -' -■■ MMH^MM

mm jfWKH&W*' '■"■>«' "-wi' '"I'wwwff w mm l^■^■■ pH

Slip Modified Tractive Effort

Description This routine modifies the tractive effort versus speed curve obtained from the vehicle power train or measured data for slippage of the running gear in the soil.

The first new feature in this submodel is scenario input NTRAV, If NTRAV=1 the model is executed for a single traverse and only one slope (8]) will enter from the processed Terrain File. If NTRAV=3 then the usual cases of up, level and down slope are computed for each patch. A second new feature is that the effect of elevation is now accounted for by means of factor ECF.

This submodel also accounts for water drag resistance while operating in a marsh.

IV-5.1

i*--'-' ■ .^MMmau*..^. mitm i*,m*t:i*M/nin*.*i..~..-^..r.>..... J

m*™m ■w ''.".«wmn'mimmimmmimm »J-.ÎLI.IIJI...I.»..<IJII ijvmun^.'wvr*-' ■

Inputs Vehicle: NVEHC fi if one or more of the powered running gear assemblies is tracked

^ 0 otherwise

CPFCFG(j) = maximum contact pressure factor of all running gear assemblies of the type specified by NVEHC for fine grained soil, lb/in2, at pressure specified for j = 1 fine grained, = 2 coarse grained, = 3 highway.

CPFCCG(j) = maximum contacc pressure factor of all running gear assemblies of the type specified by NVEHC for coarse grained soil, lb/in2, at pressure specified for j = 1 fine grained, = 2 coarse grained, s 3 highway.

NFL = 0 if track is rigid

= 1 otherwise

liCWP = gross combined weight on all powered running gear assemblies, lb,


VGV(NG,MN) = minimum speed in gear NG, in/sec.

VGV(NG,MD) = mid-range speed in gear NG, in/sec.

VGV(NG,MX) u maximum speed in gear NG, in/sec.

TRACTF(NG,MN) - tractive force available from drive train at minimum speed in gear NG, lb.

iV-5.2

JMüttlMmMi -YiiiliiWtilr'iimiiii-iirffiMiil '■''■^ "-"iiTn tirt'rta- MMMiM^MMbMl

^^^MmpiPWWipM ■ r-wM»iyr.v.iiji>Wff.WWW|,T,ffT,^ly1p?,„ T WTT^nrr T"rir.-ii

I

-■i ■■ ÂJiW ' ' ..■,-™„,....-,■.;■..,■,, , „,..,.,.

xr

Terrain:

Derived:

TRACTF(NG,MD) = tractive force available from drive train at mid- range speed in gear NG, lb.

TRACTF(NG,MX) » tractive force available from drive train at maximum speed in gear NG, lb.

ATF(NG) = constant of quadratic fitted to vehicle tractive effort curve in gear NG, lb.

BTF(NG) = coefficient of linear term of quadratic fitted to vehicle tractive effort curve in gear NG, lb/(in/sec).

CTF(NG) = coefficient of quadratic term of quadratic fitted to vehicle tractive effort curve in gear NG, lb/(in/sec)2

CÜ = water drag coefficient.

LOCDIF =1 if all powered running gear assemblies have locking differentials.

= 0 otherwise

GRADE = grade, percent

1ST = soil type

ECF = elevation correction factor for tractive effort

RTOWP = combination resistance coefficient of powered running gear assemblies.

Ü0WP s combination puli coefficient cf powered running gear assemblies.

I FLOAT = 0 if no water drag

= 1 if vehicle fording

DAREA = frontal area under water, in2

IV-5.3

-- -- - ■ - -■- r\imu HMMMM

WRATIO = proportloR of rombinatlon weight supported by ground

Subroutines used: TFORCF, SLIP

Scenario: NTRAV = 1 for traverse only; = 3 for average up, level and down travel.

NOPP = operating tire pressure Indicator:

= 0 tire pressure soil dependent,

= 1 if always use fine grained soil dependent tire pressure.

- 2 if always use coarse grained soil dependent tire pressure.

= 3 if always use highway dependent tire pressure.

Outputs VG(NG,MN) = minimum speed in gear NG modified by slip, in/sec.

V6(NG,MD) = mid-range speed in gear NG modified by slip. In/sec.

VG(NG,MX) = maximum speed in gear NG modified by slip. In/sec.

STRACT(N6,L,K) = slip modified tractive effort in gear NG at speed index L = MN, MD or MX and slope K = up, level and down, lb.

FA(NG,K) = constant term of quadratic fitted to tractive effort versus speed curve for gear NG and slope K, lb.

FB(NG,K) = linear term coefficient of quadratic fitted to tractive effort versus speed curve for gear NG and slope K, lb/(in/sec).

FC(NG,K) = quadratic term coefficient of quadratic fitted to tractive effort versus speed curve for gear NG and slope K, lb/(in/sec)

IV-5.4

■ ,-'■■■-'■ ■■-■■-■ ■■

,.*. ^,^-JP.^.v i I i |||(aaiMiMMiMMMi

PI ■ »II »■li.iWMiimjli,lHlWtl!ni!iil>i,Wp).,.|.i i,i.|i,i„ii^.,~,.T.^T^Ti-r„,,.,.,„l.,,,„.^1r^.^.T^.^..

''"^ftrTV**;^, n*^WltMW«W»*.^.-«.-«.

v; FORMX(K) = maximum tractive effort available In soil for slope K, lb.

VFMAX(K) ■ speed at which maximum tractive effort on slope K = up, level and down, 1n/:ec

Al gorithm

a. If MOPP « 0.

then if 1ST = 1. 3 or 1

then j = 1

else j = 2

el.e j = NOPP

if 1ST = 2

then CPFC = CPFCCG{j)

else CPFC = CPFCFG(j)

0, = I* (GRADE/100.) 4

02 = 0.

ü3 = -Öl

if IST / 4 (not snow)

CALL TFORCF(TFOR,CF,GCWP,NVEHC,CPFC,NFL,1ST,DOWP.RTOWP.WRATIO)

else continue

do for K = 1 to NTRAV

if 1ST = 4 (snow)

then TFOR = (00WP+RT0WP)*GCWP*WRATI0*cos(9K)

else continue

al. do for NG = 1 to NGR

IV-5.5

1 : l-|l'.lIJi.H|,l.limiflllH»IIU"»'"IPIi|i'»'iJ"

b. top speed in gear

UX = VGV{NG,MX)

TX = TRACTF(NG.MX)*ECF

if 1ST = 4 (snow) then YX = TX/TFOR

else YX = min{TFORJX}/[GCWP*WRATIO*cos(eK)]-CF

CALL SLIP (SLIPX.YX.NVEHC.CPFCIST.NFL.LOCDIF)

if SLIPX = 1 then VG(NG,MX) = VG(NG.MD) = VG{NG,MN) = 0.

FA(NG,K) = TFOR

FB{NG,K) = FC(N6,K) = 0

STRACT(NG,MX,K) = STRACT(NG,MD,K) = STRACT(NG.MN.K) = TFOR

next gear NG

else $LIPX t 1)

VG(NG,MX) = VGV(NG,MX)*[1.-SLIPX]

WDRAG = 0.5*.M111*CD*DAREA*VG(NG,MX)2

STRACT(NG,MX,K) = m1n{TFOR.TX}*cos(GK)-IFLOAT*WDRAG

c. mid-range speed in gear

UD = VGV(NG,M0)

TD = TRACTF(NG,MD)*ECF

cl. if 1ST = 4 (snow) then YD = TD/TFOR

else YD = min{TKOR,TD}/[GCWP*WRATIO*cos(0K)]-CF

CALL SLIP (SLIPD,YD,NVEHC,CPFC,IST,NFL,COCDIF)

IV-5.6

**,*.*.>*.,*:*^.**mlunlttîrU ,,,.,■.- -■'■■HIM | '—-MMHH —-■■ ■ i numskm^^timut „ J

,.t*J -■.-,-- ..rr^-.-V- ■( jratMit ■■ MMNHMMIMMMftiMl! «w i-Ä'-'W-t-i*«-!. *»•! -..

if SLIPD = 1 then UN = UO

UD = (UN+UX)*.5

TD = [CTF(NG)*UD+BTF(NG)]*UD+ATF(NG)

repeat cl.

else (SLIPD f\) I

VG(NG,MD) = VGV(NG,MD)*[1.-SLIPD]

»WDRAG = 0.5*.«W111*CD*DAREA*VG(N6,MO)2

I STRACT(NG,MD,K) = min{TFOR,TD}*cos(eK)-iFLOAT*WDRAG

\ d. low speed in gear

I UN * VGV(NG.MN)

TN = TRACTF(NG,MN)*ECF

if 1ST = 4 (snow) then YN = TN/TFOR

else YN = min{TFOR,TN}/[GCWP*WRATIO*cos(eK)]-CF

CALL SLIPCSUM.YN.NVEHCCPFCIST.NFL.LOCDIF)

if SLIPN f 1

then VG(NG,MN) = VGV(NG,MN)*[1.-SLIPN]

WDRAG = .5*.00111*CD*DAREA*VG(NG,MN)2

STRACT(NG,MN,K) = min{TFOR,TN}*cos(eK)-IFLOAT*WDRAG

do f.

else (SLIPN ^ 1) do e.

IV-5.7

*****;*i^-;-1 -■...-J^^M.^—^..■.,....—.-+-^.-^. ._|,^MIM^MI J

interpolate to find lowest speed in gear

UH « UD

SLIPH = SLIPO

do for j = 1 to 4

UM = (UN+UH)*.5

TM = ([CTF(NG)*UM +BTF(NG)]*UM +ATF(NG))*ECF

if 1ST = 4 (snow) then YM = TM/TFOR

else YM = min{TFOR,TM}/[GCWP*WRATIO*cos(eK)]-CF

CALL SLIP (SLIPM.YM.NVEHC.CPFC.IST.NFL.LOCDIF)

if SLIPM " 1 then UN = UM

next j

else (SLIPM M) UH = UM

SLIPH = SLIPM

next j

after all j

UN = UH

TN = ([CTF(NG)*UN+BTF(NG)]*UN+ATF(N6))*ECF

VG(NG,MN) = UN*[1.-SLIPH]

WDRAG = 0.5*.00in*CD*DAREA*VG(NG.MN)2

STRACT(NG,MN,K) = min{TFOR,TN}*cos(eK)-IFLOAT*WDRAG

IV-5.8

hmiMi v'**^*»»***********'"**-**-'*^ ^-^^^1Mri|fc<^|^ | 1 ■

'''W^^SIWI^'W-MÄVÄîWWiv»-»».»...™.,.

u fit quadratic to new values of slip modified speed versus slope modified tractive effort

CALL QUAD(FC(NG,K).FB(NG.K).FAjNG.K),

VG(NG.MN),STRACT{NG,MN,K), i

VG(NG,MD).STRACT(NG,MD,K),

I VG(NG,MX),STRACT(NG,MX,K))

next NG at statcnent al.

I After all gears do g. I

g. FORMX(K) = max {STRACT(N6,L,K)) I

VFMAX(K) = VG(NG,L) at above max i

next K

exit

IV-5.9

—•^-~~—^ .... . ^

;

^ So'i Limited Tractive r.ffort Subroutine t I

Description This subroutine, TFOKCl, is used in the submodel called "slip modified tractive effort". The drawbar pull and resistance coefficients calculated in submodels 3 and 4 are based on 2(3:. wheel or track slip in the soil. Subroutine TFORCF calculates correction factors for the entire slip range up to 100?' slip.

Subroutine TFORCF first calculates correction . factor CF and then establishes the maximum soil limited tractive effort which occurs at 1| slip (TFOR).

IV-TF0RCF.1

■ ■ ■ ■

Subroutine

Inputs

Outputs

TFORCF(TF0R. CF, GCWP, NVEHC, CPFC. NFL. IST, DOWP, RTOWP, WRATIO)

Vehicle: GCWP = gross combined weight on all powered running gear assemblies, lb.

NVEHC = »J i f one or more of the powered running gear iisscmblies is tracked

/ 0 otherwise

CPFC I maximum contact pressure factor of all running êar assemblies of type specified by NVEHC, lb/in2

NFL * 0 if track is rigid

3 1 otherwise

WRATIO = proportion of combination weight supported by ground to combination weight

Terrain: 1ST = soil type

Derived: DOWP : combination pull coefficient of powered running gear assemblies due to soil

RTOWP ^ combinatioi! resistance coefficient of powered running gear assemblies öJO to soil

TFOR = soil limitoo mÄximuT tractive effort. ID.

CF = net force/weiin. correction 'actor

iv-i; ■■*.„>

MSmäWJ!mw«l««*»n™-«„,„ __.. ,,..„—»..».„ ^^nm^mmrmmsn ^

i

^ Algorithm

If 1ST « 1 or 6 (fine grain soil)

then if NVEHC « 0 (tracked)

then if CPFC < 4.

then CF « (.758-D0WP)-RT0WP

TFOR » (.82-CF)*6CWP*WRATI0

exit

else CF » (.671-DOWP)-RTOWP

TFOR - (.71-CF)*GCWP*HRATI0

exit

else (NVEHC t 0 wheeled)

then if CPFC < 4.

then CF » (.674-D0WP)-RT0WP

TFOR = (.76-CF)*GCWP*WRATI0

exit

else CF = (.585-D0WP)-RT0WP

TFOR - (.655-CF)*GCWP*WRATI0

exit

IV-TF0RCF.3

■MM————m iniiii—i——MMmwi—inn i i [MrTwawüiii ....:■.■.■. ■■ ,a..-..-. .... ■■■

K—~~^^~"^'^'"-71'"'"■''''"'""■-" ■' "'^ -.-».■M™J|.W,*W,'"1''«IJWHI™""M- --iTipm.-ii..,, .fV,s«!l...M»*'.Llu«IMV.|imi!!ln«I.™il-v>'P, iIwiv™!p»>™TOW..«.,«f...^p»"»»w!jv

If 1ST « 2 (coarse grain soil)

if NVEHC = 0 (tracked)

then if NFL « 0 (rigid track)

then CF = .074

TFOR = {CF+.568)*GCWP*WRATI0

exit

else (flexible track)

CF = .1

TFOR •= (CF+.695)*GCWP*WRATI0

exit

else (wheeled)

CF ' RT0WP+D0WP-.56

TFOR = (CF+.575)*GCWP*WRATI0

exit

if 1ST » 3 (muskeg)

then if NVEHC * 0 and CPFC < 4.

then CF = RTOWP+DOWP-.88

TFOR = (CF+.91)*GCWP*WP',JI0

exit,

else CF = PJ0WP+D0WP-.68

TFOR = (Cr+.745)*GCWP*WRATI0

exit

IV-TFORCF 4

....,.^^^^^^,^.^^^^..^ ......„^â^âua^.^.^ HMigUittMattftakäaaiiai^£BaA^«i£w«ui ...-*:*. -■„. ■ .

r i

SIip Subroutine

Description Subroutine SLIP calculates the actual slip the vehicle would experience at the minimum, mid-point and maximum velocities In each gear that are used to obtain the quadratic fit coefficients of the tractive effort versus speed curve. The latter is the theoretical tractive effort versus speed curve derived in the vehicle preprocessor.

IV-SLIP.l

-lllHi—Ij—Mll I ^■ü«^ :.::»■-...:.^-^.,:/. ■_.

m^^™** ' ' ' l." ■'I'll - .1.1 . m mwm\Wi-l >. »mm* ".UJIH . I.JIMJII.I | |l,lipi,iJ,,ll|ii«» Ui\ n iiin,-»ii -- —:v.. ..i /.u..iHi.^.Lit.ipi»WUlfl.^|!îfilv II^ >i!.i|l i IW.IIM.'I^.'I.IIÎ-I.IIJ'W-UI. »w»^^*''!...^^-^^ ■■iwiMiw)T"l.Vl,m." >■'- !■ -'»na

-•■A.'*'-11 ' '"

Subroutine

Input

Output

5LIP(SLIP, Y, NVEHC. CPFC. 1ST, NFL, LOCDIF)

Vehicle: NVEHC = 0 if one or more of the powered running gear assemblies is tracked

/ 0 otherwise

CPFC = maximum contact pressure factor of all running gear assemblies of type specified by NVEHC, lb/in2

NFL = 0 if track is rigid

t 0 otherwise

LOCDIF = 1 if all powered running gear assemblies have locking differentials

= 0 otherwise

Terrain; 1ST = soil type

Dummy: Y = net force/weight ratio

SLIP = slip at net force/weight ratio

%ß

Algorithm

if 1ST = 1 or fi (fine grain soil)

then if NVEHC = 0 (tracked)

then if CPFC < 4.

then SLIP = .0257*Y-.0161+.01519/(.8353-Y)

exit

else (CPFC > 4.)

SLIP - .0733*Y-.0063+.00734/(.7177-Y)

exit

IV-SLIP.2

^wm ■ wmmm ."...-J.-.i------"■■'..:-■;..- •'■'■' ■ ' ■ ■ ..-(■iv,je.-_^-.",!

rmm mm mppflnw*1'' l"'"1' i:"'!1 i"|iKH|nH",vn<-i ■n^wg^"»1 iiiii'».w»îppiiWII)WWP'llUIU,% '-nwim .un ix-ii'

TWT'VÄfe'arWBII^cst -^m-^HVKtaiK-mti,^,-^^: '"IWlTf J. r^.,.

^^ else (NVEHC f 0. wheeled)

if CPfC < 4.

then SLIP = .0621*Y-.02U.0l88O/{.7794-Y)

if LOCUIF = 1

SLIP = SLIP/1.1

exit

else exit

elso (CPFC > 4.)

SLIP = .O84*Y-.016+.01414/(.6697-Y)

if L0CÜIF = 1

SLIP = SLIP/1.1

exit

else exit

if 1ST = 2 (coarse grained soil)

then if NVEHC = 0 (tracked)

then if NFL = 0 (rigid track)

then SLIP = -.0083+.005312/(.573-Y)

exit

else (NFL / 0, flexible track)

YY = 1.074*Y-.72

SLIP = YY+[YY2+.09*Y+.009]1/2

exit

IV-SLIP.3

MMkMM '^•^■^—^j-^^-—-" i - ■ ■ ■ —■ i

■pm l.ill.lii I IJIJ J,i|l|aiîp,TaîyMBiJlllinAI'.Bii»~»liwaWg»^^^^lH'«lJ»lB!ir<''»"t>»aVl.-"?WKH>1 '

else (wheeled)

SLIP = .0074*Y-.ia061 + .^374/(.rJ785-Y)

if LOCDIF = 1

SLIP = SLIP/1.1

exit

else exit

if 1ST = 3 (muskeg)

then if NVEHC = 0 and CPFC < 4. (traced)

then SLIP = .05B5*Y-.0106+.0l336/(.964-Y)

exit

else (wheeled or tracked with CPF ^4.)

SLIP - .1024*Y-.00864+.0106?/(.7564-Y)

if NVEHC t 0 and LOCDIF = 1

SLIP = SLIP/1.1

exit

else exit

else 1ST = 4 (shallow snow)

if Y > 1. then SLIP = 1.

exit

else Y = .3*[1.-(1.-Y)V2]

exit

IV-SLIP.4

.».I..i f. .n mtmm ih., 'iiüiiu ftil i.iihulV.rj'h' 1)^!, liHiwifci»i*ttfjifc.-a.

jfpi miW ,-1"*" T"™^',l■î,!,,"' "l'^-"'w»'Wi '■** .|.l• "■ '■ i'?".!ll"W'i''-iww »'■ mww'rymf'W**'1 ,u»»^.^»!S^7'J■w■™w■"v":■'" '-^1' ■--'■ ^jw .'HH'iiiiffi. ■wiw^wif'.'-" v y.y JB Jii>twnTiw..'iji!;.w<.i lll;^^.^-^^.^.IW.T■^T^^■^.^^^nTff^y^lTl■''■?'w■•,

Î'd'v'-.H-î-vjiirwirtftiBiffniB»«^.!-,

(juadratic Fit Through Three Points Subroutine

Description This subroutine provides coefficients for a quadratic curve fitted exactly to 3 points. The subroutine is used to obtain new coefficients for tractive effort versus speed curve modified for soil slip. Dummy variables X and Y represent VG and STRACT defined in Submodel 5.

IV-QUAD.l

Amämmmmmmmmmmmmmmmmt^mm^MMm^^M^^

WIBP»W!IWf1WmWWW»IW«™wi«»WI»lfpi!W»BI!l^pil^^

Subroutine QUAD{C,B,A,X1,Y1 ,X2,Y2,X3,Y3)

? 2 quadratic fitted is Z1 = Cx + 3x + A

Inputs (XI,Yl), (X2,Y2), (X3,Y3) = points to be filled

Outputs A = constant term

B = coefficient of linear term

C = coefficient of quadratic tenn

Algorithm

AA = (Y2-Y1)/(X2-X1)

ßß = (Y3-Y1)/(X3-X1)

CC = (BR-AA)/(X3-X2)

A = Y1-AA*X1+CC*X12

B = A-(X1+X2)*CC

C = CC

IV-QUAD.2

■MM ■MMMM^MMMMiMH

pnpnppmiiiK wmmmummmfiî1 "w"1 ii'ii ii>»'t^^»p«wwiii»fiw^»q|ip»ffwpMnwwi'iwi^»»»imnm'm,'nm^W'""^ i|i"J|','"r'

'•TW**'*M*,*^'ja-*inM»i i^-^» .

6. Vegetation Resistance

Description This routine calculates the forces necessary to override veqetation usinq the vegetation density calculations performed in routine 1. It is identical to subroutine VEGF in the AMC '71 Mobility Model. The equations for determinii.q the output forces are explained in Reference 6.

IV-6.1

■s^MMMMH ^-..^.^.■L-^M^. ^ ..■,■.■■. ...„L- L. ■.

wwi^WÎWIpiPMMWippwiipp,'wiiii.i'iii »WM î i Mil iiiuimi ii.n mmmm iimiiii.iniinm m. ■im ji i jimp.^r- mmmmmmm

Inputs Vehicle: WÜTM - maximum combination width, in.

PBHT = first unit pushbar height, in.

Terrain: SD(i) = mean stem diameter of vegetation in stem diameter class i, in.

SDL(i) = max stem diameter of vegetation in stem diameter class i, in.

NI = number of stem diameter classes

Derived: TDEN(i) = density of vegetation in stem diameter class i, stems/in.'?

Outputs FATl(i) = force required to override a single tree of stem diaiaeter class i-1 during entire override, lb.

FMT(i) = max force at pushbar impact resulting from attempt to override a single tree of stem diameter class i-1, lb.

FAT(i) = average force to override trees of stem diameter class i-1 and smaller, lb.

Algorithm

FAT(l) = FATl(l) = FMT(l) = 0.

for each i = 2 to NI + 1

if TüEN(i) / 0 then FATl(i) = (%/5.8)*SDL(i-l )3

FMT{i) = (40-PBHT/?)*Sl)L(i-l)3

TFAT(i) - I TL)EN(K)*100.*SD(K)-;i

K=l

FAT(i) = 12.*TFAT{i)*WüTH

next i

exit

IV-6.2

•"---"——^-^—— a anai,

ii miui .,. n- ,...,.,,., „i ,..,, ..,.r ,..,.-.. i . i.,., . ...r ,...., .™ i ,i .Wmw' ■■■■T»".--^> ..i , i, wii ■.■>.■, .™;.i*iii-n.".i|~. ■«.-.^•r -»r"-,-. ■^.•,.. .. -inuillljii ..i.u V

else FATl(i) = 0.

FMT(i) = 0.

FAT(i) = FAT(i-l)

next i

exit

IV-6.3

"—■-■ i "-—•

t- ■ i "»'■ji.imumii ij'niym1 '-"■" ■■-"-j''i|tJ.wi.i.Mnnnii.;nm.,iw i^t;n)|.jn)jiiM|!!W"»>ww1'1 n'^'^raiT^,i)>uwi^,wii,»itwijpiiiiiiif^BiiiMMi»^'TTar»i^«ii-|wi''»T''^.'w^Ti»|ww'if.j».^'i.^

WWygMMW 'W^JmimmmrMmmmmm*- ■Mp»'«^3fj^,.iK*.;'i»".-,-,f^v r-

:

7. Ürlver/Vehicle Vegetation Override Check

Description This routine uses the driver determined dynamic impact limit (HORZGL) and the maxinum force the vehicle's pushbar can tolerate (PBF) to determine the maximum tree stem diameter which can be overridden. The diagnostic indicator VEGSIG is a new feature. It specifies the limiting factor in the event of a NO-GO.

IV-7.1

- - -—-- ■.„^ .^.>.^. .......i... J. ■aoiMaiillMiiMiM

■*■"■" ^mwmiß.'imtmimuM limig^l^ttW^VWLV i''"W-rrwri'.manîwu.^ -

Inpul: Vehicle: GCW = gross combination weight, lb,

PBF = max force vehicle pushbar can tolerate, lb.

Derived: FMT(i) = max force at pushbar impact resulting from attempting to override a single tree of stem diameter class i-1, lb.


Scenario: HORZGL = max horizontal acceleration driver will tolerate when impacting a tree, g's

Outputs VEGSI6(i) = 0 if pushbar and driver can withstand impact to override a tree of stem diameter class i-1

= 1 if pushbar cannot withstand impact to override a tree of stem diameter class i-1

= 2 if driver cannot withstand impact to override a tree of stem diameter class i-1

= 3 if both driver and pushbar cannot withstand impact to override a tree of stem diameter class t-1

MAXI - one greater than the index of the maximum stem diameter class that can be overridden.

Algorithm

do for i = 1 to NI+1

VEGSIG(i) = 0.

if FMT(i) > PBF then VEGSIG(i) = 1.

if FMT(i)/GCW > HORZGL

then VEGSIG(i) = VEGSIG(i) +2.

next i

MAXI - maximum i such that VEGSIG(i) = 0.

exit IV-7.2

rtiiMiaaahaaMii^tow.L^^_.t.--.—...,,.■. -..■ ^.-^^^

fM^PffmrniMIIBIMtl wnia ........ ui, ,,,,.„,.,,.,»..—.....,. .. ,...,

* IV^Sff IWBWIIIIIIIIIIIWIMH II MIWIllll^liaMUWlllWWWMIM MwmeMHnMt-H

8. Total Resistance Between Obstacles

Description This routine sums the soil, slope and vegetation resistance. In AMC '71 the average resistance to override obstacles was included, which is not done in this routine. Obstacle override is kept discrete from other operations in the patch to improve precision and clarity.

IV-8.1

L. adafllMttMBItlUte

^npippRu iiii.ûiinnîpipipipinmn«

Inputs Vehicle: GCW = gross combination weight, lb.

GCWP = gross combined weight on all powered running gear assemblies, lb.

GCWNP = gross combined weight on non- powered running gear assemblies, lb.

Terrain: GRADE = grade, percent

Derived: RTOWP = combination resistance coefficient of powered, running gear assemblies due to soil

RTOWNP = combination resistance coefficient on non-powered running gear assemblies due to soil

FATl(i) = force required to override a single tree of stem diameter class i-1 during entire override, lb.

FAT(i) = average force to override trees of stem diameter class i-1 and smaller, lb.

MAXI = one greater than the index of the maximum stem diameter class which can be overridden

WRATIO = proportion of combination weight on ground

Scenario: NTRAV = 1 for traverse

= 3 for average up, level and down travel

Outputs TR(K,i) = total soil, slope and vegetation resistance between obstacles while overriding vegetation in stem diameter class i-1 and smaller, lb.

STR(K,i) = total resistance due to soil, slope and overriding a single tree in stem diameter class i-1, lb.

IV-8.2

bi*^. n.M-.^,^*^^^ , ,.M^^^^^..^.|jM

maaBW*pwaw*vi mum H.^W^BW^ ,11 Jllii i-l I ■mil I wrrm i wr • immiwu. Vimnm.,.miv i ,,,.,,,„,,,„. i, .

.•'■^f.v-,' ■

Aß Algorithm

61 = "- *(GRADE/100) 4

i

83 = -9!


for i = 1 to MAXI

TR(K,i) = [6CW*sinel,+(RT0WP*GCWP+RT0WNP*GCWNP)*cos9K]* K WRATIO+FAT(i)

STR{K,i) = [3CW*sin9.+ (RT0WP*GCWP+RT0WNP*GCWNP)*cose|(]* h WRATIO+FATl(i)

next i

next K

exit

IV-8.3

I Ml *to",*^fc-*,°"""j—■■• ...■.-^.., .-.-,.., ...... .

Wf^W»PWW^^^^ff«'W'!W*UWjl!IIJliM*!Ji^

'^^W^mr9mmmimîii>^m.'mV^m;»t, lUa9tseßm<»mMow*. -»«N«««*««*- -.-

9. Speed Limited by Resistance Between Obstacles (No reduction for avoidance.)

Description The routine determines the speed on up, level and down slope while overcoming soil, slope and vegetation resistances (VSOIL). (The soil resistance is already included in the modified tractive effort versus slip curve. See Submodel 5.) This routine computes the velocity for each stem diameter class that can be overridden on the three slopes. Additionally, the velocity VSOIL will be set equal to zero for larger stem diameters that cannot be overridden. This routine also accounts for a traverse (NTRAV) having only one slope value.

IV-9.1

L ■ - - ' ^ nlHiriiiMrtn ■'--■'- J-—--^rtMMiihttiiutf-iiiiii i muakmauu

i •iimnawmiM mn «WWPWWWIWHIJ LI! ■.:- ilW.W"l!,"'-P.wriw

Inputs Vehicle: NGR = number of gears

Terrain: NI = number of stem üia.neter classes

Derived: FA(NG,K),FU(N(i,K),FC(NG,K) - coefficients of the quadratic fit of slip modified tractive-effort versus speed curve for gear NG and slope K = up, level and down; lb, lb/(in/sec), lb/(in/sec)2

VG(iNG,MN) = minimum speed in gear NG modified by slip, in/sec

VG(rj6,MX) = maximum speed in gear NG modified by slip, in/sec

TR(u,i) - total soil, slope and vegetation resistance between obstacles while overriding vegetation in stem diameter class i-1 and smaller, lb.

MAXI = one greater than the index of the maximum stem diameter class which can be overridden

FORMX(K) = inaximum tractive effort available in soil on slope K - up, level and down; lb.

yFMAX(K) = speed at which maximum tractive effort on slope K = up, level and down is available, in/sec



Subroutines used: VELFOR

Outputs VSOIL(u,i),VSOlL(Ä,i),VS0IL(d,i) = maximum velocity while overcoming soil, slope and vegetation resistance woile overriding vegetation in stem diameter classes i-1 and smaller between obstacles without reduction for avoidance, in/sec

IV-9.2

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wmmmmmmimmmnmmim* W> • ■■ .«^KpiRWPiPIHtlWIII^^WWIMII.iJ««.1 W«'l.MWW,l'"(i».PV".',, I I '■ TIWB ""-v

WW—Mtlil wtn^«,^-«.^^«^.

Algorithm

a. NMAXI - MAXI

do for 1 » 1 to NMAXI

CALL VELF0R(TR(u,1).VSOILdi.D.u.NGRÂ.FB.FC.VG)

. if VSOIL(u.i) » 0.

then MAXI = 1

If NTRAV = 1

do b.

else CALL VELF0R(TR(Ä.i).VMIL(xvL^,NGR,rA,Fü,FC,V6)

CALL VtLFOR(TR(d,i),VSOIL(dJ).d,NGR,FA,FB,FC,V&)

do b.

else if NTRAV = 1

next i

else CALL VELF0R(TR()t.i)tVS0IL(jl>i)>8..NGR,FAtFBtFCtVG)

CALL VELFQR(TR(d.i)>VS0IL(dt1)>dtNGR>FA>FB.FC.VG)

next i

b. do for i = MAXI + 1 to NI = 1

VS0IL(u,i) = 0.

if NTRAV = 1

then next i

exit

else VSOIL(iui) = VS0IL(d,i) = 0.

next i

exit

IV-9.3

■■ i -■■■ i -■-.-. ■■ - - - -- ■ ■ -

■■■ fumßtgi (pUpw-T^^vr^sr mmmtp^l ''"" 'i iipmm^^vnmi&mQ r*» wr1.'"^^-:*

IWBBffirililllllflMIMIilHiii Iiwiiii J iwwiiiniiwmjwwwuw i

o Maximjm Velocity Overcoming a Given Resistance Subroutine

Description This subroutine is used in submodel 9. Subroutine VELFOK examines tKe tractive effort versus speed curve segments for each gear (which are represented by quadratic equations of the form y^FCx^+FBx+FA (where y is traction, x is vehicle velocity) and establishes the intersection with the y - constant line representing the sum of the resistance due to grade and vegetation (TR), The abcissa of the intersection point is the maximum velocity that can be achieved while overcoming resistance TR. Several possibilities arc investigated including parabolic segments with either positive or negative curvature (concave up and concave down respectively) and straight lines (FC = 0).

IV-VELF0R.1

... ,.:..,.... .. x . ^ | .... V^-J-^.^.-,.....

mm ■rmiimr^mmmmmm'mmnf^î''^ WWt.,i.r^---iw)t».i»i,iiliii|lMii"1 . * ■■n

Subroutine

Inputl

Output

VELFOR (FfV£L,K,;jGR.rM,rß,FC,VG,FORMX,VFMAX)

NGR = number of qears

F = resistance to be overcome, lb.

K = u: uphill; = i: level; = d: downhill

KA(NG,K) = constant term of quadratic fitted to tractive effort versus speed curve for gear NG and slope K, lb.

FB(NG,K) = linear term coefficient on quadratic fitted to tractive effort versus speed curve for gear NG and slope K, lb/(in/sec)

FC(NG,K) = quadratic term coefficient of quadratic fitted to tractive (ffort versus speed curve for gear NG and slope K, lb/(in/sec)2

VG(NG,MN) = minimum speed in tjear NG modified for slip, in/sec

VG(NG,MX) = maximum speed in geai NG modified for slip, in/sec

FüRMX(K) = maximum tractive effort available In soil on slope K = up, level and down; lb.

VFMAX(K) = speed at which maximum tractive effort on slope K = up, level and down is available, in/sec

VEL = maximum velocity while overcoming F, in/sec

IV-VELFOR.?

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f^m^^mmi^mnimmmmi'mmwm'^v^^'^î'''^^v"^[>-'',-^m' ^'.'i'^»'M''WW>WI«*"'UU"V*MMMW'' i,niiHii.IIw"w.',i"PJ,™;w..WwF.^. »«^«- ■'™i«l.'.'>.^-.»IM».,Hll.-

WMWMMWWMWiiwwMMiii ■ i i—«.«..»■■.■..^..■l..

^ Algorithm

do for NG = NGR to 1 (from highest gear to lowest)

I3SQ = FB(NG,K)2-4*FC(NG,K)*[FA(NG,K)-F]

if ÜSQ < 0.

then if FC(NG,K) > 0,

then VEL = VG(NG,MX)

exit

else next lower gear NG

else if DSQ = 0.

then if FC(NG,K) < 0.

then next lower gear NG

else if FC(NG,K) = 0.

then if FA(NG,K) > F


exit


else VEL = VG(NG,MX)

exit

else if DSQ > 0.

then if FC(NG,K) = 0.

then R = -[FA(NG,K)-F]/FB(NG,K)

if R < VG(NG,MN)

then if FB(NG,K) < 0.

IV-VELF0R.3

.. HaMaMaaBHMaaaM^^

u.i.i ..■■■inm,. piWipWWtpppWWPHBBWBtWI ■I'WTW "'' -rvrrTi»,::-,,,,,,'-*^ •" pwi.i-iwF-wrw»'.'!""" HKXWfl'W^* '' »»™-^^F™


else VEL = VG(NG,MX)

exit

else if VG(NG,MN) < R < VG(NG,MX)

then if FB(NG,K) < 0.

then VEL = R

exit


else if FB(NG,K) v 0.

then VEL - VG(NG,MX)


else(FC(NG,K) t 0.)

if FB(NG,K) < 0.

then R2=[-Fß(NG,K)+SQRT(DSQ)]/Lr2*FC{NG,K)]

R1=[FA(NG,K)-F]/[R2*FC(NG,K)]

else R1 = [-FB(NG,K)-SQRT(DSQ:.]/[2*FC(NG,K)]

R2 = [FA(NG,K)-F]/[R1*FC(NG,K)]

RL = min{Rl,R2}

RH = max{Rl,R21

if FC(NG,K) > 0.

then if VG(NG,MN) < RL

then if VG(NG,MX)< RL


exit

IV-VELF0R.4

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, i else VEL = RL

exit

else if RL < VG(NG,MN) < RH


else VEL = VG(NG.MX)

exit

else(FC(N6,K) < 0)

if V6{N6,MN) < RL


else if RL < VG(NG,MN) < Rll

then if VG(NG,MX) < RH


exit

else VEL = RH

exit


after all gears if F0RMX{K) > F

then VEL = VFMAX(K)

exit

else VEL = 0.

exit

IV-VELF0R.5

^^^^^^^^^ i im.m m !! mnmmmm^mm

. ., . pKpm'it&evp

iß 10. Speed Limited by Surface Roughness

Description This routine determines the vehicle speed limited by the driver's tolerance to traveling over rough terrain. A table of vehicle speed versus surface roughness values obtained from either measured field data or the Ride Dynamics Module (VII) is interpolated for the actual terrain roughness (ACTRMS) of the particular patch. (This was not necessary in AMC '71 because AMC '71 could not accept actual terrain RMS values. It only oper- ated with fixed classes of RMS.)

To allow latitude of having more than one roughness tolerance level, different tables may be used for different motivational levels of the driver. Field experience shows that the 6 watts tolerance level is often exceeded in an emergency situation.

IV-10.1

l^^î

iiiiji.ii,,.iii»,npm,njijii,w.ijmin in ii ii_jiIWpjtjiWi|!^|>M,i'i»w Tim.»»».' l.l:IJiilU,P»W>ill!Uî.ii,l».Wi''W^»^ll^^^ ^^

»•i-ii&W&Ck* - " ■'■<••'*• 4)ft"'

Inputs Vehicle: MAXL = number of roughness tolerance levels specified

MAXIPR = number of surface roughness values per tolerance level

RMS(NR) a NRt" surface roughness value, in,

VRIDE(NR,L) = maximum speed over ground for surface roughness class NR at roughness tolerance level L, in/sec

Terrain: ACTRMS = surface roughness, in.

Scenario: LAC = surface- roughness tolerance level value

Outputs VRID = speed between obstacles limited by surface roughness, in/sec

>

Algorithm

do for NR = 2 to MAXIHK

if ACTRMS < RMS(NR)

then VRID = VRIUE(NR-1,LAC)+

ACTRMS RMS

RMS-kMS^'R-l) *rwDTnc/KiD .AM TNR)--TMt(FR--iT^VRIÜ ^51; VRIDE(NR-1,LAC)]

exit

else next NR

after all NR's VRID = VRIDE(MAXIPR,LAC)

exit

17-10.?

0*^ liri.iiii ii ■ r, M*m

- "iri'"ttl*iMa'"»Mlfc *'""""1'f*"'Mll""''|ir"1' ' irif.-itmr i.MM'linMJMMiH ■ MBttMü

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^^■*f^.r- mwm^ Pi --VK-■WNJ^W^^'i'TIWiPTfSB-**1«-*-'' 'C'-.Vi- lü'-«''.*.«*«'^■«': ■■,-

^ 11. Total Braking Force

Description Thio routine assigns the maximum available braking force by examining the braking forces which can be generated by the soil and grade and compares tMs braking force with the maximum braking force which can be developed by the vehicle's braking system (XBR). One of the possible outputs is a NO-GO indicating inadequate braking of the vehicle on a down slope (BFGONO s 1)

IV-11.1

-■- " ■ I ä^mmmgjf^ M^MMk^MM J

mmm wm* .IÎJU.., IIIMIÎUMHII.««IWIP>gf IP „(■»»JUPSJPIIJII1*!!. f^l


GCWB ■ gross combined weight on all braked running gear assemblies, lb.

6CWNB ■ gross combined weight on all non- braked running gear assemblies, lb.

XBR = maximum braking effort vehicle can develop, lb.

Terrain: GRADE = grade, percent

Derived: RTOWB - combination resistance coefficient of braked running gear assemblies due to soil

DOWB = combination pull coefficient of braked running gear assemblies due to soil

RTOWNB = combination resistance coefficients of non-braked running gear assemblies due to soil

WRATIO = proportion of combination weight supported by ground



Outputs TBF(u),TBF{0,TBF(d) = total soil/slope/vehicle derived braking force, up, level, down slope, lb.

BFGONO » 1 if vehicle braking is inadequate for downslope operation

= 0 otherwise

IV-11.2

|•^^*^l"1^""" " ' ' .....,-...— ^MMMMIiHIMkMM^Hk«. " -^ :'-'" ■'.

^pii« wmy-.mjji ,i.ujjii,iiin«iii.ii|iii. I.J 11, miy.ppi„.,.»«ii,Miii.i.L , iiDjjpwiiiîi}]. -v**^^--~^w^ww^-'-'m'**

^*'"j!WiiiW^*gg^>^'t^^--^tf^^ w»

i Algorithm

e1 = J *(GRADE/1M)

e3 = -91

TBF(u) = [GCW*sinö1 + (RTOWB*GCWB+RTOWNB*GCWNB)*cose1]*WRATIO+ m1n{XBR,(D0WB+RT0WB)*GCWB*WRATI0*cose1}

if NTRAV = 1 then if TBF(u) < 0. then BFGONO = 1


else BFGONO = 0.

exit

I else

TBFU) = [RTOWB*GCWB+RTOWNB*GCWNB]*WRATIO + mi n (XBR, (DOWB+RTOWB) *GCWB*WRi\T 10}

TBF(d) » [GCW*sin0.+(RTOWB*GCWB+RTOWNB*GCWNB)*cosO3]*WRATIO + J m1n(XBR,(00WB+RT0WB)*GCWB*VIRATI0*cose3

if TBF(d) < 0. then BFGONO = 1


else BFGONO = 0.

exit

l

IV-11.3

-■—''——' - —- —MM—I—11^ .

H^*^ *■ J■" »'wmiWIÎüP» IMIIIP'HI,■ iwii,■>.■',«w■■ ,'■)■' ■ ■IMUJr,'» HI-JIHW«"IT

" ... "V.^-'i'yiy^^twy-r'«)! ■


Description This is a new routine. It incorporates two driver dependent scenario inputs. The first establishes the maximum deceleration (MXGOCL) the driver is willing to use depending on comfort, cargo or perhaps emergencies. The second factor (SFTYPC) indicates that under certain circumstances the driver will not utilize the total maximum braking force available because, for example, he does not want to skid the vehicle.

IV-12.1

L. -"" """"liliül-ttilii-i fl 1 -"-liii ■•-ir<i • riiürüMiiiii r —■"'- .**,-,..^ ■^■.J..-,....^. -

PSW», TpipiPBirJWifBPWWIPffWHSF''" •r\w rfr'svyivih* wx^^^"" »FTT^^M^' 'i11

Input Vehicle: GCW = gro^s combination weight, lb.

Scenario: MX6DCL = max deceleration (in q's) the driver will actually use

SFTYPC = percent of max deceleration available that the driver will actually use, as compared TBF, percent

NTRAV = 1 for traverse


Derived: TBF(K) total soil/slope/vehicle derived braking force, K = u, I, and d, up, level, down slope, lb.

Outputs MXBF(u), MXBF(ä), MXBF(d) = max braking force, up, level, down slope, lb.

Algorithm

MXBF(u) - miriiMXGDCL*GCW, TBF(u)*SFTYPC/l^}

if NTRAV = 1 then exit

else

MXBF(fc) = min{MXGDCL*GCW, TBF(t)*SFTYPC/100}

MXBF(d) = min{MXGDCL*GCW, TBF(d)*SFTYPC/100}

exit

IV-12.2

. . ■ :..,.. ^LJ .•-..-.■ . .,-..., im ,*ikim*äuk*m -MMtii MUMHyLÜttWift ■—■■—•- --■ mBi ^.M^M^HMMi gUtm^mU

i m. iiwiiiimiBMinn IWLHI'H^W,;' ■ itnmfifwKirwi>'fniri''îm

mmtmmmm» WIHIHKHtmBBmmmmmmmmimmm^

w 13. Speed Limited by Visibility

Description This routine takes the place of VISION of AMC '71. A new feature is the inclusion of the eye height of the driver as an input variable and not a constant. This height influences the recognition distance (RFCD) which in turn, affects the speed limited by visibility (VELV). A new scenario input (VISMNV) is also included which is the minimum speed at which the driver would proceed for zero visibility. This speed (VISMNV) is assumed to be equal to a man's walking speed in most cases.

IV-13.1

■"- - ' ■•-- -rifririi -^ -'-

■ i.i^wijjiiiiuiii.i jiL;., ,, | ii.ii j.ijwwii.ii.i.mj. i f^^'.-'-^v-.- *■ i-rors-rwiwviw^Tn-w F.T,.TPif wr^r^^-rr.T'Tww^'wp-' '^'"•^'»■^r''™1-?^ ^

Input Vehicle: GCW = gross combination weight, lb.

EYEHGT = height of driver's eyes above ground, in.

Terrain: RD « recognition distance for braking, in.

Scenario: VISMNV = speed at which vehicle will proceed if visibility is entirely obscured, in/sec

REACT = driver reaction time, sec.

NTRAV = 1 for traverse


Derived: MXBF(K) = max braking force on slope K = up, level and down, lb.

Output VELV{K) = speed limited by visibility on slope K = up, level and down, in/sec

Algorithm

do for K - 1 to NTRAV

RECD = RD*EYEHGT/62.

ACC = MXBF(K)*385.9/GCW

D = (REACT*ACC)2+2*RECD*ACC

C = -ACC*REACT

VELV(K) - -RECD/[C-SQRT(D)]

if VELV(K) < VISMNV

then VELV(K) = VISMNV

next K

else next K

exit

IV-13.2

"■:-- • - ■"-■ 'j-»^--»^^— [ n !■!■■■ Im M — ' ■

i mumm wmmmm um n mm mm. n \ m :-l.J|«l|li„l,Ji))pi!JJl.l.ll.|il!»n

|No al lowance tor nwiieuverlng)

Description This routine selects the minimum of the previously calculated speeds. A new feature for AMC '74 is the inclusion of a speed which depends essentially on tire pressure. This forces low speed limits to guard against structural damage to tires on vehicles which cannot re-inflate their tires after operating with reduced pressures on marginal terrain.

IV-14.1

"- ■j— '—- ---■^■■■-— ' J-M—--.—■■- iiriju'i^---—'-•■"'■' i rn l J

MPIBPHP^PIPSIIIPIIPPPPIP^^ win wwifP« '"VHlier*1^;' rwnw

Inputs Vehicle: VTIRE(j) = max steady state «.peed allowed beyond which structural damage will occur to tires at pressure specified for j=l fine grained, a2 coarse grained, =3 highway, in/sec

Terrain: NI = number of sten diameter classes

1ST = soil type

Derived: VS0IL(u,i), VSOILU.i), VS0IL(d,i) = max speed while overcoming soil, slope and vegetation resistance of stem diameter class i-1 and smaller between obstacles, without reduction for avoidance, in/sec

VRID = speed limited by surface roughness, in/sec

VELV(K) = speed limited by visibility on slope K = up, level and down, in/sec



NOPP = operating tire pressure indicator:





Outputs VTT(u,i),VTT(x.,i),VTT(d,i) = speed between obstacles (without allowance for maneuvering) overriding vegetation in stem diameter class i-1 and smaller, up, level and down slope, in/sec

IV-14.2

Mfc-"-■- - ■ '"l^ltlirtiMiai i 1 iimMMiMr- - I 'am inn ■ ..i+vi^tviiMatMUtMamm*^^-*,™.'*,-^,,.,...*.,. ■.-....-,....,„„■,..,.■„..-■■ Mtaam

1 "i wu mimjm'vmwmmmM'mtummnimmiwmmmvwHm'-.i'^--

'-'■>*' v^txtwmtM»* ■■*— -w,«^^w..

.; Algorithm

if NOPP = 0

then if 1ST = 1, 3 or 4

then j = 1

else j = 2

else j = NOPP

for K = 1 to NTRAV

for i = 1 to NI + 1

VTT(K,i) = min(VTIRE(j).VSOIL(K,i),VRID,VELV(K))

next i

next K

exit

IV-14.3

.. —,—^-^>l „ - ■ t^tgitmaammb J

PilliniPmfîPWIiiPinWPi lAIJ.il .ilUHIJ l!|IWJIIJIlli|l,iil|MlllJl(,i.UII i«l,l —"■ TWWTOfflWWWTOCTWnwr^ -,^r., -..-..

>äi»Wr'i«*äS!8a9»IB»'S'»(*«M.»MMt«^»-^

i it ^ 15. Maximum Speed Between and Around Obstacles

Description In this routine the speeds obtained in submodel 14 are further modified. The speed reduction factors, calculated in submodel 1, are applied to account for maneuvering around trees having stem diameters greater than 1 and obstacles, (SRFO) as well as SRFV which accounts for maneuvering around trees only.

The output velocities VBO are used later to determine vehicle velocity both while crossing obstacles and accelerating and decelerating between them. (Submodels 18 and 19.) The output velocities VAVOID are used in the final selection of the obstacle avoidance/override strategy in submodel 21.

IV-15.1

- 1 1— .i.-- - - amt^îMm^ tmmtmt m Mti rfai^h . J

puPWWWPPWlfBWWIM ■*n*iwirr7 ■ii|]ijiii.iuipîiiiipijiiii,iijg>»ww'»l','g'lwil'T!»»l'i|'»'"lllll!|ll-'ll'll'ii''ii'' i.i win.i.i" f^W

Inputs Üerived: VTT(u,i),VTT(£,i) ,VTT(d,i) = speed between obstacles (without allowance for maneuvering) overriding vegetation in stem diameter class i-1 and smaller, up, level and down slope, in/sec

SRFV{i) = speed reduction factor due to avoiding vegetation in stem diameter class i and greater

SRFO(i) = speed reduction factor due to avoiding obstacles and vegetation in stem diameter class i and greater




Output VB0(u,i), VBOU.i), VB0(d,i) = speed on slope K = up, level and down between obstacles overriding vegetation in stem diameter class i-1 and smaller end avoiding vegetation in stem diameter class i and greater, in/sec

VAV0ID(u,i), VAV0ID(£,i), VAV0ID(d,i) = speed on slope K = up, level and down avoiding obstacles but overriding vegetation in stem diameter class i-1 and smaller, and avoiding vegetation in stem diameter class i and greater, in/sec

Algorithm

for K = 1 to NTRAV

for i = 1 to NI + 1

VB0(K,i) = VTT(K,i)*SRFV(i)

VAV0ID(K,1) = VTT(K,i)*SRFO{i)

next i

next K

exit IV-15.2

■ MM ftt ««-"-'■' '"■"—--'- i iWli'HIIlIf^"-'-• MMMM ■ ■ ■■' ■• i

pi.iiiiiiimij.uiinw "n - m mmmmmmmmmm: T-II .. Hi»..- i»,„i,..,,,. " -> 1.1'!"" ii.i'.F irrvTVwwVM* .'< .',SMff",t;yWT<i?.Tr-

"SPKOPIWWlp« ■<e«Ä»»vw-i(8W.*^»^w.»r-«r^,»^1^ „v .„.,. ., «^., '.

16. Obstacle Interference and Resistance

i if. I i

Description This routine determines whether the vehicle can override the obstacles of the current patch, and if so, determines the average force (FOM) and the maximum force (FOMMAX) to do so. This is done by using subroutine D3LINC to interpolate in tables which give minimum clearance (CLRMIN), average force (FOOând maximum force (FOOMAX) to overcome obstacles for the obstacle height (H0VAL5), approach angle (AVALS), and width (WVALS). These tables are generated by Module VIII., Obstacle Override.

IV-16.1

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Inputs Vehicle: NOHGT = number of obstacle height values for which force to override obstacles is given

HOVALS(NH) = value of NHth height of obstacle, in.

NANG = number of obstacle approach angle values for which force to override obstacles is given

I AVALS(NA) = value of NAth approach angle,

radians

NWTH = number of obstacle widths values for which force to override obstacles is given

WVALS(NW) = value of NWth width, in.

CLEAR(NH.NA.NW) - minimum clearance (negative if interference) during override for obstacle of height HOVALS(NH), approach anole ÄVALS(NA), and width WVALS(NW), in.

F00MAX(NH,NA,NW) = naximum force reguired during obstacle override for obstacle of height HOVALS(NH), approach angle ÄVALS(iNA), and width WVALS(NWK lb.

F00(NH,NA,NlO = average force required to override obstacle of height H0VALS{NH). approach angle AVALS(NA), and width WVALS(NW), lb.

Terrain: OBH = obstacle heioht, in.

OBAA = obstacle approach anole, radians

OBW = obstacle width, in.

IV-16.?

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Subroutine used: D3LINC

Derived: NEVERO = 0 if override/avoidance strategy may choose obstacle override

Outputs FOM

^ 0 otherwise

average force required during obstacle override, lb.

FOMMAX = maximum force required during obstacle override, lb.

NEVERO s 0 if override/avoidance strategy may choose obstacle override

= 1, 2 if input as such

= 3 if detailed obstacle override determined interference

Algorithm

a. if NEVERO t 0 then exit

else

b. find height index

if NOHGT = 1 or OBH < H0VALS{1) then I = 1

II = 1

do c.

else do for NH = 2 to NOHGT

if OBH < HOVALS(NH) then I = NH - 1

II = NH

do c.

else next NH

after all NH: I = NOHGT

II = NOHGT

IV-16.3

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c. find approach angle index

if NANG = 1 or OBAA < AVALS(l) then J = 1

JJ = 1

do d.

else do for NA = 2 to NANG

if OBAA < AVALS(NA) then J = NA - 1

JJ = NA

do d.

else next NA

after all NA: J = NANG

JJ = NANG

d. find width index

If NWTH = 1 or OBW < WVALS{1) then K = 1

KK = 1

do e.

else do for NW = 2 to NWTH

if OBW < WVALS(NW) then K ' NW-1

KK = NW

do e.

else next NW

after all NW: K = NWTH

KK = NWTH

IV-16.4

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CALL Ü3LINCCCLR,CLEAR.I,II,J,JJ.K,KK.ÜBH.ÜUAA, OBW, HOVALS,AVALS,WVALS)

if CLR < 0 then NEVERO = 3

exit

else

CALL D3LINC(F0MMAX,F00MAX,I,II,J,JJ,K.KK,0BH,0BAA,0BW HOVALS, AVALS,WVALS)

CALL DSLIMCCFOMjFOO.MI.J.JJ.K.KK.OBH.OBAA.OBW.HOVALS, AVALS,WVALS)

exit

IV-16.5

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Three-Dimensioanl Linear Interpolation Subroutine Extrapolation at Constant Level Beyond Elenents of Array

Description This subroutine is used in submodel 16 to obtain the minimum clearance (CLR) and the maximum and average forces (FOMMAX and FOM) for the vehicle overriding the specific obstacle in the patch.

It provides interpolation in a three-dimensional array by successive interpolation of one dimension at a time. Extrapolation beyond the boundaries of the data included in the array is made by assuming constant values equal to the first or last element in the array.

'

IV-D3LINC.1

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Subroutine D3LINC (Ü,A,I,II,J,JJ,K,KK,VI,VJ,VK,VALI,VALJ,VALK)

Inputs A{i,j,k) = three dimensional dependent variable array to be interpolated

1,11 = low and high values of index i

J,JJ = low and high values of the index j

K,KK = low and high values of the index k

VI.VJ.VK = actual values of the independent variables at which the value of the dependent variable is to be found

VALI(i),VALJ(j),VALK(k) = arrays of independent variables at which values of the dependent variable are given

Outputs Ü = value of dependent variable at VI,VJ and VK

Algorithm

a. set plane through VI

if I = II then ALL = A(I,J,K)

ALM = A{I,J,KK)

AHL = A(I,JJ,K)

AHH = A(I,JJ,KK)

else ALL - A(I,J,K) + VI-VALI(n * [A(II,J.K)-A(I ,J,K)] VALi(II)-VALI(I)

ALH = A(I,J.KK) + VI-VALI(I) *[A(II.J>KK)-A(I.JtKK)] VALI{II)-VALI(I)

AHL = A(I,JJ,K) + vALl'jllHALldT* [A(II«JJ.K)-A(I .JJ'K)]

AHM - A(1.JJ,KK) + -J|^^j(I-y * [A(Ii.JJ,KK)-A(I.JJ,KK)]

IV-D3LINC.2

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b. set line through VI and VJ

if J = JJ then AL = ALL

AH = ALH

else

AL = ALL + VJ'VALJ^) * [AHL-ALL] VALJ(JJ)-VALJ(J)

AH -. ALH + , VJ-VALJ(J) , [AHH-ALH] VALJ(JJ)-VALJ(J) L

c. set point at VI, VJ and VK

if K = KK then ü = AL

else

D = AL + - VK-VALK(K) * ^.^ VALK(KK)-VALK(K)

exit

IV-03LINC.3

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17. Driver Limited Speed Over ObstacTe'i

Description This routine determines the maximum speed (VOLA) at which the vehicle will impact a single obstacle or a series of spaced obstacles in order to limit acceleration at the driver's station, or on the cargo, to pre-determined maximum values. This speed is obtained by interpolating in tables, produced by Module VII (Vehicle Ride Dynamics) which relate Impact speed limit to obstacle height (HVALS).

In AMI '74 two tables of speed versus obstacle height or spacing are provided, one for impacts with single obstacles (VOOB), and the other (VOOBS), for the situation there obstacles are so closely spaced that the dynamic effects from one obstacle are not completely damped befor? the next obstacle is encountered. The second table of speeds (VOOBS) is used for obstacles spaced closer than two vehicle lengths apart.

IV-17.1

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Input Vehicle: TL = distance from front of first runninc gear assembly to rear of last, in.

NHVALS = number if obstacle height values used K V0ÜB and HVALS

HVALS(NH) = van.e of NHth obstacle height, in.

VOOB(NH) = maximum driver limited speed at which vehicle can contact an obstacle of height HVALS(NH) if obstacles are spaced further than two vehicle lengths apart, in/sec

NSVALS = number of obstacle spacing values used in VOOBS and SVALS

SVALS(NS) - value of NSth obstacle spacing, in.

VOOBS(NS) = maximum driver limited speed at which vehicle can contact successive obstacles spaced SVALS(NS) apart, in/sec

Terrain: OBH = obstacle height, in.

WA = ground level width of obstacle in.

Derived: OBSE = effective obstacle spacing, in.

Output VOLA = maximum speed with which vehicle may contact obstacle limited by driver or cargo, in/sec

Al cjori thm

a. if TL -■ OBSL-WA

then do for NH = ? to NHVALS

if OBH < HVALS(NH)

then

IV-17.2

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VOLAB = VOOB(NH-l) + 0BH-HVAL$(NH-1) HVALS(NH)-HVALS(NH-1)

*[V00B(NH)-V00B(NH-1)]

do b.

else next NH

if no more MH's then VOLAB = VOOB(NHVALS)

do b.

else do b.

if 2*TL > ÜBSE-WA then VOLA = VOLAB

exit

else do for NS = 2 to NSVALS

if OBSE <_ SVALS(HS)

then

VOLAS = VQOBS(NS-l) + OBSE-SyALS(NS-l) SVALS{NS>- SVALS(NS-l)

*[V00BS{NS)-V00BS(NS-1)]

do c.

else next iNS

if no more NS's then VOLAS = V00BS(NSVALS)

do c.

if TL < ÜBSE-WA then VOLA = VOLAS

exit

else VOLA = min {VOLAB,VOLAS)

exit

IV-17.3

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4; 18. Speed Onto and Off Obstacles

Description This routine calculates the speed lost in crossing an obstacle.

The reserve force available (maximum force available less resistance between obstacles) at the speed (VA) with which the vehicle encounters the obstacle Is calculated using subroutine FORVEL. If there is sufficient reserve force to overcome the obstacle resistance (FOM) then no speed loss occurs in crossing the obstacle. If not enough reserve force is available (F0RÜEF >. 0), the extra force needed is taken from the vehicle's kinetic energy (MASS*VA2), resulting in a speed loss. If there is insufficient kinetic energy, then the obstacle resistance (TR+FOMMAX) is compared to the maximum tractive effort (FORMX) the vehicle can produce. If that force is sufficient then the vehicle proceeds at the speed determined by the maximum tractive effort that can be produced. If the maximum tractive effort (FORMX) is insufficient to overcome the obstacle resistance (FOM), the crossing speed Is set to zero.

This routine addresses both the sinrile obstacle crossing case and the case where the vehicle is crossing obstacles spaced closer than the vehicle's length. When the obstacles are spaced closer than the vehicle's lenqth then the velocities VSOIL, VTT, VBO definea for soil/ slope/vegetation resistance between obstacles are not applicable. However, to avoid creafina a new set of velocity variable names which depend on the same resistances (soil/slope/vegetation), the velocities VSOIL, VTT, and VBO arc recal- culated including the average force to override an obstacle (FOM).

IV-18.1

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TL = distance from front of first running gear assembly to rear of last, in.

VTIRE(j) = maximum steady state speed allowed beyond which structural damage will occur to tires at pressure specified for j=l fine grained, =2 coarse grained, =3 highway, in/sec

NCR = number of gears

Terrain: WA = ground level width of obstacle, in.

NI = number of stem diameter classes

1ST = soil type

Derived: VB0{K,i) = speed on slope K = up, level and down between obstacles overriding vegetation in stem diameter class i-1 and smaller and avoiding vegetation in stem diameter class i and greater, in/sec

VOLA = maximum speed with which vehicle may contact obstacle limited by driver or cargo, in/sec

NEVERO = 0 if override/avoid strategy may choose obstacle override

f 0 otherwise

FOMMAX = maximum force required during obstacle override, lb.

FOM = average force required to override obstacK lb.

F0RMX{K) = maximum tractive effort available in soil on slope K, lb.

IV-18.2

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VFMAX(K) = speed at which maximum tractive effort on slope K = up, level and down is available, ii./sec

FA{NG,K),FB(NG.K),FC(NG,K) = coefficients of quadratic fitted to tractive effort versus speed curve for gear NG and slope K = up, level „ and down; lb, lb/(in/sec), lb/(in/sec)

VG(NG,MN) = minimum speed in gear NG modifiel by slip, in/sec

VG(NG,MX) = maximum speed in gear NG modified by slip, in/sec

TR{K,i) = total soil, slope and vegetation resistance between obstacles while overriding vegetation in stem diameter class i-1 and smaller, lb.

OBSE = effective obstacle spacing, in.

MAXI = one greater than the index of the maximum stem diameter class that can be overridden

VRID - speed between obstacles limited by surface roughness, in/sec

VELV(K) = speed limited by visibility on slope K = up, level and down, in/sec

SRFV(i) = speed reduction factor due to avoiding vegetation in stem diameter class i and greater



IV-18.3

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tNOPP = operating tire pressure indicator:



= 2 If always use coarse grained soil dependent tire pressure


Subroutines Used: FORVEL, VELFOR

Outputs VA(K,i) = obstacle approach velocity on slope K = up, level and down while overriding vegetation in stem diameter class i-1 and smaller and avoiding vegetation In stem diameter class i and greater, in/sec

VXT(K,i) x obstacle exit velocity on slope K = up, level and down while overriding vegetation In stem diameter class 1-1 and smaller and avoiding vegetation in stem diameter class i and greater, in/sec

Algorithm

if NEVERO f 0

then VB0(K,i) = VA(K,i) = VXT(K,i; = 0 for all K,i

exit

else if TL > OBSE-WA

then do single obstacle routine b.

else do multiple obstacle routine a.

IV-18.4

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a. multiple obstacle routine

If K)PP » 0

then If 1ST » 1, 3 or 4

then j ■ 1

else j « 2

else j « NOPP

do for K ■ 1 to NTRAV

do for 1 » 1 to MAXI

RESIST « TR(K,1)+F0M

CALL VELF0R(RESIST.yS0IL(k.1),K,N6R,FA,FB,FC, VG,FORMX(K),VFMAX(K))

VTT(K,1) = mln [ VS0IL(K,1),VRIP,VELV(K), VTIRE(j), VOLA }

VB0(K,i) = SRFV(1)*VTT{K,1)

VA(K.I) » VXT(K,1) » VB0(K,1)

next 1

do for 1 = MAXI+1 to NI+1

VA(K,1) « VXT(K,1) - VB0(K,i) = 0.

next I.K

exit

b. single obstacle routine

'io for K = 1 to NTRAV

do for 1 = 1 to MAXI

VA(K,1) » mln { VB0(K,1),V0LA }

CALL F0RVEL(VA(K,1).i.K,NGR,FA,FB,FC,VG,F0RMX(K))

IV-18.5

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FORRQ(K) » TR(K,1)+F0M

FORDEF - F0RRQ{K)-F

If FORDEF < p.

then VXT(K,1) = VA(K,i)

next 1

else

VBSQ = VA(K,i)2-F0RDEF*{WA+TL)*3ß5.9/GCW

if VBSQ < 0.

then If F0RMX{K) < TR(K,1)+F0MMAX

then VXT{K,1) = VA(K,i) = 0.

next i

else calculate velocity to overcome max resistance over obstacle

CALL VELFOR{TR(K.l)+FOMMAX,yXT]KJLil. NGR,FA.FB.FC.VG,FORMX(K),VGMAX(K))

VA{K,1) - VXT(K,i)

next 1

else VXT(K,i) « SQRT(VBSQ)

next 1

do for i = MAXI+1 to NI+1

VXT(K,i) ' VA{K,1) = VB0(K,i) » 0.

next 1

next K

exit

IV-18.6

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"4J Force Available at a Given Velocity

üeicription This subroutine (FORVEL) calculates the force available to the vehicle while it is travel inn at a qiven speed in a given gear. It is used in submodels IB and 20. The coefficients (FA.FB.FC) specifyino the quadratic curve of speed versus tractive effort in the given gear (see subroutine QUAD) are used to directly evaluate the force available at the given speed.

IV-F0RVEL.1

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Subroutine FORVEL (V,F,K,NGR,FA,FB,FC,VG,FORMX)

Inputs

Output

NGR = number of dears

V = velocity, in/sec

K = u: uphill, = i: uphill; = d; downhill

FA(NG,K) = constant term of quadratic fitted to tractive effort versus speed curve for gear NG and slope K, lb.

FB(NG,K) = linear term coefficient of quadratic fitted to tractive effort versus speed curve for gear NG and slope K, lb/(in/sec)

FC(N6,K) = quadratic term coefficient of quadratic fitted to tractive effort versus speed curve for gear NG and slope K, lb/(in/secr

\/G(NG,MN) = minimum speed in qear NG, modified by slip, in/sec

VG(NG,MX) = maximum speed in qear NG modified by slip, in/sec

FORMX(K) = maximum tractive effort available in soil on slope K = up, level and down; lb.

F = force available at velocity V, lb.

Algorithm

if V < VG(1,MN)

then F = FORMX(K)

exit

else if V > VG(NGR,MX)

then F = {5,

exit

IV-F0RVEL.2

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else do for NG = 1 to NGR

if V > VG(NG,MX)

then next NG

else F = (FC(NG,K)*V+FB(NG,K))*V+FA(NG.K)

exit

IV-F0RVEL.3

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^^ 19. Average Patch Speed Crossing Obstacles Including Acceleration/ Deceleration Between and Over Obstacles

Description This routine calculates the average patch speed as affected by acceleration and deceleration between obstacles. It first calculates the time and distance required to accelerate from the obstacle exit speed (VXT) to the maximum feasible speed between obstacles as determined by resistances or other limits (VBO), or some lower speed governed by the distance at which deceleration must begin in order to reach the obstacle approach spaed (VA) at contact with the next obstacle. Vehicle acceleration is computed in subroutine ACCEL, which accounts for shift time (SHIFTT) between gears where appropriate. Average

r speed (VOVER) is obtained by summirg acceleration time (TA), deceleration time (VB), time (TBO) spent at maximum steady speed (VBO), and time crossing the obstacle (TOO), and dividing by effective obstacle spacing (OBSE).

IV-19.1

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Inputs Vehicle: GCW - gross coiiibination weiqht. Ib.

TL = distance fron front of first runninq gear assembly to rear of last, in.

NGR = number of qears

SHIFTT - qear shift time, sec.

Terrain: WA = ground level width of obstacles, in.

Derived: OBSE = effective obstacle spacing, in.

FOMi-lAX = maximum force required during obstacle override, lb.

TR(K,i) = tota1 soil, slope and vegetation resistance between obstacles overriding vegetation in stem diameter class i-1 and smaller, lb.

FA(NG,K),FB(NG,K),FC(NG,K) = coefficients of quadratic fitted to tractive effort versus speed curve for gear NG ; nd slope K = up, level and down, lb, lb/(in/sec), lb{in/sec)'

VG(NG,MN) = minimum speed in gear NG modified by siip, in/sec

VG(MG,MD) = mid-range speed in gear NG modified by slip, in/sec


VB0{K,i) = speed on «-lope K :--- up, level and down between obstacles when overriding vegetation in stem diameter class i-1 and smaller and avoiding vegetation in stem diameter class i and greater, in/sec

IV-19.2

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VA(K,i) = obstacle approach velocity on slope K T up, level and down while overriding veqetation in stem diameter class i-1 and smaller and avoiding vegetation in stem diameter class i and greater, in/sec

STRACT(NG,L,K) = slip modified tractive effort in gear NG at speed index L = MM, MD and MX and slope K = up, level and down, lb.

VXT(K,i) = obstacle exit velocity on slope K *• up, level and down while overriding vegetation in stem diameter class 1-1 and smaller and avoiding vegetation in stem diameter class 1 and greater, in/sec

FORMX(K) = maximum tractive effort available in soil on slope K = up, level and down, lb.

VFMAX(K) = speed at which maximum tractive effort on slope K = up, level end down is available, in/sec

MXBF(K) = maximum braking force on slope K = up, level and down, lb.



Subroutines used: TXGEAR, ACCEL

Output V0VER(K,i) = average speed on slope K = up, level and down while overriding obstacles and vegetation in stem diameter class i-1 and smaller and avoiding vegetation in stem diameter class i and greater, in/sec

I,V-19.3

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, Algorithm

VM = GCW/385.9


1 = 1 to NI+1

a. determine if obstacle exit speed is between obstacles, if so it is VOVER

if VB0(K,i) = VXT(K,i) then V0VER(K,i) = VXT{K,i)

next i

next K

else

b. determine if there is enough distance between obstacles to accelerate to obstacle approach speed

if VXT(K,i) < VA(K,i) then

CALL ACCEL(VXT(K.i).VA(K.i).TA.XA.NV2FLG.Kti.MGR. FAtFB.FC.VG.STRACTJR.GCWtSHIFTTtNGF.V3F)

if XA - OBSE - (WA+TL) and/or HV2FLG t 0

then not enough distance so

if FORMX(K) > TR(K,1)+F0MMAX

then CALL VELFORfTR(K.l )-t-FQMMAX.VOVER(K,i). K,NGR,FA,FB,FC,VG,FORMX(K),VFMAX(K))

next i

next K

else V0VER(K,i) = 0

next i

next K

exit

else (XA < OBSE-(WA+TL) and NEVERO = 0) do c.

else (VXT(K,i) > VA(IC,i)) continue

IV-19.4

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x r acceleration/deceleration required; determine if VBÜ can be reached in time to decelerate to VA

CALL ACCEL(VXT(K.i).VB0(K.i).TA.XA.NV2FLG1K.i,NGR.FA FB.FC.VG.STRACT.TR.GCW.SHIFTT.fJGF^ZF)

if NV2FLG = 2 then VBO cannot be reached

I d0 d' else

TG = Vn*[VBO(K,i)-VA(K,i)]/MX0F(K)

Xß = .5*[VB0(K,i)+VA(K,i)]*TB

if XA+XB > OBSE-WA-TL then not enough space between obstacles

do d.

else

TOO = 2*(WA+TL)/[VA(K,i)+VXT(K,i)]

TBO = (0BSE-HA-TL-XA-XB)/VBO(K,i)

V0V£R(K,i) = OBSE/(TA+TB0+TB+T00)

next i

next K

acceleration/deceleration required; determine velocity which can be reached before deceleration required and time between and over obstacles

VLOW = VA(K,i)

VHGH - VBO(K.I)

do for J = 1 to 5

VMID = .5*{VL0W+VHGH)

IV-19.5

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Ml miiPüpiiimw i i mmmmmmwimmv-"* *m '•■■VJ»■,..« i •• .-..«i .',

CALL ACCEL(VXT(K,i),VMlD,TA,XA,Ny2FLG,K,l,NGR,FA,F8, FC,VG,STRACT,TR,GCW,SHIFTT,NGF,V2n

if NV2FLG = 1

then VHGH = VLOW

VLOW = VA(K,i)

next J

else if NV2FLG = 2

then VHGH = VMID

next J

else TB = VM*[VMID-VA(K,i)]/MXBF{K)

XB = .5*[VMID+VA(K,i)]*TB

if XA+XB iOBSE - (TL+WA)

then VLOW = VMID

next J

else VHGH = VMID

next J

after all J

TOO = 2*(WA+TL)/(VA(K,i)+VXT(K,i))

V0VER(K,i) = OBSE/(TA+TB+TOO)

next i

next K

exit

IV-19.6

-:-..-.:^,.^

«^«»W-.-'i-VtSi;.. Üfllfft rr^JJfW-t^-fvWiVffîiWtfWwwKtw^v J«.*,.'.

S; *p Time and Distance in a Gear Subroutine

-

Description Subroutine TXGEAR calculates the time and distance required for the vehicle to accelerate from one speed (VI) to another (V2) in a fixed gear.

Checks are made to determine if the initial speed (VI) is in the stall range for the given gear; if so, the flag NV2FLG Is set to 1. Another check is made to determine if the final speed (V2) is beyond the capa- bility of the vehicle in the given gear; if so, the flag NV2FLG is set to 2.

The new feature of this routine is the use of a closed form integration for calculating times and distances.

This closed form integration is made possible by representing the tractive effort versus speed curve by a quadratic curve for each gear.

IV-TXGEAR.l

. - aaâjaaMi - ■■

Subroutine TXGEAR{V1,V2,NG,T,X,NV2FLG,K,i ,FA,FB,KC,VG,STRACT, TR,ÜCW)

Inputs Vehicle: GCW = gross combindtion weiqht, lb.

Derived: FA(NG,K),FB(NÜ,K).FC(HG,K) = coefficient of quadratic fitted to tractive effort versus speed curve for gear NG and slope K = up, level and down; It», lb/(in/sec),lb/(in/sGc)2

VG(NG,MN) = minimum speed in gear NG modified by slip, in/sec

VG(NG,MD) = mid-range sêed in gear NG modified by slip, in/sec


STRACT{NG,L,K) = slope modified tractive effort in gear NG at speed index L = MM, MD or MX and slope K = up, level and down, lb.

TR(K,i) = total soil, slope and vegetation resistance between obstacles while overriding vegetation in stem diameter class i-1 and smaller, lb.

Dummy: VI = initial speed before acceleration, in/sec

V2 = final speed after acceleration, in/sec

NG = gear

K = slope

i = one greater than the index of the stem diameter class being overridden

IV-TXGEAR.2

■■ ■ • ■ ■ - ■

mismwsv^''-'' -«wiiwww^^w»««»»-.^-...-...^^»".

I u Outputs T = time to accelerate from VI to V2, sec

X = distance required to accelerate from VI to V2, in.

;W2FLG = 0 if vehicle can accelerate from VI tc V2

= 1 if vehicle cannot increase speed above VI

= 2 if vehicle cannot reach speed VZ

Algori thm

set cownon values

VM = GCW/335.9

A - FA(NG,K)

Ü = rB(NG,Kj

C = FC(NG,K)

F - TR(K,i)

DSg = \>Z - 4*(A-F)*C

NV2FLG -" 0

curvature test; C: 0

if C > 0 then do c.

else if C = 0 then do d.

else do e.

positive curvature - test slope at V

if B < 0 then do cl.

else if li = 0 then do c2.

else do c3.

= 0; B:0

IV-TX6EAR.3

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^^^—^^^^T-

c.1 positive curvature, neqativo slope at V - ?) - test intercept; A-F;0

if A-F < 0 then R2 - [-B+SQRT(ÜSQ)]/(:'*C)

Rl = {A-F)/(C*k2)

if VI ■ R2 then NV2FLG = 1

exit

else do x.

else if DSQ < 0 then do z.

else (DSQ) > 0)

R2 -- [-B+SQRT(ÜSQ)]/(2*C)

Rl = (A-I:)/(C*R2)

if DSQ > 0 then if V2 < Rl or VI > R0 then do x,

else if VI > Rl then N,V2FLG = 1

else NV2FLG -- 2

exit

else (DSQ = 0) if VI • Kl or V2 • Rl then do y.

else if VI = Rl then NVZrLf. = 1

exi t

else NV2FLG - 2

exi t

c.2 positive curvature, êro slope at V = 0 - test intercept; A-F:0

if A-F > 0 tiien do z.

IV-TXGEAR.4

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else if A-F = 0 then T = VM*(1./Vl-1./V2)/C

X - (VM/C)*t,t!(VM/[VM-Vl*C*Tj)

exit

els? (A-F<0) R2 - SgRT(DSQ)/(2*C)

R1 = (A-F)/(C*R2)

if VI <_ R2 then NV2FLG = 1

else do x.

c.3 positive curvature, positive slope at V=0 - test intercept; A-F:0

if A-F < 0 then Rl = [-B-SQRT([JSQ)J/{2*C)

R2 = (A-F)/(C*R1)

if VI v R2 then NV2FLG - 1

exit

else do x. >

else if USg • 0 then do x.

else if DSl) = 0 then do y.

else do z.

i. zero curvature, test slope at V=0i B:0

if C • 0 then if A-F ^ 0 Ll.cn MV2FLG = 1

exit

else Rl = -(A-F)/B

if VI > Rl then NV2FLG = 1

exit

else if V2 > Rl then NV2FLG - 2

exit

else do w.

IV-TXGEAR.5

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■tSM»*^»^«*, »..-»iMMKv^.'i». MM

if :■ - «5 then if A-F ■ ^ then fJV.M l.(- -" 1

exit

else T = Vn*(V2-Vl)/(A-F)

X = [(A-l )*T/(^*VM}n'lj*l

exit

olsfi (B ■ V) if A-F ■• 0 then Rl -- -(A-F)/B

if VI ■ Rl then NV^FLG ■■ 1

fx i t

else (VI • Rl) do w.

else (A-F > 0) do w.

o. neijdtive curvature

if 3 • 0 then if A-F <- 0 then NV7FLG 1

exi l

else (A-F 0) Rl - l-V.^^Rl {üSu) j/C'*'.)

RL' = (A-F)/(C*R1)

if VI •• R2 t.nen NV^FLC. - 1

exi t.

•Isc (B 0) if A-F • ^

else (VI < R2) if V/ > R2 then NV2FLG "- 2

nxi t

else do x.

then if DSi, 0 Uu-i '.v:i LG

i • .■; i

else (DSg > 0) cln nl

else (A-F > 0) do el.

IV-TXGEAR.6

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el. R2 = [-B-SQRT(DSQ)]/(2*C)

Rl = (A-F)/(C*R2)

if VI < Rl then NV2FLG = 1

exit

else if VI > R2 then NV2FLG = 1

exit

else if V2 > R2 then NV2FLG = 2

exit

else do x.

w. T = (VM/B*)*M(B*V2+A-F)/(B*V1+A-F)]

X = -(A-F)*T/B+(VM/B2)*(B*Vl+A-F)*[EXP(r*B/VM)-l.]

ox i t

x. loq routine - positive discriminant

D = SQRT{DSQ)

V1BAR -- [2*C*V1+B-D]/[2*V1+B+D1

V2BAR = [2*C*V2+B-D]/[2*C*V2+B+D]

T = (VM/D)*£H(V2BAR/V1BAR)

X = I x c exit

,5*(D-B)*T - VM* in (L^B^pD/VMl)

IV-TXGEAR.7

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y. rociprocdl routine - zero discriminant

i - 2*vrv ' 1 1 1

L V2*V

exit

;:*vri \ M-TV(2V(~*V'IH;J" /

,.'. neydtive ciiscriniinant - maky two yearr, ficted by straight lines out of one fitted by a quadratic

s„ r STRACT(NG,HX ?Kj - STRACT(HG »MD,K) VG>GTMX)V"VG('N6,MDy

SL

STRACT(NG.MX>K)*VG(NG>MX) - STRACT(WCMfi^j^VGL'i^ll^) VG(^,

;IX)'-" va(Nr^M0} ~

ST RAa lNü '2U) »A) - ':J HAC! CN; 'J MN >K) vT^.NGj'iuT'"- VG(UG,WIT

ZL . STRACT(NG.Mi).K)*VG(iJGtMÜ) -__STRAtTiUi^tt^K'^yufNG^lU] VG(NG,M;J) ■ vGfric M'I)

if V2 -• VG(,NC,nu) then S - SL

/ = /I.

do /' .

eise if Vl •• VG(NG,MU) then S = SH

/: -- l\i

do i' .

else if V;; i-iin -{ZH-F)/SH

then NV?flG • 2

exit

-n/sL

IV-TX&EAR.8

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%.p

eise {V2 < min( -(ZH-F)/SH , -(ZL-F)/SL })

TL

TH

= (

= (

\ SL*V1+ZL-F /

VM/SH)* i'H ( Sp2^ \

X = SL*VUZL-F *VM*[EXP(SL*TL/VM)-1] SL'

SjmfeMüljjH^F *VM*[Exp(SH*TH/VM)-l] SH2

- (ZL-F)*TL/SL-(ZH-F)*TH/SH

T = TL+TH

exit

z'. VZ = -(Z-F)/S

if V2 > VZ then NV2FLG = 0

exit

else

\S*VI+Z-F/

X -{{S*VUZ-F)*VH*[EXP(S*T/VM)-1]-(Z-F)*S*T}/S2

exit

IV-TXGEAR.9

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Time and Distance to Accelerate from One Velocity tn Annihor

Description Subroutine ACCEL calculates the time and distance re- required to accelerate from one speed (VI) to another (V2). The lowest gears in which VI and V2 can be realized are used as the initial qears (UG1) and final gear (NG2).

The subroutine TX6EAR is used to determine the time and distance in each gear from lowest (IIGl) to the highest (NG2). In addition to these times and distances, which are accumulated from gear to gear, ACCEL includes a time to shift gears (SHIFTT).

Whenever TXGEAR indicates that a final speed cannot be reached, an iterative routine determines the highest, speed {V2F) and the corresponding gear (NGF) that can be achieved and a non-zero value for the flag NVZFLG is returned.

IV-ACCEL.1

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Subroutine ACCEL (VI ,V2,T,X,NV2FLG,K,i,NGR,FA,FB,FC,VG, STRACT,TR,GCW,SHIFTT,NGR,V2F


SHIFTT = gear shift time, sec.


Derived: FA(NG,K),FB(NG,K),FC{16,K) = coefficients of the quadratic fitted to the tractive effort versus speed curve in gear NG for slope K = up, level and down; lb, lb/{in/sec), lb/(in/sec)2

VG(NG,MN) = minimum speed in gear NG modified by slip, in/sec

VG(NG,MD) = mid-range speed in gear NG modified by slip, in/sec

VG{NG,MX) = maximum speed in gear NG modified by slip, in/sec

STRACT(NG,L,K) = slope modified tractive effort in gear NG for speed index L = MN, MD or MX and slope K = up, level and down; lb.

TR(K,i) = total soil, slope and vegetation resistance between obstacles while overriding vegetation in stem diameter class i-1 and smaller, lb.

Dummy: VI = Initial speed before acceleration. In/sec

V2 = final speed after acceleration, in/sec

K = slope being traversed

i a one greater than the maximum stem diameter class being overridden

IV-ACCEL.2

aM*ü"Et^MiM''A ■ - ■ " —^^^^^,M^,_t„^_.: .,„,^î^MiMiMiL_u_ ■ - ii

"■'■"Il1« ^r ppumipnii^r-^^wnw«mil I,IHI^JII«II»W"»I.I •»•.■.ji.ii.iiit. j»i.ii!i.,, .ii-T

, ■'■■■".■/f^-**"

.; Output T = time to accelerate from VI to V2, sec.

X = distance required to accelerate from VI to V2. in.

NV2FLG = 0 if vehicle can accelerate from VI to V2

= 1 if vehicle cannot increase speed above VI

= 2 if vehicle cannot reich speed V2

NGF = final qear achieved while acceleratinq between obstacles

V2F = final speed achieved while ccceleratinq between obstacles, in/sec

Algorithm

A- determine qears NG1 and NG2, of initial and final velocity

VM = GCW/3B5.9

ô for NG - 1 to NGR

if VI • VG(NG,MX) then NG1 = NG

else next qear NG

do for NG - NG1 to NGR

if V2 < VG(NG,MX) then NG2 = NG

else next qear NG

if NG1 = NG2 then do sinqle qear routine b.

else do multiple qear routine c.

b. single qear routine

VL = VI

T = 0.

X -- 0.

IV-ACCEL.3

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«CWapannWliJUMUii .MIH'III '-^ "•• ^■•(»■•'«•ii<-i "••■»i m'' mn rw* ••'••"> «•■' <m^l i i *w

V!l = V2

CALL TXGL:AR(VltVH,NÜtTT.XX>NV2FLGtK.itFA,rBtrCtVGT$TRACT, TR,GCW)

if NV2FLG - 0 then T = TT, X = XX, exit

else if :iV2FLÜ - 1 then exit

else (UV2FLG = 2) do z.

multiple gear routine

T - 1».

X -- 0.

VL = VI ■

VH = VG(NG1,MX)

ilG « NG1

CALL TXGLAR(VL.VH,NG>TT,XX.NV2FLG>K>i>FA.FB>FC1VGt5TRACTt TR.GCl.')

if ;.V2FLG = 1 then exit

else if NV2FLG -- 2 then do z.

else T = TT+SHIFTT

VS = VG(NGl>MX)-SHIFTT*TR{K,i)/VM

X = XX+SHIFTT*[VG(NGUMX)-.5*SHIFTT*TR(K,i)/VM]

if NG2 > NG1+1 then do d.

else VL = VS

VH = V2

NG = NG2

CALL TXGEAR(VL>VH.NG)TT.XX.NV2FLG.K.i.FA>

FB,FC,VG,STRACT JR.GCVI)

IV-ACCEL.4

■ -■■-■ ■ —-•■-' MBüMMi - ■- ■- i iimiim-

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■'■■'* ■ ■JB«.l ■■ <'t>» WM«*^«(»»i .

<l /

d.

if NV2FLG = 1

then T = T-SHIFTT

V2F = VG(NG1,MX)

NGF = NG1

X = X-SHIFTT*[Vü{NGF,MX)-.5*SHIFTT*TR(K,i)/V;i

NV2FLG - 2

exit

else (NV2FLG /I) if NV2FLG = 2 then do z.

else (m^.G = 0.)

T = T+TT

X = X+XX

exit

accelerate through intermediate gears

do for NO - NG1+1 to NG2-1

VL = VS

VH = VG(NG,MX)

CALL TXGEAR (VL ,VH,NG JJ,)^ ,r|V2Fj.J,K.i ,FA,rB ,FC,VG,STRACT , TR.GCW)

if NV2FLG = 1 then T = T-SilIFTT

NGF = iJG-1

V2F = VG(NGF.MX)

X = X+SHIFTT*[VG(NGF ,MX)-.5*StlIF 1 r*TR(K, i )/VM |

NV2F1.G = ?

exit

IV-ACCEL.5

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m^m^m^^ mm ^^^W

else if IJV2FLG ~- 2 then do 7.

olse T -- T+TT+SHIPTT

VS - VG(NG,MX)-SHlFTI*TR(K,i)/VM

X = X+XX+SllirTT*[VG{IJÜ,r'X)-.,j*SIIIfTT*T:'fr;,i)/vMl

next. MO

after all ;iG

;JG - :JG2

VL = VS

VH = V2

CALL TXGLARCVL.VH.NG.TT.XX^NVgFLG.K.i.FA.FlJ.rC.VG.STRACT, TR,GCW)

if flV2FL'. = 1 then T - T-SHIFTT

NGF = NG-1

V2F = VG(;jGi ,MX)

X = X+SHIFTT*[VG(NGF,MX)-.5*SHirTT*TR(K,i)/VHl

NV2FLG -- ?

exi t

else if UV2FLG -- 2 then do i.

else T - T+TT

X = x^xx

exit

IV-ACCEL.6

_^—^mmm^—t. ^^-mmam

NMQftWÄW yfrWH (*(«**i 'i.wnHnMMvotaMi

^ ) z. error routine

VAV = (VL+VH)/2

do for j - 1 to 4

CALL TXGLAR(VL,VAV.NGtTT.XX.NV2FLG.K.i.FA>rB.rC,VG>STRACTJ TR.GCW)

if :W2FLG = 0 then VAV = (VAV+VH)/2

next j

else VH = VAV

VAV = {VL+VH)/2

next j

after last j: V2F - VAV

NGF = NG

NV2FLG - 2

T - T+TT

X = X+XX

exit

IV-ACCtL.7

%!«f^^ 38g#«»r'*iwi«i^^ »I'^WWHPI-'A ••r^vf/iÂ'' i

?0. Vegetation Override Check

Description This routine determines whether a sin'jle sler. of the larnest steii) diameter class to be overridden in a 'jiven strateqy con actually be overridden at the averaqe vehicle speed in the patch (VOVLR calculated in submodel 19 or VAV0IÜ calculated in submodel I1 V. in AMC '71 the vegetation resistance (calculated in submodel 6) is averaged over the veqetation spacing, which for sparse veqetation can result in a low average resistance. The vegetation override check is made to determine whether peak resistance force reguire- ments can bo met.

The sum of the tractive effort force calculated in subroutine FüRVQ at speed VOVLR or VAV0IÜ, as appropriate, and the force available from kinetic energy is compared to the resistance due soil, slope and overriding a single tree of the largest stem diameter class to be overridden. If the available force is adequate a flan V0CHK(K,i) or VAVCHK(K,i) is set equal to 1. Otherwise the flag is set equal to zero.

The products V0VER*V0CIIK and VAVOH)*VAVCHk are used in making final speed selections (Submodel 21).

IV-20J

- -- - ■ - - ■ ■


NGR = number of (joars

Derived: STR(K,i) total resistance clue to soil, slope and overridinq a single tree in stem diameter class i-1, lb.

V0VER(K,i) = average speed on slope K = up, level and down while overriding obstacles and vegetation in stem diameter class i-1 and smaller and avoidin«1 vegetation in stem diameter class i and greater, in/sec

VAV0ID{K,i) = speed on slope K =up, level and down avoiding obstacles but overriding vegetation in stem diameter class i-1 and smaller and avoiding vegetation in stem diameter class i and greater, in/sec

FA(NG,K),FB(NG.K),FC(NG,K) = coefficients of quadratic fitted to tractive effort versus speed curve in gear NG on slope K = up, level and down, lb, lb/(in/sec), lb/(in/sec)2

FORMX(K) = maximum tractive effort available in soil on slope K - up, level and down; lb.

VG{NG,MN) = minimum speed in gear NG modified by slip, in/sec

V6(NG,MX) = maximum speed in qear NG modified by slip, in/sec

MAXI = one greater than the index of the maximum stem diameter class that can be overridden

IV-20.2

■ ■

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t ^

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Subroutines used: FORVEL

Outputs V0CHK(K,i) = 1 if combination can override a single tree of item diameter class i-1 at speed V07ER(K,i)

= 0 otherwise

VAVCH;C{K,i) = 1 if combination can override a single tree of stem diameter class i- at speed VAVCID(K,i)

= 0 otherwise

Algorithm


do for i = 1 to MAX!

CALL FORVEL (V0VER{K,i),F,K,NGR,FA,FB,FC,VG,FORMX(K))

if F+.5*GCW*V0VER(K,i)2/385.9 <_STR(K,i)

then V0CHK(K,i) = 0.

else V0CHK(K,i) = 1.

CALL FORVEL (VAV0Il)(K,i) ,F,K,NGR,FA,FB.FC,VG,FORMX(K))

if F+.5*GCW*VAV0Iü(K,i)2/385.9 ^STR(K,i)

then VAVCHK(K,i) = 0.

else VAVCHK(K,i) = 1.

next i

next K

exit

IV-20.3

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Xf ']. ilaximum Average Speed

Description This routine assiqns the maxinjin averaqe speed in the patch (VSEL). For each direction of travel rcletive to the slope (up, level and down), the speed assiqned is the maximum achievable among the 18 possible obstacle and vegetation avoid/ override options computed, (V0CHK*V(MR,

| VAVCHK*VAVOID), subject to the following possible condition. It has been found that in iiany situations, if a vehicle will travel at a reasonable speed without overriding large trees, the driver will accept that speed rather than override more trees, e/en though by further overriding his average speed could be increased. This reasonable speed is entered as a scenario variable CVEGV.

When a traverse prediction is being made (NTRAV = 1) the speed determined for the single slope direction specified is output as VSEL. When a non-directional area speed prediction is specified (NTRAV - 3) VStL is computed on the assumption that 1/3 of the distance traveled in the patch is uphill, 1/3 downhill and 1/3 on level ground. This assumption produces a prediction which is directly applicable to operations in rolling country for which the slope specified for tiie patch is the characteristic maximum slope. In patches with a prevailing slope, VSEL is considered an omni-directional average speed, and the 1/3 of distance on level ground is inter- preted as 1/3 of distance along the slope contours at a fixed elevation, is :ide slope operation. Because the average is based upon 1/3 distance in each direction (up, level and down), the maximum average, VSEL, is, in this case, the harmonic average of the maxima selected for each direction.

IV-21.1

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Input Uerived: VOVER(K,i) average velocity on slope K = up, level and down while overriding obstacles and vegetation in stem diameter class i-1 and smaller and avoiding vegetation in stem diameter class i and greater, in/sec

VAV0ID(K,i) = speel on slope K = up, Ipvel and down avoiding obstacles but overriding vegetation in stem diameter class i-1 and smaller and avoiding vegetation in stem diameter class i and greater, in/sec

V0CHK(K,i) = 1 if conbination can override a singl.? tree of stem diameter class i-1 at speed V0VER(K,i)

= 0 otherwise

VAVCHK(K,i) = 1 if combination can override a single tree of stem dia- mrter class i-1 at speed W.V0ID(K,i)

= i otherwise


= 3 for average down travel

up, level and

CVEGV = critical vegetation speed, in/sec

I0VER = one greater than the index of the maximum stem diameter class to te overridden if speed to do so is greater than the critical vegetation speed

IV-21.2

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Outputs VSEL a selected average speed in patch, in/sec

ISLCT(K) = one greater than the stem diameter class actually being overridden on slope K

VSLOPE(K) = final selected average speed on slope K = up, level, down

Algorithm


i = 1 to NI+1

V(K.i) = maximum {V0CHK(K,i)*VOVER(K,i),V/WCHK{K,i) *VAV0ID(K,i)}

next i

ISLCT(K) = minimum {i > I0VER such that V(K,i) > CVEGV}

if there is such an ISLCT(K) then VSL0PE{K) = V(K,ISLCT(K))

else VSLOPE(K) = maximum {V(K,1)}

ISLCT(K) = i at which above maximum occurred

next K

if NTRAV = 1 then VSEL = VSLOPE(l)

else VSEL = 3/

return to Modu

1 1 VSLOPE(u) VSL0PE[ir VSLOPE'TdJ

e L Control and J/0

IV-21.3

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MODULE V

HASTY RIVER AND DRY

LINEAR FEATURES CROSSING

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%# HASTY RIVER AND DRY LINEAR FEATURES CROSSING MODULE

t

This module ts intended to improve and generalize the RIVER subroutine of AMC '71. A report in progress (Reference1!) contains the detailed rationale behind the specifications, equations, and logic of this module.

In the Mobility Model terminology a "linear feature" is any geographic feature reprecentad by a line on a topographic map; such as streams, natural drainage ditches, man-made ditches, and highway embankments. These features require specia"1 treatment since the vehicle does not negotiate a linear feature in the same manner as an areal feature (excepting obstacle override). For example, negotiating a linear feature may require that the vehicle remain "on" or "in" the feature until a route is found to exit from it. Linear features of significance are those shown on a 1:50,000 scale topographic map which cause a de- crease in vehicle speed or require the vehicle to detour the feature.

The impediments due to linear features on vehicle cross-country movement can be represented by:

- 60 or N0-G0 across the feature.

- A speed reduction while crossing the feature.

- A time required to cross the feature.

The representation used may be scenario dependent. For example, when a specific vehicle terrain and scenario are given, the Interaction between areal patches and linear features can be melded together. In this type of analysis the path of the vehicle is specified either by the scenario or the best route in the areal patches. Thfe terrain input data may inve both areal and linear features arranged in the order that the vehicle would encounter them, as specified by the scenario.

Identification of linear features on a topographic map is a straight-forward process. Normally an overlay is prepared and each significant linear feature is traced. In this manner the location and type (i.e., wet, dry, river, canal, slope, rail- road, embankment, etc.) is shown. The features are differentiated by the type of "line on the overlay and by code numbers.

V-2

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Assignment of specific geometric properties and physical dimensions to the linear features can be done by a number of different Methods. These include:

- Use of "ground truth" data

- Measurements from airphotos and airphoto stereopairs.

- Terrain analogues.

- Estimates based on classifications of feature type.

- Intelligence data.

- f·teasurements from topographic maps.

The AMC '74 Hasty River and Dry Linear Features Crossing Nodule first determines if the feature can be crossed on the basis of upslope bank height and bank angles. If crossing is considered possible, bank interference and traction versus resistance are calculated either for the bank as presented or a deformed bank. A deformed bank is a bank formed from a natural bank by action of the vehicle's running gear. If the calculation is made for a deformed bank, allowance is made for modifying the bank by the vehicle in its attempt to negotiate the slope.

Regardless of whether crossing is possible or not, time and distance to alternate crossing sites (bridges and/or exit windows) are calculated from bridge spacings and the natural river meanders which depenJ on gross topography.

Tht! outputs, GO/NO-GO and time to cross or find other crossing sites, are returned to the user with no further analysis. liow they are used to calculate traverse times or average speeds depends on the scenario of the user. The model does not postulate a scenario.

Two specific assumptions are made:

- downslopes can always be negotiated with no time penalty if the upslope negotiation is possible

- alternate crossing sites will always allow a crossing. No time penalty is assessed other than the time to arrive at this alternate site.

The vehicle is assumed to approach the linear feature from the left uank and to exit it from the riqht bank.

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"»^ SCENARIO VALUZS REQUIRED BY LINEAR FEATURE MODULL

• Variable Name

NOPP

Routine Used Meaning

operating tire pressure indicator

0 tire pressure soil dependent

1 if ilways use fine grained soil Jrpendent tire pressure

2 if always use coarse grainec, soil dependent tire pressure

3 if always use highway dependent tire pressure

V-4

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VEHICLE INPUT DATA REQUIRED BY HASTY RIVER AND DRY LINEAR FEATURES MODULE

Variable Routine

CGH 3,4

CGR 4

DIAW(I)

DRAFT

FEC

FOROD

GCA(i.j)

GCW

IP(i)

NAMBLY

3

1,5

2.4

2.4

Meaning

loaded height of CG above qround, in.

loaded horizontal distance of CG to rear most "ring gear assembly center line, in.

outside wheel diameter of unloaded tires on running gear assembly i, In.

combination draft when fully floating, in. (- 0 if combination cannot float)

front end clearance, in.

maximum water depth combination can ford, In. (FORDD = DRAFT If DRAFT ^0.)

nominal qround contact area per track pair or per tire element at pressure specified for j=l fine grained soil, =2 coarse grained, =3 highway on running gear assembly 1, in^

gross combination weight, lb.

=1 if runnino qear assembly 1 is powered

= 0 otherwise

total number of running gear -issemblles

V-6

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*' Variable Routine Meaning

NVEH(i) 2,3 = 0 if running gear assembly 1 is tracked

.'.,

?

f 0 otherwise

NVEHC 2,4 =» 0 if one or more of the powered running gear assemblies is tracked

f 0 otherwise

NWHL(1) 2 number of tires on wheeled assembly 1

SHF 3 front sprocket (or idler) height, in.

TL 4 distance from center line of first running gear assembly to center line of last, in.

V 6 average travel speed adjacent to river or dry feature, in/sec

VAA 3 front end approach angle, rad.

VFS 5 vehicle fording speed, in/sec

VSS 5,6 maximum combination swimminq speed, in/sec

W(iHT(i) 2 weight on running gear assembly 1, lb.

V-6

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\r 1. Initial GO/NO-GO Screen

Description This routine makes simple checks of bank heights (RbH) and anqles (RBA) to distinquish linear features which are so severe that they pose a NO-GO to any vehicle. This routine also indicates a NO-GO when a non-swimmer (DRAFT = 0.) encounters a deep waterway.

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Inputs Vehicle: DRAFT r combination draft when fully floating, in. {= 0,if combination cannot float)

FORDU = maximum water depth combination can ford, in. (FORDD = URAFT if DRAFT t 0.)

Terrain: RBA = right bank angle, radians

LBA = left bank angle, radians

WD = water depth, in.

RBM = right bank height, in.

LBH = left bank height, in.

C = bank soil cohesion, Ib/in^

TANP = tangent of internal friction angle

RCI = bank rating cone index, lb/in11

I TUT = terrain unit type code:

- 4 man-made ditch

= 5 natural ditch (river or trench)

= 6 mound

Outputs NOGO = GO/NO-GO type indicator:

= 0 potential GO

= 1 NO-GO due to water depth greater then fording depth

- 2 NO-GO due to bank slope and height

*#

V-1.2

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<• r Algorithm

a. feature type test

if WD - 0, then feature is dry

if ITUT = 6 then do mound routine d.

else dc ditch routine c.

else do river routine D.

b. river routine

if F0RDÜ - WD and DRAFT = 0,

then NOGO = 1

do routine 6. Exit and Crossing Search

else if RBA > Tt/6.43 and RBH > 167.32

then NOGO = 2


else NOGO = 0

exit

c. dry ditch routine

if RBA > n/5.14 and RBH > 167.32

then NOGO = 2

do routine 6, Exit and Crossing Search

else NOGO = 0

exit

V-1.3

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d. inound routine

if LBA • n/3.79 and LBH > 167.32

then NOGO = 2


else NOGO -- 0

exi t

V-1.4

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, Initial Traction/Resistance Screen

Description This routine makes an initial check to determine if the vehicle can operate at all in the soil type (IST) of the linear feature slopes. Soil type and strength (C, TANP) are used to calculate a traction ^TFL) and resistance (RT0WL*GCW) for the vehicle operating on level ground for the soil type and strength found on the banks. If no excess traction exists, a NOGO is assigned.

V-2.1

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Inputs Vehicle: GCW = qross combination weight, lb.

NAMBLY = total number of running (jear assemblies

NVEH(i) = 0 if running gear assembly i is tracked

^ 0 otherwise

NVEHC = 0 if one or more of the powered running gear assemblies is tracked

f 0 otherwise


= 0 otherwise

GCA(iJ) = nominal ground contact area per track pair or per tire element at pressure specified for j=l fine grained soil, =2 coarse grained, = 3 highway on running gear assembly i, in2



Terrain: ITUT = terrain unit type:

= 4 for man-made ditch

= 5 natural ditch (river or trench)

- 6 mound

WD - water depth, in.

RC1 = bank rating cone index, lb/in

R3A = right bank angle, radians

LBA = left bank angle, radians

V-2.2

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Outputs

1ST = soil type:

= 1 fine qrained not CH impervious to water

= 2 coarse qrained

= 6 CH impervious to water

= 7 gravel

= 12 clay/sand

= 17 clay/gravel

= 27 sand/gravel

C = bank soil cohesion, lb/in







RTOWL = level resistance coefficient on bank soil type

RTOW = resistance coefficient on bank

TFL - level tractive force on bank soil type, lb.

NOGO = 0 if potential GO

=3 NO-60 due to insufficient level traction on bank soil type

GAREA(i) = ground contact area of running gear assembly i, in^

V-2.3

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Algorithm

a. feature type test

if WD = 0.then feature is dry

if ITUT = t) then do mound routine d,

else do ditch routine c.

else do river routine b.

b. river routine

if NVEHC = 0 (wheeled vehicle)

then RTOWL = 28. -6.35*l0gig(RCI)

100.

W4, RTOW = RTOWL -

else (tracked vehicle)

RTOWL = .14

RTOW = RTOWL - R^- * 1S

1500.

IT/4. 3000.

do routine e.

dry üitch routine

if IIVEHD' 0 (wheeled Vehicle)

then RTOWL = 28. -6.35*log1g(RCI)

100.

RTOW = RTOWL - ^-A * M-_ w/4f 1200.


RTOWL 12

RTOW - RTOWL - -RAA * M^ IT/4. 2500.

do routine e.

V-2.4

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if NVEHC t 0 (wheeled vehicle)

then RTOWL = 28. -6J5M0^(KCI)

100.

RTOW = RTOWL/1


RTOWL - .1

RTOW - RTOWL - l™ * *- 45. 2000.

do routine e.

e. traction on level

if NOPP = 0 then if 1ST = 1 or 12 or 17 or 27

then j = 1

else j = 2

else j = NOPP


if NVEH(i) = 0

then GAREA(i) = GCA(i,j)

else GAREA(i) = GCA(i.j) * NWHL(i)

next i NAMBLY NAMBLY

TFL ■- C*i. IP(i)*GAREA(i)+TANP* l IP(i )*WGHT( i) i=l 1=1

TFLNET = TFL - RTOWL * GCW

if TFLNET ^ -20. then NOGO = 3


else exit

V-2.5

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3. Interference Check

Descri pt ion This routine determines if there is interference between the vehicle front end and the upslope (right) bank. If there is an interference, a check is made to determine whether the bank surface is soft enougi"! (RCI < 200.) to be deformed by the vehicle to create a bank slope which the vehicle can negotiate without interference. If not, a NO-GO is indicated.

V-3.1

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Inputs Vehicle: NVEH(i) = |9 U running qear assembly i is tracked

/ 0 otherwise

SHF = front sprocket (or idler) height, in,

DIAW(i) = outside wheel diameter of unloaded tires on running gear assembly i, in.

I FEC = front end clearance, in.

VAA = front end approach angle, rad.

CGH = loaded height of CG above ground. In.

Terrain: RBA = right bank angle, rad.

LBA = left bank angle, rad.

RCI = rating cone index of bank, lb/in'

Outputs NOGO = 0 if potential GO

= 4 if NO-GO due to vehicle front end too low

= 5 if NO-GO ov^r step

= 9 if NO-GO due to front end angle too shallow

Algorithm

if RBA > LBA then OBAA = RBA

H = RBH

else OBAA = LBA

H = LBH

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if RCI > 200. (hard bank)

then if OBAA > t (steep, hard bank) " 2

then if NVEH(l) = 0 (first running gear assembly is tracked)

then if H > SHF

then NOGO = 5

do routine 6. Ex't and Crossing Search

else continue

else (first running gear assembly is wheeled)

if H > DIAW(l)

then NOGO = 5


else continue

else if OBAA < Tt/2 (shallov.', hard bank)

then if H > FEC

then if OBAA > VAA

then NOGO = 4


else exit

else exit

else (RCI < 200. - soft bank)

V-3.3

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If VAA > OBAA - 2gg:'RCI

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then vehicle can modify bank sufficiently

exit

else (vehicle cannot modify bank sufficiently)

if H > CGH * (.75 + .25 *î-)

then NOGO = 9


else exit

V-3.4

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o 4. Traction/Resistance on Slope

Description This routine calculates the traction (TSNET) and resistance (RFS) on the upslope (riqht) bank of the linear feature and specifies a NOGO if there is insufficient traction. When the bank is rhorter than the distance between the first and last running gear assembly (TL) the traction is reduced bv an amount specified by the bank height (LBH or RBH) and running gear distance (TL), These checks are made for both actual and deformed slope conditions.

V-4.1

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Inputs Vehicle: GCW T uross combination weight, 1ü, ^

NVEHC - 0 if one or more powered running iiear assemblies is tracked

f 0 otherwise

CGH - loaded height of CG above ground, in, i

CGR = loaded horizontal distance of CG to rear most running gear assembly center line, in.

TL = distance from center line of first running gear assembly to center line of last, in.

IP(i) = 1 if runring gear assembly i is powered

= 0 otherwise

Terrain: ITUT = terrain unit type:

= 4 man made ditch

= 5 naturell ditch (river or trench)

= 6 mounJ

RBH = right bank height, in.


RBA = right bank angle, rad.

LBA = left bank /ingle, rad.

C - bank soil cohesion, Ib/irr


Derived: GAREA(i) = ground contact area of runninn gear assembly i, in.?

RTOW = resistance coefficient on bank

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I Outputs NOGO = 0 if potential GO

=6 if NO-GO due to lack of traction on deformed slope

=7 if NO-GO due to lack of tnction on natural slope

= <' if NO-GO on deformed slope

TSNET - net traction on bank slope, lb.

Algorithm

a. if ITUT = 6 then (mound) H - LBH

OBAA = LBA

else (ditch) H - RBH

OBAA = KBA

if NVEHC = fi (tracked) then do routine b.

olse do routine c.

b. tracked vehicle

if OBAA > .t/4 and CGH > H or

if H < CGR-CGH*tan(OBAA) sin(OBAA)"

then (deformed slope)

if OBAA > TT/3 then COBR = .8

else COBR = cos (OBAA)

NAMBLY TfS - C* ." IP(i)*GAREA(i)+GCW*COBR*TANP

i = l

RFS = GCW*(C0BR*RT0W)+ 1^)

T3NLT - TFS-RFS

V-4.3

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if TSNLT ■ -2$. then MOGO = 7

dn routine 6. Exit and Crossino Search

else NOGO = "'.

exit NAMBLY

else TTS = C* :. IP(i )*GAREA(i )+TAilP*GCW*Cos(OBAA) 1=1

if fi • 1.3*CGH

then RFS = GCW*(cos(OBAA)*RTOW+H/lL)

else RFS = GCW*co5{0BAA)*(RT0W+sip(0EAA))

TSNET - TFS-RFS

if TSNET - - 20. then NOGO = 6

do routine 5, Exit and Crossing Search

else exit

wheeled vehicle NAMBLY

TrSC = C* .: IP(i)*GAREA(i) i=l

TFSP=TANP*GCW*CüS(OBAA}* [IP(i)*(CGR-CGH*tan(0BAA))+TL-CGR+CGH*tan(OBAA)]/TL

if TL ■ H/sin(0BAA) then SOBR = H/TL

ISDEF = 1

else SOBR = sin(OBAA)

ISDEF = 0

V-4.4

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if H < 2. * DIAW(I) or OBAA < IT/12

then RFS = GCW*(SOBR+COBR*RTOW+CGR*tan{OBAA)/TL)

else RFS = GCW*(SOBR+COBk*RTOW)

TSNF.T = TFSC+TFSP-RFS

if TSNET -20.

then if ISDEF = 1 then NOGO = 7

else (ISDEF = 0) NOGO = 6


else if ISDEF = 1 then NOGO - 8

else exit

V-4.5

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Uesari£tion^ This routine calculates an averafie crossing speed (VSEL) from the excess traction and a crossing time (TCROS) which depend on the size of the linear feature. The speed on the banks is obtained by interpolating between an assumed maximum crossing speed of 15 ft/sec at an excess traction of 50 lbs. or more to a minimum speed of .5 ft/sec at a traction deficit of

20 lbs.

V-5.1

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I

j

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Inputs Vehicle;

Terrain;

VSS = maximum combination swimminq speed, in/sec

VFS = vehicle fording speed, in/sec

FORDO = maximum water depth combination can ford, in. (FORDO = DRAFT if DRAFT f 0)

LBA = left bank angle, rad.

RBA = right bank angle, rad,


RBH = right bank height, in.

FWDTH ■ trench bottom, water or moimd top. In.

WD = water depth, in.

Derived: TSNET = net traction on bank slope, lb.

Outputs VSEL = average speed across feature, in/sec

TCROS = time required to cross feature, sec.

Algorithm

if WD > FORDO then vehicle must swim

CVEL = VSS

else vehicle fords

CVE.L = VFS

LBL = LBH/sin(LBA)

RBL = RBH/sin{RBA)

if TSNET i 50. then VBANK = 6.+(TSNET+20.)*i^|

else VBANK =180.

V-5.2

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TCROS = LBL/VBANK + FWOTH/CVEL + RBL/VBANK

VSEL = (LBL + OBW + RBL)/TCR0S

exit

V-5.3

- ---■-■ i HI- liiriüVir--^ -

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4l 6. ExU and Crossing Search

Descriptlpn This routine estimates the distance and time (T) a vehicle would have to travel to reach a natural or man-made crossinq of the linear feature. The natural crossings are assumed to be at the apex of each meander; the meander spacing is a function of topographic slope. Bridge spacing is assumed given. The distance to each of these crossinq points (DX) or (DB) is calculated from the assumption that the vehicle encounters the linear feature any where between the crossings with equal

probability.

V-6.1

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v^^^^^^r^^mm^ ii in

twmH>twt*mh»vw*wtfmsKt~'*.ti':-l- . ,;,'.. 11 ■.•.*Tt'tPff[

Inputs Vehicle: V = average travel speed adjacent to river or dry feature, in/sec

VSS = maximum combination swimming speed, in/sec (= 0.for non- swimmers)

Terrain: BRIDGS * mean bridge spacing along feature, ft.

SLOPE = nominal terrain slope, percent

Outputs DB = mean distance to nearest bridge, ft.

DX = mean distance to nearest exit site, ft.

T = mean travel time to nearest crossing site, min,

J

Algorithm

a. calculate average distance to nearest bridge and exit

DB = .5*BRIDGS

DX = 5280./[8.3 - 1.1 * SLOPE]

b. calculate land travel time to nearest exit

if VSS = 0. then non-swimmer

T - OB*12./(V*60.)

else swimmer

T = 12./[(1/DB+1/DX)*V*60.)

return to Module I. Control and I/O.

V-6.2

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ü

MODULE VI

ROAD

VI-1

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ROAD MnmiLE

*>

The iiodd flodule computes a maxiniuni speed that a wheeled vehicle is expected to maintain on a road segment. Mo provisions are currently included for tracked vehicles. The term road is intended to include both prepared and unprepared trails and all types of maintained and/or paved (oiled, stabilized, etc.) roads. Generally, roads are classified into primary and secondary roads and trails. These are characterized by a surface/wheel interaction involving:

1. No sinkage.

2. Soil shear properties replaced by a coefficient of friction.

3. Resistance depending on a surface micro-roughness level.

Roads may have slope and curvatu/e along the direction of travel and superelevation normal to it. A visibility distance similar to that in the Areal Module is also included.

Calculation of resistance to motion is based on a standard SAE procedure (Reference 8) modified by certain relationships found in Reference 9 by Smith.

Included are resistance and performance effects due to altitude, atmospheric pressure, temperature and wind.

The speed limited by these resistance factors (road surface, aerodynamics, grades) may be further reduced to a final maximum speed due to:

1. Ride effects caused by roughness.

2. Curvature and superelevation of the roadway.

3. Visibility restrictions due to roadside factors.

4. Tire pressure/construction factors.

VI-2

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i> Scenario variables allow:

1. Adjustment of weather factors including ambient temperature, wind, and dry, wet or ice covered roads.

!

2. Human tolerance factors for ride roughness, deceleration and reaction time.

The individual routines of the Road Module are described below. Due to similarity between the Areal Module and the f<oad Module several routines and subroutines from f,he Areal Module are used without modification.

VI-3

— MMMHM — - - ■ . J

Scenario Values Reciuired by Road Mo-J

Variable Name

AMbT

1SURF

LAC

WCGUCL

NTRAV

RLACT

SFTYPC

VISMNV

WINUV

,-JÜPP

Routine Used

1,3,5

2

6

1,5,6,7,8

7

6

1

8

Meaning

Ambient temperat.re, 0f

= 1 if roadway is dry

= 2 if roadway is wet

= 3 if roadway is ice covered

Roughness acceptance level

Maximum deceleration driver will actually use, g's

= 1 for traverse


Driver reaction time, sec.

Percent of maximum deceleration available that driver will actually use, percent

Speed at which driver will proceed if visibility is entirely obscured, in/sec

Head wind speed, in/sec.

Operating tire pressure indicator:

= 0 if tire pressure soil dependent



= 3 if always use highway dependent tire pressure

VI-4

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■"*'

*, VEHICLE INPUT DATA REQUIRED BY ROAD MODULE

I

Variable

ACU

Routine

AVGC 1

J AXLSP(i) 1 ■

?! | ÜCW 1,5,6.7 I ,, GCWB 1,5 3- t.

1 1 | CGH 4 r

IT(i) 1

MAXIPR

MAXL 2

NAMBLY 1

NGR 1

NWHL(i) 1

PFA 1

RMS(NR) 2

TRACTF(NG,MD) 1

Meaning

Aerodynamic drag coefficient

Average cornering stiffness of tires, lb/deg.

Distance from running gear assembly 1 to next (inter-axle distance), in.

Gross combination weight, lb.

Gross combination weight on all powered running gear assemblies, lb.

Height of CG, in.

= 0 if running gear assembly i is not part of a tandem axle

j / 0 if running gear assembly is the j"1 of a tandem axle

Number of surface roughness values per level

Number of roughness levels specified

Number of running gear assemblies

Number of gears

Number of wheels on assembly 1

Projected frontal area, in^

NR^ surface roughness value, in.

Tractive effort available from drive train at mid-range speed in gear NG, lb.

VI-5

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tmtBmmmMKm i i

Variable Routine

TRACTF(NG,MN) 1

TRACTF(NG,MX) 1

VGV(NG,M[J) 1

VGV(NG.MN) 1

VGV(NG,MX) 1

VKlÜL(NR,L) 2

VTIRE(j)

WGHT(i) 1

WTMAX 4

XBR 5

Meaning

Tractive effort available from drive train at minimum speed in ciear NG, lb.

Tractive effort available from drive train at maximum speed in gear NG, lb

Mid-ranqe speed in gear NG, in/sec.

Minimum speed in gear NG, in/sec.

Maximum speed in qear fiG, in/sec.

Maximum speed over ground with roughness level RMS(NR) at roughness acceptance level L, in/sec.

Maximum steady state speed beyond which structural damage will occur to tires, in/sec, at pressure specified for j=l fine grained, =2 coarse grained, =3 highway


Maximum lateral distance from CG to outer wheels, in.


VI-6

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1. Speed Limited by Aerodynamic, Rolling, Cornering and Grade Resistance " -——.---.. — ~ ~ ™. -. .~.-^..

Description: This routine calculates resistances due to aerodynamic drag, rolling, cornering and grades. The rolling resistance due to tandem axle alignment (FTC) and grade resistance (FG) are independent of velocity (Reference 7). The velocity dependent resistances; i.e., aerodynamic drag (FA), rolling resistance (FR) and drag resulting from tire cornering force-' (FCC) are calculated for the minimum, mid- range and maximum speed in each gear (VGV(MG, MN), VGV(NG,MD), VGV(NG,MX)). These total velocity dependent resistances (FV) are then subtracted from the net available tractive effort on the road at these respective speeds.

To obtain the net available tractive effort on the road (STRACT) the rim pull tractive effort calculated in the Vehicle Preprocessor (TRACTF) is compared to the friction available on the road (FMU). Whichever is less is chosen and the total speed resistance (FV) is subtracted to obtain the net available tractive effort (STRACT).

Subroutines QUAD and VELFOR (described in the Areal Module) are used to fit quadratics to the net available tractive effort versus speed values and to determine the maximum speed which can be maintained while overcoming these resistances.

VI-1.1

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m vmmmmmmm li^»!,.!,,,» i..""J'WH'.|'J

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. / Input Vehicle: ACD = aerodynamic drag coefficient

PFA = projected frontal area, in^

&CW = grcss combination weight, lb.

GCWP = gross combined «eight on all powered running gear assemblies, lb.

NAMBLY = number of running gear assemblies

IT(i) = 0 if running geor assembly i is not part of a tandem axle

= j / 0 if running gear assembly is the j™ of a tandem axle

WGHT(i) = weight on running gear assembly i, lb,

AXLSP(i) - distance from running gear assembly i to next (interaxle distance), in.

NWHL{i) = number of tires on wheeled assembly i

AVGC = average cornering stiffness of tires, lb/deg.


VGV(NG,MN) = minimum speed in gear NG, in/sec.

VGV(Nü,MD) = mid-range speed in gear NG, in/sec.

VGV(NG,MX) = maximum speed in gear NG, in/sec.

VI-1.2

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TRACTF(NG,MN) = tractive effort available from drive train at minimum speed in gear NG, lb.

TRACTF(NG,MD) = tractive effort available from drive train at mid-range speed in gear NG, lb.

TRACTF(NG,MX) = tractive effort available from drive train at maximum speed in gear NG, lb.

Roadway: ECF = elevation correction factor for tractive effort

HG = atmospheric pressure, inches of Hg

SURFF = 1 if highway

> 1 if rougher

RADC = radius of curvature, in.

EANG = superelevation angle, radians positive for vehicle lean into curve

GRADE = grade, percent

FMU{i) = roadway coefficient of sliding friction for i = 1 if dry, = 2 if wet, = 3 if ice covered,


s 3 for average up, level and down travel

AMBT = ambient temperature, 0F

WINDV = head wind speed, in/sec.

VI-1.3

nirliTr'ntiiii fiiümiiiiiidia ■ i „mm.*,-.,,.,.;,^ y imtllmimmm ■■"-■- .-■ ■■ ■■

lUinwiK.iiwii

Output

I SURF = 1 if roadway surface is dry

= 2 if roadway surface is wet

= 3 if roadway surface is ice covered

VRSIST(K) - speed limited by aerodynamic rolling, cornering and grade resistance for K = up, level and down, in/sec,

Algorithm

a. 6! = -J- *(GRADE/10P.)

e2 = t.

63 = -ei

NWHLS.. NAMBLYNWHL(i)

1

b. Superelevation effect factor

FE = l.-.5*14.95*[RADC/12.]*EANG

c. Drag from tandem aligning forces

WTSPA = 0.

do for NA = 1 to NAMBLY

if IT{NA) f 1 then next running gear assembly NA

else WTSPA = WTSPA + [WGHT(NA)+WGHT(NA+1)]*AXLSP(NA)

next NA

after all NA

FTC « FE*[.5*FMU(ISURF)*WTSPA/RADC]

VI-1.4

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<> d. Do for K = 1 to NFAV in steps of 2

FG = GCW*s1nüK

e. Do for NG = 1 to NGk

do for L = MN,M0,MX

f. Aerodynamic drag

*46^ÄMBT*PFA*[VGV{NG.L)+WINDV]2

g. Rolling resistance

if GCW < 10.000.

then FR = GCW*coseK*[.0116+.000228*VGV(NÜ,L)*

else (GCW > 10,000.) 3600.

FR=GCW*co5eK*[.0068^.000074*VGV(NG,L)*12.*5280j*SURFF

Drag resulting from tire cornering forces i— ^fifllfl 2—12 GCW*cos6 * [VGVjNG.L)*^j;^]

FCC = FE* in.*RADC/12. 1

NWHLS*AVGC

Total speed dependent resistance

FV = FAD+FR+FCC

Net tractive effort

STRACT(NG,L.K) = min{ECF*TRACTF(NG,L),FMU(ISURF)*GCWP*

coseK}-FV

VI-1.5

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J

1.

next L

after all L

Fit quadratic to gear and find resistance speed

CALL gUAD(FC(NG,K).FB(NGtK).FA(NG.K). VGV(NG,MN),STRACt(N6,MN,K). VGV(NG,MU),STRACT(NG,MDfK), VGV(NG,MX),STRACT{NG,MX,K))

next NG

after all gears

FÜRMX(K) = max {STRACT{N6,L,K)}

VFMAX(K) = VGV(NG,L) at above max

CALL VELF0R(FTC+FG,VRSIST(K),K,N6R,FA,FB,FC,VGV.F0RMX, VFMAX)

If NTRAV = 1

then exit

else next K

VI-1.6

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MKIlflllmlß*mm*mmmmmmmmmmmmllm'™**^^^^' ' ' mmmmmmwmmmm* ■■.■-,

Bw'^mmmufmummtrnmimmmi «*w» 1 2. Speed Limited by Road Roughness

Description: This routine determines the maximum allowable roa£l Spee<j based on driver tolerance to rough ride. It is identical to Submodel 10 of the Areal Module.

Putput: VRIÜ = speed limited by roughness, in/sec.

VI-2.1

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^««Pi'îWWMtW'iWrirn»'«»« yf^n?w*vA^wwiiiM*f^ •■'

4> 3. Speed Limited by Sliding in Curves

Description: This routine calculates the maximum road speed in a curve limited by sliding (VSLID). The centrifugal force relationship used includes road curvature (RADC), superelevation anqle (EANG) and road coefficient of sliding friction (FMU) (Reference 10). The constant 385.9 is the acceleration of gravity in in/sec ¥

VI-3.1

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Input Roadway:

Scenario:

Output

RADC = radius of curvature, in.

EANG " superelevation angle, radians positive for vehicle lean into turn

FMU(i) = roadway coefficient of sliding friction for ixl if dry, =2 if wet, s3 if ice covered

I SURF = I if roadway surface is dry

s 2 if roadway surface is wet

= 3 if roadway surface is ice covered

VSLID * speed limited by sliding on curves, in/sec.

Algorithm

VSLID = SQRT(385 9^DC*[tan(EANGHFMU(ISURF viLiu ayKivji».» l-FMU(ISURF)nan(EANG)

ISURF)] )

VI-3.2

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'fl!*RP!IW^.1W»ll^t ^1^^

4. Speed Limited by Tipping While Negotiating a Curve

Description This routine calculates the maximum road speed which can be maintained in a curve limited by tipping of the vehicle (VHP) (see Reference 10), The relationship for VHP is obtained from the equation expressing the equilibrium of moments around the outer tire/pavement contact point. The forces involved are the centrifugal force and the weight of the vehicle. Constant 335.9 (in/sec2) is the gravitational acceleration g.

VI-4.1

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iWHumin inaiMHi i i 'mi'mmmi' HWWHWWBW .»mm ,MWmm.mi wmnrm*«**

Input

output

Algorithm

VTIP = SQRT

Vehicle: CGH = height of CG, in.

WTMAX = controlling lateral distance from CG to outer wheels, in.

Roadway: RAÜC = radius of curvature, in.

EANG = superelevation angle, radians positive for vehicle lean into turn

VTIP = speed limited by tipping on curves, in/sec.

/,Q£- ^KADC*[WTMAX+CGH*tan(EANG)]. (385-9 CGH-WTMAxHan(EANd) '

VI-4.2

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WMMMCniMlKS • imBmmmmmmatammnmm < ,n'-itnM»rÄti'r«.*f,'«\'«i-'iif<«»--,-.'.r


Description: This routine calculates the total maximum braking force (TBF) available on a grade. The braking force due to the grade is added to the minimum of the braking force from the vehicle (XBR) or the road surface to produce the total maximum braking force (TBF). If the total maximum braking force is negative, then the final average speed on this road segment is set to zero and a braking NO-GO flag is set (BFGONO). This flag is set with the apriori notion that the vehicle could not be slowed down to a safe speed to negotiate curves.

VI-5.1

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Input Vehicle: GCW = total combination weight, lb.

GCWB = combination vehicle weight on braked wheels, lb.

XBR = maximum braking effort vehicle can develop, lb.

Roadway: GRADE = grade, percent

FMU(i) = coefficient of sliding friction for i=l if dry, i=2 if wet, i=3 if ice covered



I SURF = 1 if roadway is dry

= 2 if roadway is wet

= 3 if roadway is ice covered

Output TBF(K) = total roadway/slope/vehicle braking force for K - up, level and down, lb.

BFGONO = 1 if vehicle braking is inadequate for downslope operation

= 0 otherwise

VSEl = average speed, in/sec.

= 0 if inadequate braking

Algorithm

0, = UPGRADE/100. 1 4

0-: -Ü 1

VI-5,

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PMHnimiwM IJJIHIü.

TBF(u) = GCW*sine1+min{XBR,FMU(ISURF)*GCWB*cosü1}

if NTRAV = 1

then if TBF(u) < 0.

then VSEL * 0

BFGONO = 1


else BFGONO = 0

exit

else

TBF(d) = GCW*sine3 + min{XBR,FMU(ISURF)*GCWB*cos03}

if TBF(d) < 0.

then BFGONO = 1.

VSEL = 0.


else BFGONO = 0.

exit

VI-5.3

-■■■ ■' ■ i ■■'- -- - ■■-■

't'?if^*"ir,*^7tf^

4J Driver Dictated_BraMnc

Description: This routine calculates the maximum brakini that the driver will use based on comfort limits of the driver. It is identical to Submodel 12 of the Areal Module.

Output: MXBF(K) = maximum braking force for slope ^^— K = up, and down. lb.

*

VI-6.1

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I r: ■

; r

7 Speed Limited by Visibility

Description: This routine calculates the maximum road speed limited by visibility (VELV). It is Identical to Submodel 13 of the Area! Module with the exception that the height of the driver's eyes above ground is not considered.

VI-7.1

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Inputs

Output

Vehicle: GCW = gross combination weight, lb.

Roadway: RECD = recognition distance, in.

Scenario: VISMNV = speed at which vehicle will proceed If visibility is entirely obscured, in/sec

REACT = driver reaction time, sec

NTRAV = U)' w.,-verse

= c iur average up, level ai'd down travel

Derived: MXBF(K) = maximum braking force for slope K = up, level and down, lb.

VELV(K) = speed limited by visibility, in/sec

Algorithm

do for K » 1 to NTRAV in steps of 2

ACC = MXBF(K)*385.9/GCW

D = (REACT*ACC)2+2*RECD*ACC

C = ACC*REACT

VELV(K) = -RECD/[C-SQRT{0)]

if VELV(K) < VISMNV

then VELV(K) = VISMNV

next K

else next K

exit

VI-7.2

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•wmm «i i '"mm

Maximum Road Speed

Description: This routine selects the average allowable road speed (VSEL) on the given road segment. The selection is made by choosing the minimum of all previously calculated speeds due to resistances, driver comfort limits and safety limits. Included in the safety speed limits is the speed limited by tire inflation pressure to prevent structural damage to the tire (VTIRE).

The final selected average speed is calculated in the same manner and using the same rationale as that used in selecting the average speed in Submodel 21 of the Areal Module; i.e., a harmonic average of the up, level and down slope speeds is taken to obtain the average selected road segment speed.

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VI-8.1

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Input Vehicle: VTIRE(j) = maximum steady state speed beyond which structural damaqe will occur to tires, in/sec, at pressure specified for j=l fine grained, =2 coarse grained, =3 highway

Derived: VRSIST{K) = speed limited by aerodynamic rolling, cornering and grade resistance for slope K = up, level and down, in/sec

VRID = speed limited by roadway roughness, in/sec

VSLID = speed limited by sliding off curves, in/sec

VTIP = speed limited by tipping in curves, in/sec

VELV(K) = speed limited by visibility, in/sec

. )



NOPP = Operating tire pressure indicator:

= 0 if tire pressure soil dependent

= 1 if always use fine grained soil tire pressure



Outputs VSEL = average speed, in/sec

VSLOPE(K) = final selected averaqe speed on slope K 3 1 up, =3 down, in/sec

VI-8.2

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I *> Algorithm

a. if NOPP ?« 0.

then j * NOPP

do b.

else j = 3

b. do for K = 1 to NTRAV in steps of ?

VSLOPE(K) = min{VRSIST(K),VRID,VSLID,VTIP,VELV(K),VTIRE(j)

if NTRAV = 1

then VSEL - VSLOPE(l)

return to Module I. Control and I/O

else next K

after all K VSEL = 2/[„ J[„ ,> ^ f. return to Module I. Control and I/O

VI-8.3

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MODULE VII

RIDE DYNAMICS

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41 RIDE DYNAMICS MODULE

The R1de Dynamics Module of AMC '74 (Reference 3) provides the driver dictated speed limits due to vibration and shock while traveling over rough terrain or discrete obstacles. AMC '74 includes provisions for more than one tolerance level to rough ride. Potential tolerance levels for short and medium range duration of vibration Input to the driver, other occupants or cargo are foreseen as outcomes of ongoing dynamics research. The Ride Dynamics Module described in Reference 3 provides the speed versus surface roughness values tables at specified tolerance levels and also the speed versus obstacle heights for single or multiple obstacle crossings.

VII-2

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MODULE VIII

OBSTACLE CROSSING

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OBSTACLE CROSSING MODULE

Background

The Obstacle Crossing Module of AMC executed module which solves the static for a vehicle negotiating an arbitrarily solution of these equations produces the to cross an obstacle, the average force entire obstacle override and a geometric between the critical clearance points on obstacle profile. This module replaces and OBSF in AMC '71.

74 is an externally equations of equilibrium shaped obstacle. The maximum force required required during the interference history the vehicle and the

the subroutines OBSTCL

The features of the Obstacle Crossing Module which set it apart from the methods used in AMC '71 are:

1. Inclusion of suspension compliance within the equations of equilibrium.

2. A single degree of pitch articulation for multiple unit vehicles.

3. Arbitrarily shaped obstacles.

4. Average and maximum forces required during override.

5. Permanent file of vehicle's obstacle crossing performance.

The Obstacle Crossing Module may be executed for a single obstacle or several obstacles of varying sizes. If several obstacles are examined then a permanent file of obstacle performance can be generated for a given vehicle. This file is used in the Area! Module to determine the vehicle approach and exit velocities while crossing a specific obstacle in the patch.

Multiple unit vehicles which have a single degree of pitch articulation can be examined in this module. Thus, tractor/ trailer combinations are mon1 accurately addressed in AMC '74 than was possible in AMC '71.

nu-2

■ -!- ••- • -" ■

The Obstacle Crossing Module described herein is formulated for wheeled vehicles only. A tracked vehicle version 1s currently being developed and will be published at a later date as a revision to the current write-up.

Methodology

The forces and interference history are obtained by a stepwise move.ent of the vehicle over the obstacle . The vehicle's orientation (attitude and position with res~ect to the obstacle), and the tangential tire-obstacle forces are calculated by solving the static equations of equilibrium at each step. The vehicle is represented as a rigid beam on springs which are located at the vehicle's upper suspension supports. The beam springs represent either independent or bogie type suspensions. The lower ends of these springs are located at t he wheel hubs. Each suspension suppo:-t has ar. initial load which is the curb weight (no payload) of the vehicle on that support . The payload of the vehicle 1s represented as a concentrated load located at the center of gtavity of the actual payload.

The obstacle profile must be modi f ied to obtain the geometric interference history. The path that t he wheel hubs fol low over the obstacle is calculated and defined as the modified profile. The vehicle is moved across the modified obstacle profile and the clearances between the ac t ual obstacle profile an1 the reference line on the vehicle are found for the entire lengt~ of the vehicle.

The clearance data that are compileJ represent the minimum clearance between a point on the obstacle profile grid and the entire vehicle. These values can be pos iti ve or negative. At each step, the wheel travel and/or bogie swing angle are checked to determine if the suspension bump stops have been contacted . If a bump stop limit is reached , zero suspension t ravel is defined fn the equations.

The tangential force at the tire-obs tacle in terface is also calculated at each step. The inclination angl e of the tire contact patch is determined and the t angent ial t i re-obstacle Interface force 1n turn 1s calculated. The t angent ial forces are sum.ed to obtain a total tracti ve force for the vehi cle.

Vlll -3

SCENARIO VALUES REQUIRED BY OBSTACLE CROSSING MODULE

Variable Name

LOBST

Routine Meaning

type of obstacle terrain input data:

0 if class interval numbers for OBH, OBAA. OBW

1 if arbitrary obstacle contour

2 if values for height (HOVALS), angle (AVALS), and width (WVALS)

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VEHICLE INPUT DATA REQUIRED BY OBSTACLE CROSSING MODULE

Variable Routine

ANGLIM{SUP) 6

BMIDTH(SUP) 6

CPLEN(SUP) 6

DEE1 2.6

1 ;

DEE2 2.6

DELTW1 6

•

i DELTW2 6

i DJOINT 2.4,6

DLIMDN(SUP) 6

DLIMUP(SUP) 6

EFFRAO(SUP) 4.6

Meaning

angle limit of bogie suspension for support SUP. (« 0 if no bogie), deg.

bogie swing arm wiuth for support SUP, (* 0 if no bogie), in.

length of tire contact patch at support SUP, in.

distance from the front of the vehicle to the CG of the payload of the first unit, in.

distance from the front of the vehicle to the CG of the payload of the second unit {» 0 if single unit vehicle), in.

weight of payload on first unit. lb.

weight of payload for second unit (» 0 if single unit vehicle), lb.

length cf the first unit to nearest inch, in.

downward suspension travel limit in wheel plane for support SUP. in.

upward suspension travel limit in wheel plane for support SUP. in.

effective radius of tire at support SUP. in.

VIII-5

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EJOINT

ELL(SUP)

EQUILF(SUP)

JFLAG

KAY(SUP)

NPTSC1

NPTSC2

NSUSP

NSUSP1

REFHT1

4,6 length of the second unit to nearest Inch (* 0 1f single unit vehicle). In.

1,2.6 distance to each suspension support from front of first unit to support SUP, In.

6 equilibrium load on one side of vehicle at suspension support SUP, lb.

2,5,6 = 1 if single unit vehicle

= 2 if two unit vehicle

2,6 spring constant in the wheel plane at suspension support SUP, lb/in.

5 number of points that describe the clearance contour of the first unit above ground, at equili brium with no payload

5 number of points that describe the clearance contour of the second unit above ground, at equilibrium with no payload (■ 0 If single unit vehicle)

2,4,6 total number of suspension supports for entire vehicle

6 number of suspension supports for the first unit (= 0 if single unit vehicle)

5,6 height above the ground of a horizontal reference line located on or near the upper suspension supports of the first unit (vehicle with no payload), in.

VIII-6

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Variable

REFHT2

Routine

5.6

SFLAG(SUP)

VL

XCLC1

1

5

XCLC2

YCLC1

YCLC2

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height above ground of a horizontal reference line located on or near the upper suspension supports of the second unit (= £) If the vehicle has only one unit). in.

suspension type at support SUP:

0 » independent

1 = bogie

total length of vehicle, in.

x coordinate of the deardnce contour of the first unit above ground at eq'jilibr-'um with no payload at contour station POINT, in.

x coordinate of clearance contour of the second unit above ground at equilibrium with no payload at contour station POINT, in. (= 0 if sintjle unit vehicle)

y coordinate of the clearance contour of the first unit above ground at equilibrium with no payload at contour sta'ion POINT, in.

y coordinate of clearance contour above ground at equilibrium with no payload at contour station POINT, in. (= ti if single unit vehicle)

VIII-7

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1. Calculation of Obstacle Breakpoints

Description This routine calculates the obstacle breakpoints that will be used to make »r, array of the obstacle contour. The user may choose one of three ways (LOBST) to input obstacle data:

a. Obstacle class numbers as used in AMC '71 may be entered and the obstacle breakpoints calculated.

b. Values for the obstacle height, approach angle and width are entered and the obstacle coordinates calculated.

c. The (x,y) coordinates that describe an obstacle of arbitrary size can be entered using the following procedure:

(1) The first point is (01,0)

"y" (2) The second point must have a coordinate of zero and an "x" coordinate greater than the radius of the first tire on the vehicle.

(3) The last two coordinates must be selected to allow the vehicle to be completely clear of the obstacle, i.e., the distance between the last two coordinates must be greater than the total length of the vehicle.

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Inputs Vehicle: ELL(l) = distance from front of vehicle to first suspension support, in.

VL = total length of vehicle, in.

Terrain: OBAA = obstacle approach angle, rad.

OBH « obstacle height, in.

OBW ■ obstacle tase width, in.

NPTSPR = number of point pairs in arrays XPRF(PT), YPRF(PT)

XPRF(PT) a x coordinate of obstacle contour at grid point PT, in.

YPRF(PT) = y coordinate of obstacle contour at grid point PT, in.

NOHGT = number of obstacle height values for which force to ovtrride obstacles is given

HOVALS(NH) = value of NHth height, in.

NANG = number of obstacle approach angle values for which force to override obstacles is given

AVALS(NA) = value of NAt^ approach angle, rad.

NWTH = number of obstacle widths values for which force to override obstacles is given

WVALS(NW) = value of NW^1 width, in.

VIIM.2

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** Scenario: LOBST = type of obstacle terrain Input data:

■ 0 1f class Interval numbers for OBH, OBAA, OBV*

» 1 If arbitrary obstacle contour

* 2 If values for height (HOVALS), angle (AVALS), and width (WVALS)

Outputs NPTSPR 3 number of points that describe the obstacle contour

XPRF(PT) = x coordinate of obstacle contour at grid point PT, In.

YPRF(PT) » y coordinate of obstacle contour at grid point PT, In.

NOTE: XPRF(PT) and YPRF{PT) are outputs when LOBST = 0 or 2

Algorithm

a. determine type of terrain input data that has been selected

If LOBST - 0 then do b.

else if LOBST = 1 then exit

else (LOBST = 2)

OBH = HCVALS(NH)

OBAA = AVALS(NA)

OBW = WVALS(NW)

b. obtain obstacle dimensions OBAA, OBH, OBW

XPRF(l) = YPRfd) = YPRF(2) = 0.

VII1-1.3

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XPRF(?) « ELL(l) + 2.

if OBAÄ > Ti (trench)

then OBH » - OBH

A = (OBAA - v )

else (OBAA < „ )

A » ( TT - OBAA)

XPRF(3) =» XPRF{2) + (OBH/Â))

YPRF(3) = OBH

XPRF(4) = XPRF(3) + OBW

YPRF(4) = OBH

XPRF(5) = XPRF(4) + (0BH/Un(A))

YPRF(5) = 0.

XPRF(6) = XPRF{5) + VL

YPRF(6) = 0.

VIII-1.4

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<P Static Egiilllbriüm Equation Coefficients

Description This routine calculates the coefficients [A] of the equilibrium equations which are solved for the vertical displacement of the payload (Z) and vehicle inclination angle (0).

The vehicle is represented as a beam with arbitrary supports (See Fiqure VII1-1). The equations of static equilibrium are:

N N N [ Z KJZ + [ T. K.(d-fc.)]0 -- -AW+SK.x. . . .

1=1 ' 1=1 1 1 1=1' 1

N N [ i Md-nJlZ + [ T. K^d-Ô lo

1=1 1=1

Z K.(d-S.i)xi

1=1

(1)

(2)

where:

N = number of suspension supports

K^ = spring constant at each suspension support i

AW = payload vector

d = location of payload vector, AW

i, - location of each support i

x-j = lower support deflection of suspension support 1

Z = vertical displacement of reference line at point of application of payload vector

6 = Inclination angle of 1st unit reference line

The static equations of equilibrium have been linearized for the inclination angle 0. This assumption is valid for the combined range

VII1-2.

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of military vehicle wheel bases and obstacle heights which appear in the areal features terrain data. These coefficients are used in the Routine 6, Minimum Clearance and Tangential Forces.

VIII-2.2

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Inputs Vehicle: JFLAG = 1 if single unit vehicle


NSUSF = total number of suspension supports for entire* vehicle

KAY(SUP) = spring constant in the wheel plane at suspension support SUP, lb/in

DEE1 = distance from the front of the vehicle to the CG of the payload of the first unit, in.

DEE2 = distance from the front of the vehicle to the CG of the payload of the second unit, in. {= )fl if single unit vehicle)

ELL(SUP) * distance to each suspension support from front of first unit to support SUP, in.

DJOINT = length of the first unit to nearest inch

Outputs A(i,j) = coefficients of static equations of equilibrium, i x j = 2 x 2, single unit vehicle; i x j - 3 x 3, two unit vehicle

Algori thm

a. All = A12 = A22 = A13 = A23 = A33 = $.

if JFLAG = 2 (two unit vehicle)

then do b.

else CJFLAG = 1, single unit vehicle)

do for SUP = 1 to NSUSP

VIII-2.4

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All = All + KAY(SUP)

A12 = A12 + KAY(SUP)*(DEE1-ELL(SUP))

A22 = A22+KAY(SUP)*[(DEEl-ELL(SUP))2j

next SUP

All = 2. * All

A12 « 2. * A12

A21 - A12

A22 = 2. * A22

exit

b. calculation of coefficients for a 2-unit vehicle

bl. coefficients for first unit

do for SUP = 1 to NSUSP1

All ^ All + KAY(SUP)

A12 = A12 + KAY(SUP) * (DEEl-ELL(SUP))

A22 = A22 + KAY(SUP) * [{DEEl-ELL(SUP))2]

next SUP

b2. coefficients for 2nd unit

do for SUP = NSUSP1+1 to NSUSP

All = All + KAY(SUP)

A12 = A12 + KAY(SUP) * (DEE1-DJ0INT)

A13 = A13 + KAY(SUP) * (ELL(SUP)-DOOINT)

A22 ' A22 + KAY(SUP) * [(DEE1-DJ0INT)2]

A23 * A23 ♦ KAY(SUP) * (ELL(SUP)-DJ0INT)*(DEE1-0J0INT)

VIII-2.5

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A33 = A33 + KAY(SUP) * [(ELL{SUP)-DJOINT)^

next SUP

All = 2. * All

A12 - 2. * A12

A13 = 2. * A13

A21 - Al 2

A22 = 2. * A22

A23 = 2. * A23

A31 « Al 3

A32 = A23

A33 = 2. * A33

VIII-2.6

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3. Obstacle Profile Contour

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Inputs

Outputs

Derived: NPTSPR = number of points that describe the obstacle contour

XPRF(PT) « x coordinate of obstacle contour at grid point PT, in.

YPRF(PT) = y coordinate of obstacle contour at grid point PT, in,

PRF(INCH) = the y coordinate of the obstacle profile at each inch along the profile, in.

Algorithm

do for PC = 1 to NPTSPR - 1

SLOPE = yPRF(PT^l) - YPRF(PT) XPRK(PT+1) - XPRF(PT)

do for INCH = XPRF(PT) + 1 to XPRF{PT+1) - 1

PRF(INCH) = YPRF(PT)+SLOPE*[ INCH-{XPRF(PT) i 1]

next INCH

next PT

exit

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4. Wheel Hub Contour

Description This routine builds the array (HUBPRF) of the path that Is followed by the wheel hubs as the

I vehicle moves over the obstacle. Figure VIII-? siiows the obstacle profile as mcdlfled by the

I wheel. The hub profile Is built by testinq the clearance between points on trie tire periphery (THR) and the obstacle profile (PRF) across the entire lowe»* semi-circle of the tire at sach inch x coordinate along the obstacle. The minimum clearance between the obstacle and tire periphery establishes the vertical coordinate of the wheel hub at the specific inch x coordinate along the obstacle.

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** Inputs

Outputs

Vehicle: NSUSP = total number of suspension supports for entire vehicle

EFFRAO(SUP) = effective radius of tire at support SUP, in.

0001NT - length of first unit to nearest inch

EJOINT * length of second unit to nearest Inch

Derived: XPRF(NPTSPR) = this is the value for the total length of the obstacle profile

PRF(INCH) = y coordinate of the obstacle at the INCHth x coordinate along the obstacle

HUBPRF(SUP.INCH) = the y coordinate of the SiJPth suspension support at each inch along the obstacle

NPTSOB = the total number of points in the obstacle and hub profile arrays

Algorithm

a build hub profile array to reflect modification of obstacle profile by wheel

NPTSOB « XPRF(NPTSPR)


NINT(SUP) » integer { EFF;.AD(SUP) }

THR(l) = 0.

do for K = 2 to NINT(SUP)+1

THR(K) = EFFRAD(SUP) - [(EFFRAD(SUP))? - fK-l)?]1/?

next K

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do fof j = NINT(SUP)+1 to NPTSOB-NINT(SUP)

TEMP - 1000.

TEMP0 = 2000.

TEMP2 = 1000.

b. foreward tire quarter circle

K «= NlNT(SUP)+2

do for INCH - j-NINT(SUP) to j-1

K = K-l

TEMPI « THR(K)-PRF(INCH)

if TEMPI - TEMP2 > 0.

then do bl.

else TEMP = TEMPI

continue

bl. TEMP2 = TEMPI

if TF^r - TZMP0 < 0.

then do b2.

else TEMP = TEMP0

continue

b2. TEMP0 = TEMP

next INCH

tire centerline

TEMPI = THÄ{l)-PRF(j)


then do b3.

else TEMP - TEMPI

VIII-4,4

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^' b3. TEMP2 - TEMPI

if TEMP - TEMP0 < 0.

then do b4.

else TEMt = TEMP0

b4. TEMP0 » TEMP

rearwarl tire quarter circle

K » 1

do for INCH = j+1 to j+NINT(SUP)

K = K+l

TEMP! = THR(K)-PRF(INCH)


then do b5.

else TEMP = TEMPI

b5. TEMP2 = TEMPI

if TEMP - TEMP0 < 0.

then do b6.

else TEMP = TEMP0

b6. TEMP0 = TEMP

next INCH

HUBPRF(SUP,j) = EFFRAD(SUP)-TEMP

next j

c. complete hub profile along level approach and exit stations

do for j = 1 to NINT{SUP)

HUBPRF(SUP,j) = EFFRAD(SUP)

next ]

VIII-4.5

- - ■---■ - - - - iiinii—i—■ m

i« J Mjmmmmîr'^******1 ■win i î«^.»««» in iwiiw m im

do for j = NPTSOB - NINT(SUP)+1 to NPTSOB

HUBPRF(SUPJ) - HUBPRF(SUP.(NPTSOB-NINT(SUP)))

next j

next SUP

exit

VIII-4.6

- ■■ J

.1. ..[ ..■■ wann l v> m PH win J.i ainm« i < < .••P <><<i< i.

u 5• v.e.hlcl_?. Clearance Contour

Description This routine creates the array (REFCLC) which Is the difference between the vehicle reference lines (REFHT1, REFHT2) and the vehicle ground clearance contours at equilibrium ((XCLC1,YCLC1), {XCLC2.YCLC2)).

VIII-5.1

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||^^^î^WP^^miill|lll.l.|l|I.HIII.|.|IHH.IHIWHIWIIWII' ........IM,...I .LT-^-^: - . , ■>.. ■■^■~,

,**. •MPH: . r»--l» ■

Inputs Vehicle: JFLAG = 1 if single unit vehicle


REFHT1 = height above the ground of a horizontal reference line located on or near the upper suspension supports of the first unit (vehicle with no payload), in.

REFHT2 = height above ground of a horizontal reference line located on or near the upper suspension supports of the second unit (= 0 if the vehicle has only one unit), in.

NPTSC1 = number of points that describe the clearance contour of the first unit above ground, at equilibrium with no payload

NPTSC2 = number of points that describe the clearance contour of the second unit above ground, at equilibrium with no payload (= 0. If single unit vehicle)

XCLC1(POINT) = x coordinate of the clearance contour of the first unit above ground at equilibrium with no payload at contour station POINT, in.

■* A

YCLC1(POINT)

XCLC2(P0INT)

y coordinate of the clearance contour of the first unit above ground at equilibrium with no payload at contour station POINT, in.

x coordinate of clearance contour of the second unit abcvt ground at equilibrium with no payload at contour station POINT, in. (= 0. if single unit vehicle)

VIII-5.2

■

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■IP ! i mmm mmipnn

' 'l!!liVJ^'I39«PMmitMni>M ■ *■.«'".*•—^ :•..■•

^^ YCLC?(POINT) =

NOTE:

Outputs

y coordinate of clearance contour above ground at equilibrium with no payload at contour station POINT, in. (= 0. if sinqle unit vehicle)

The coordinate system for these points has the origin (0,0) on the ground at the front of the first unit. The x coordinates are in the horizontal direction and the y coordinates are in the vertical direction.

REFCLCO.INCH)

REFCLC(2,INCH)

the difference between the height of the vehicle clearance contour of the first unit and the reference line height REFHT1 at each inch alomj the clearance contour, in.

the difference between the height of the vehicle clearance contour of the second unit and the reference line height REFHT2 at each inch along the clearance contour, in.

Algorithm

make array of differences between reference lines and clearance contours

do for POINT = 1 to NPTSC1

NTEMP(POINT) = integer { XCLC1(POINT)} + 1

next POINT

do for POINT -- 1 to NPTSCl-l

SLOPE = (YCLC1 (POINTS)-YCLCl(POINT)) ^XCLCl (POINT+D-XCLCl (POINT)

VIII-

■rjmmppamv wspmumpw ' > MJI H I n nmmfim-îinff>''t'my'«"'.'«r'''''l:r'1 «irn-u«i-mw.''iiwrw-

do for INCH = NTEMP(POINT) to NTEMP(P0INT+1 )-l

REFCLCd.INCH) = YCLCl (POINT)+SLOPE*(INCH-NTEMP(POINT))-REFHn

next INCH

next POINT

if JFLAG = 1 {single unit vehicle)

then exit

else (two unit vehicle)

do for POINT = 1 to NPTSC2

NTEMP(POINT) » integer { XCLC2(P0INT) } f 1

next POINT

do for POINT » 1 to NPTSC2-1

SLOPE = VCLC2(POINT-l)-YCLC2(POINT) XCLC2(P0INT+1)-XCLC2(P0INT)

do for INCH = NTEMP(POINT) to NTEMP(P0INT+1 )-l

REFCLC(2,iNCH) = YCLC2(P0INT)+SL0PE*(INCH-NTEMP(P0INT))-REFHT2

next INCH

next POINT

exit

VIII-5.4

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I ■■"■'"T ■' ■■>v^*^*w^^^^^ i in injiiiinpiiiiiii.

1 ■"'■■•"■. .■ttfl^ft/ciH:'- f ..WBWW*lMMWl^"TT'»*weNffi^^

%0 6, Minimum Clearance and Tangential Force

This routine calculates the minimum clearances (CLRMIN) between points on the vehicle underbody and points along the obstacle profile, and also the summed tangential forces (TFSUM) at the tire-obstacle interface for all tires along the obstacle profile. The clearances and forces are found by determining the vehicle's position and orientation (inclination angle) with respect to the obstacle at each step along the obstacle. In solving the static equations of equilibrium, the Jounce and rebound positions of the vehicle's suspension system are examined for the extent of suspension travel. If travel limits are encountered, then deflection expressions are altered accordingly.

1

VIII-6.1

--■' i J

-•■«ttiQ» ^-BimmBSKp^-, ■■;mi>xmmmir.vm^ •■

Inputs Vehicle: JFLAG = 1 if simile unit vehicle


REFHT1 = height above the ground of a horizontal reference line located on or near the upper suspension supports of the first unit (vehicle with no payToadT, In.

REFHT2 = height above ground of a horizontal reference line locateo on or near the upper suspension supports of the second unit (= 0 if the vehicle has only one unit), in.

NOTE: These reference lines are horizontal with the ground and should be chosen is close as possible to all the upper suspension supports. This is for the vehicle with no payload.

DJOINT = length of the first unit to nearest inch, in.

EJOINT = length of the second unit to nearest inch (= 0 if single unit vehicle), in.

N5USP = total numbor of suspension supports for entire vehicle

NSUSP1 - number of suspension supports for the firr,t unit (= 0 if single unit vehicle)

DEE! = distance from the front of the vehicle to tht1 CG of the payload of the first unit, in.

SFLAG(5UP) = suspension type at support SUP,

0 = independent

1 = bogie

VIII-6.2

mum mmm ■a.—...-..■.,..;,..: ; ..^

'■ V 3 ■■■., ■..■■: ;■■>;«( ,■■ >*■■■ ■ ■ ■ ■

sJ EFFRAD(SUP) = effective radius of tire at support SUP, in.

I

ELL{SUP) 3 distance to each suspension support from front of first unit to support SUP, in.

ANGLIM(SUP) = angle limit of bogie suspension for support SUP, (= 0 if no bogie), deg.

DLIMUP(SUP) « upward suspension travel limit in wheel plane for support SUP, in.

DLIMDN(SUP) « downward suspension travel limit in wheel plane for support SUP, in.

BWIDTH(SUP) = bogie swing arm width for support SUP, (= 0 if no bogie), in.

EQUILF(SUP) = equilibrium load on one side of vehicle at sus~-' pension support SUP, lb,

CPLEN(SUP) = length of tire contact patch at support SUP, in.

DEE2 = distance from the front of the vehicle to the C6 of the payload of the second unit {- 0 if single unit vehicle), in.

DELTW1 = weight of payload on first unit, lb.

KAY(SUP) = spring constant in the wheel plane at suspension support SUP, lb/in

DELTW2 = weight of payload for second unit (- P if single unit vehicle), lb.

Vin-6.3

Oervied: PRF(INCH) = the y coordinate of the obstacle profile at each Inch along the profile, in,

HUBPRF(SUP,rNCH) ■- the y coordinate of the SUP^ suspension support at each inch along the obstacle, in.

REFCLCO.INCH) - the difference between the height of the vehicle clearance contour of the first unit and the reference l^ne height REFHT1, at each inch along the clearance contour, in.

REFCLC(2,INCH) = the difference between the height of the vehicle clearance contour of the second unit and the reference line height REFHT2, at each inch aioiij the clearance contour, in.

A(i,j) = coefficients of equations of static equilibrium

Scenario: JGRID = vehicle movenient step si/e, in.

Outputs CLRMINlNH.NA.NW) = minimum clearance (negative if interference) during override for obstacle of height (KOVALS(NH), approach angle AVALS(M). and widtn WVALS(NW), in.

LOCA(NH,NA,NW) = the distance from the front of the vehicle to CLRMlN{Nh,NA,NW)

TFSUM(INCH) = the total tangential force at the tire-obstacle irterface at each inch location along tne obstacle profile, lb.

VIII-6.4

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Skr

I

*> Algorithm

a. NJOINT - Integer { DJOINT > + 1

NPTSGR «= NJOINT + Integer { EJOINT } + 1

do for SUP » 1 to NSUSP

NGRID(SUP) = Integer { ELL(SUP) } + 1

next SUP

THETA = 0.

PHI = 0.

Initialize main sequence counter; clear working profile arrays

IGRID = -JGRID+1


do for INCH = 1 to NPTSQB

WPRF(INCH) = 0.

WHUB(SUP,INCH) = EFFRAD(SUP)

next INCH

next SUP

b. main loop: advance obstacle and hub working profiles by, JGRIl), grid points

IGRIO = IGRID+JGRID

do for INCH = 1 to IGRIO

WPRF(INCH) = PRF(IGRID-INCH+1)

next INCH

VIII-6.5

■.■—.... i. J


do for INCH = 1 to I6RID

WHU3(SUP,INCH) « HUBPRF(SUP,(IGRID-1+1))

next INCH

next SUP

set control index for wheel plane spring rate modification loop

LOOP = 0.

determine lower support displacements


check suspension type

if SFLAÜ(SUP) = 1

then do bl.

else continue

independent suspension

LWRSUP{SUP) = WHUß(SUP,NGRID(SUP))

next SUP

do c.

bl. bogied suspension: find bogie angle

TEMPI » WHUB(SUP,NGRID(SUP)+ integer { BWIDTH(SUP)/2 )

TEMP2 = WHUB(SUP.NGRID(SUP) - integer {BWIDTH{SUP)/?]

TEMP = (TEMPI - TEMP2)_ integer { BWIDTH(SUP)/2 } * 2

ANGLE « tan"1 (TEMP)

VIII-6.6

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mmmmmmmmmmmmm i.iiun nunniiR •—■ -»-^——

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HWHI,.IUI,I Kim .BWJ-•!.iW-'<i',>«l'^W".'« ■.-■^

*..*■ include previous hull angle in check of bogie angle

ANGLIM(SUP) = ANGLIM^SUP) * ir/180.

check for second unit

if SUP > NSUSP1

then THETA » PHI

else there is no change in THETA

if [ANGLF+THETA] - ANGLIM(SUP) > 0.

then do b2.

else bogie angle within limit of stop

LWRSUP(SUP) = (TEMPl+TEMP2)/2.

BFLAG(SUP) « 1

next SUP

b2. bogie angle beyond limit of stop

if TtMPl - TEMP2 > 0.

tSien do b3.

bogie inclined upward toward front

else LWRSüP(SUP) = TEMP2 - BWIDTH(SUP) * tan{ANGLIM(SUP))

BFLA6(SUP) = 2.

go to b4.

b3. bogie inclined upward toward rear

LWRSUP(SUP) = TEMPI - BWIDTH^SUP) * tan(ANGLIM(SUP))

BFLAG(SUP) = 3.

VIII-6.7

■

I IINIIIII III HI ^^W" ^-"flUiT*'? Ûi'L'UJ.V-^WTWT-^TTf^^llVti, "I,»-**

54. next SUP

c. after all SUP compute position and inclination of ref lines

B1 = B2 = B3 = 0.

If JKLAG =» 2

then do c2.

else do cl.

cl. one reference line


Bl * B1+KAY(SUP)*WHUB(SUP,NGRID(SUP))

82 = 82+KAY(SUP)*(0EEl-ELL(SUP))*WHUB(SUP,NGRID{SUP))

next SUP

81 -- -DEL' :.+2.*Bl

82 = 2.*B2

TEMPI = A11*A22-A12*A21

TEMP2 » A11*B2-B1*A21

THETA = ILMP2 TEMPI

TEMP2 "- B1*A22-A12*B?

ZEE * KW2

TFMFT

do d.

c2. do fcr SUP = 1 to NSUSP1

b. - B1+KAY(SUP)*LWRSUP{SUP)

VIII-6.8

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^n^P^^^^^^W^^^PW^Wi^W^^^^WW!-^— i uiPwiMwum i. in mi. n.mpin.i,,.^—„.,_^,_ .

B2 = B2+KAY(SUP)*(DEE1-ELL(SUP))*LWRSUP(SUP)

next SUP

do for SUP « NSUSP1+1 to NSUSP

Bl « B1+KAY(SUP)*LWRSUP(SUP)

B2 » B2+KAY(SUP)*(DEE1-DJ0INT)*LWRSUP(SUP)

B3 = B3+KAY(SUP)*(ELL(SUP)-DJ0INT)*LWRSUP(SUP)

next SUP

Bl = 2.*Bl-DELTVn-DELTW2

B2 - 2.*B2-DELTW1*{DEE1-DJ0INT)

B3 = 2.*B3-DELTW2*(DEE2-DJ0INT)

TEMPI « (An*A22*A33)+(A12*A23*A31)+(A13*A2l*A31)- (A12*A21*A33)-(A11*A23*A32)-(A13*A22*A31)

TEMP2 = (B1*A22*A33)+(A12*A23*B3)+(A13*B2*A32)- (A13*A22*B3)-(A12*B2*A33)-(B1*A23*A32)

ZEE ' T^P2 TEMPI

TEMP2 = (An*B2*A33)+(Bl*A23*A31)+(A13*A21*B3)- (A13*B2*A3])-(B1*A21*A33)-(An*A23*B3)

THETA = TEMP2 TEMPI

TEMP2 = {A11*A22*B3)+(A12*B2*A31)+(B1*A21*A32)- {B1*A22*A31)-(A12*A21*B3)-(A11*B2*A32)

PHI -JMl TEMPI

VIII-6.9

■-- :------■^^■■:

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d. complete computation of upper suspension support displacements, suspension Incremental deflections, Incremental and total forces

one reference line


UPRSUP(SUP) = ZEE+(DEE1-ELL{SUP))*THETA

DELDEF(SUP) = LWRSUP(SUP)-UPRSUP{SUP)

DELFRC(SUP) ' 2 *KAY(SUP)*DELOEF{SUP)

TOTFRC(SUP) " 2.*EQUILF(SUP)+DELFRC(SUP)

next SUP

If JFLAG = 1 (single unit vehicle)

then do d2.

else (two unit vehicle, second reference line)

dl. do fo'' SUP * NSUSP1+1 to NSUSP

UPRSUP(SUP) = ZEE+(DEE1-DJ0INT)*THETA+(REFHT2-REFHT1)+ {ELL(SUP)-DJOINT)*PHI

DELDEF(SUP) = LWRSUP(SUP)-1JPRSUP(SUP)

OELFRC(SUP) = 2.*KAY(SUP)*DEL0EF{SUP)

TOTFRC(SUP) = 2.*EQUILF(SUP)+0ELFRC(SUP)

next SUP

(1?. check deflections aqalnst suspension travel limits

if LOOP - 1

then tjo f.

pise oo for SUP - 1 to NSUSP

NTEMP(SüP) = 0

next SUP

VIII-6.10

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■■■■■;<■'*,:■■■*■■<.-■■ . ,.^. -,, ■ „!, .

x r d3. do for SUP = 1 to NSUSP

if DELDEF(SUP) > 0.

then do d5.

else do d4.

d4. deflection negative: check for downward suspension travel limit

if (-DELDEF(SUP)-DLIMDN(SUP)) < 0.

then next SUP

else KAYTMP(SUP) •= KAY(5UP)

NTEMP(SUP) = 1

KAY(SUP) = absolute { DELFRC(SUP)/DLIMDN(SUP) }

2.

LOOP = 1

next SUP

d5. deflection positive: check for upward suspension travel limit

if DELDEF(SUP) - OLIMUP(SUP) < 0.

then next SUP

else KAYTMP(SUP) = KAY(SUP)

after all SUP, check suspension travel limit stops

NTEMP(SUP) = 1

KAY(SUP) = absolute { DELFRC(SUP)/DLIMUP(SUP) } 2.

LOOP = 1

next SUP

VIII-6.11

mm— 11 mm i i IIIH^MIIl A

e. if LOOP = l'

tllen do f.

else reprocessing of coefficient matrix [A] 1f any wheel plane spring rates have been r.hanged 1n travel limits check

Cll = C12 ~ C13 • C21 = C22 = C23 = C31 = C32 • C33 = 8.


then do el.

else (single unit vehicle)

do for SUP • 1 to NSUSP

Cll = Cll+KAY(SUP)

ClZ = C12+KAY(SUP)*(DEE1-ELL(SUP)}

C22 = C22+KAY(SUP)*[(OEE1-ELL(SUP))2]

next SUP

Cll = 2.*C11

C12 = 2.*Cl2

C21 = Ci2

C22 = 2.*C22

do e3.

el. two unit vehicle: calculation of coefficients for 1st unit

do for 3UP = 1 to NSUSPl

Cll = Cll*KAY(SUP)

C12 :r C'I2+KAY(SUP)*(OEEl-ELL(SUP))

C22 ~ t22*KAY(SUP)*[(DEE1-ELL(SUP)) 2]

next SUP

VI 11-6.12

)

calculation of coefficients for 2nd unit

do for SUP = NSUSP1+1 to NSUSP

Cll = C11+KAY(SUP)

C12 = C12+KAY(SUP)*(DEE1-DJ0INT)

C13 = C13+KAY(SUP)*(ELL(SUP)-DJ0INT)

C22 - C22+KAY(SUP)*[(DEE1-DJ0INT)2]

C23 = C23+KAY(SUP)*(ELL(SUP)-DJ0INT)*(DEE1-DJ0INT)

C33 = C33+KAY(SUP)*[(ELL(SUP)-DJ0INT)2]

next SUP

Cll = 2.*C11

C12 = 2.*C12

C13 - 2.*C13

C21 - C12

C22 = 2.*C22

C23 = 2.*C23

C31 = C13

C32 - C23

C33 = 2.*C33

e2. recompute position and Inclination of reference lines for wheel plane spring rate changes due to travel limit stops being reached

01 = D2 = D3 = 0.


then do e3.

else (single unit vehicle)

VIII-6.13

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do for SUP -■ i to NSUSP

Dl -- Ül + WY(SUP)*LWRSUP(S,ÜP)

D2 - D2+KAY(SUP)*(DEE1-ELI(SUP))*LWRSUP(SUP)

next SUP

Dl = 2.*D1 - 0ELTW1

02 = ?.*D2

TEMPI = C11*C22-C12*C21

TEMP2 = Cn*02-Dl*C21

TEMP2 TEMPI

THETA

TEMP2 = 01*C22-C12*D2

ZEE TEMP_2 TEMPI'

do d.

e3. for two unit vehicle


01 - D1+KAY(SUP)*LW«SUP(SUP)

02 = Ö2+<AV(SÜP)*(DEE1-£LL(SUP))*LWRSUP(SÜP)

next SUP

do for S'JP - NSUr,Pl + l to NSUSP

Dl = Dl + KAY(SUP) * LWRSUP(SÜP)

D2 = L2 + KAY(SUP) * (DEEl-QjniNT) * LWRSUP(SUP)

03 = D3 t KAYISUP, * (ELL{SUP)-DJ0INT) * LWRSUP(SUP)

nexi SUP

VIII-6.14

*~***i™mmmm ■ i»11 >'

%, * Dl = 2.*01-DELTW1-DELTW2

D2 = 2.*02-DELTWl*(OEEl-OJOINT)

D3 = 2.*D3-DELTW2*(DEE2-DJ0INT)

TEMPI = (C11*C22*C33)+(C12*C23*C31)+(C13*C21*C32)- (C13*C22*C31)-(C12*C21*C33)-(C11*C23*C32)

TEMP2 ' (D1*C22*C33)+(C12*C23*03)+(C13*D2*C32)- (C13*C22*03)-(C12*D2*C33)-(01*C23*C32)

ZEE = TEMP2

TEMPI

mn . (CU.O.C^^.m.HCm^;.,-^^

-™ • ?m TEMP2 = (C11*C22*D3)+(C12*02*C31)+(D1*C21*C32)-

(Dl*C22*C31)-{C12*C21*D3)-(Cn*D2*C32

PHI

do d.

TEMP2 TEMPI

restore wheel plane sprinq constants


if NIEMP(SUP) t 0

then KAY(SUP) = KAYTMP{SUP)

else next SUP

VIIl-6.15

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HM^MHMMiMMMMMHMMM J

|PPpl«?f*«î LI ILIJ.^WHIipi i ii. i.i.,, ^.■';i .*î. imqum '.w—.1. nm ■■iiwwiMrj'.'i.-^^1^'

g. determine tire contact patch inclination at tire obstacle interface points: compute total tangential force


if SFLAG(SUP) = 1

then do q2.

else do ql.

ql. independent suspension: check obstacle profile inclination across wheel contact patch

TEMPI = WHUB(SUP.NGRID(SUP) ♦ integer { c£kE_NlsJJfl }) 2.

TEMP2 - WHüB(SUP,NGRID{SüP) - integer { CPLEN(SUH }) 2.

TEMP = (T^°1-TEMP2) integer { CPLEN(SUP)/2. } *2

ANGLE = tan"1 (TEMP)

tangential force

TFORCf(SLiP) - T0TFRC( SUP )*s in (ANGLE)

do q3.

g2. bogie suspension: check bogie flag to determine contact status of bogie wheels

if BFLA6(SUP) = 1

then do g3.

else if BFLAG(SUP) = 2

then do q4.

slse if BFLAG(SUP) = 3

then do g5.

else error. Return to Module I. Controj and I/O.

VIII-6.16

MMMAMaflMt^^MMâMMO^.

mmm ^m "Wpw^wp^WWSWiwi

"r-'':-' ■ ■•■t^D/m-'y- . -'•■■::»•;-( r-.,,.v.

g3. both wheels in contact

TEMP1. ' WHUB(SUP, NGRID(SUP) - integer { BWIDTH(SUP)/2 } + integer [ CPLEN(SUP)/2 } )

TEMP2 » WHUB{SUP, NGRID(SUP) - Integer { BWIDTH(SUP)/2 } - Integer { CPLEN(SUP)/2 } )

TEMP = (TEMPI - TEMP2 )

Integer { CPLEN(SUP)/2 } * 2

ANGLE = tan-1(TEMP)

tangential force, forward wheel of bogie

TFORCE(SUP) = TOTFRC(SUP) * sin(ANGLE)

compute and add tangential force of rearward wheel

TEMPI = WHUB(SUP, NGRID(SUP) + integer { BWIDTH(SUP)/2 ) + integer { CPLEN(SUP)/2 ) )

TEMP2 = WHUB(SUP. NGRID(SUP) + integer { BWIDTH(SUP)/2 } - Integer { CPLEN(SUP)/2 ) )

TEMP = (TEMPI - TEMP2) integer { CPLEN(SUP)/2 }

ANGLE = tan"1(TEMP)

tangential force, both wheels of bogie

TFORCE(SUP) = TFöRCE(SUP) + TOTFRC(SUP) * sin(ANGL£)/2

next SüP: after all SUP, do h.

g4. forward bogie wheel in contact only

TEMPI = WriUB(SUP, NGRID{SUP) - integer { BWIDTH(SUP)/2 I + integer { CPLEN(SUP)/2 i )

TEMP2 = WHUB(SUP, NGRID(SUP) - integer { BWIDTH(SUP)/2 I - integer ( CPLEN(SUP)/2 } j

TEMP = (TEMPI - TEMP2)

integer { CPLEN(SUP)/2 }* 2

VI1I-6.17

^^^ — — MtfHNMMWMlMHMiaM^ ■

iinnji.iipiiiHi.,imiMiMMWij,iiu|inp ''"- > •.»«•• *■" ^n.wiwi.i'H-tfti

ANGLE -- tan"1 (TEMP)

TFORC£(SUP) - TOTFRC(SuP) * sin(ANGLE)

next SUP: after all SUP, do h.

gb. rearward boqie wheel in contact only

TEMPI = WHUQ(SUP, NGRID(SUP) + integer { BWIDTH(SUP)/2 } + integer { CPL£N(SUP)/2 ) )

TEMP2 = WHUB(SUP. NGRID(SUP) + integer { BWIDTH(SUP)/2 } - integer { CPLEN(SUP)/2 } )

TEMP - (TEMPI - TEMP2}

integer ( CPLEN(SUP)/2 } *2

ANGLE = tan"1(TEMP)

TFORCE(SUP) = TOTFRC(SUP) * sin(ANGLE)

next SUP

sum the tangential forces over all the suspension supports for the present orientation of the vehicle and obstacle

TEMP - 0.


TEMP = TEMP+TFORCE(SUP)

next SUP

TFSUM(IGRID) = TEMP

compare present clearance contour with the obstacle profile: retain algebraically the minimum clearance at each point along the vehicle contour

fl -■ F2 - 0.

do for SUP - 1 to NSUSP1

Fl » F'l t tFrRAO(SUP)

next SUP

ViiI-6.18

■■

; ■■• -PrJiKT'-y

4/ F2 = F1/NSUSP1

do for INCH « 1 to NJOINT In steps of JGRID

TEMP * ZEE+REFHT1-F2(DEE1-(INCH-1))*THETA+REFCLC(1,INCH)- WPRF(INCH)

if TEMP - MINCLR(INCH) < 0.

then MINCLR(INCH) = TEMP

LOC(INCH) = IGRID

ITEMP = INCH

next INCH

else ITEMP = INCH

next INCH

If JFLAG ' 1 (single unit vehicle)

then do j

else (JFLAG = 2, two unit vehicle)

F3 - F4 -- 0.

do for SUP => NSUSP1+1 to NSUSP

F3 = F3 + EFFRAD(SUP)

next SUP

F4 = F3/(NSUSP-NSUSP1)

do for INCH = ITEMP+JGRID to NPTSGR In steps of JGRIÜ

TEMP = ZEE+REFHT2-F4+(DEE1-DJ0INT)*THETA+(INCH-1-DJ0INT)* PHI+REFCLC(2,INCH)-WPRF(INCH)

if TEMP - MINCLR(INCH) < 0.

then HINCLR(INCH) = TEMP

LOC(INCH) «= IGRID

next INCH

else next INCH

VIII-6.19

1 . |<^MM|MMgatt||||||| ^ J

check end of obstacle override position

if IGRID < NPTSOB

then do b.

else do k.

find CLRMIN and LOCA

do for INCH = 1 to NPTSGR in steps of JGklü

if CLRMIN(NH,NA,NW) < MINCLR(INCH)

then next INCH

elce CLRMIN(NH.NA,NW) = MINCLR(INCH)

LOCA(NH,NA,NW) = LOC(INCH)

next INCH

Vlll-t.ZO

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i %* 7. Maximum and Average Force to Override an Obstacle

I:

Description This routine determines the average (F00) and maximum (FOOMAX) forces required during the entire override of an obstacle. In previous routines, obstacle negotiation has been addressed via the solution of the static equations of equilibrium fo-mulated using an energy approach, specifically, the Lagrangian. Since this energy method presupposes a conser- vative system, energy losses due to viscous and frictional elements in the vehicle suspension and elsewhere are not treated analytically In the equations thus formed. To accorrmodate for these energy losses an estimate is made for the amount of recoverable energy in the system for complete negotiation of the obstacle. Truly, this rebound attenuation factor (RAF) is a ball park estimate based on the Model Designers' best aUempts at estimating without resorting to a time consuming dynamics solution. The positive valued tire-obstacle tangential forces are attenuated for the energy losses. A value of 1/2 is used for RAF.

vin-7.1

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Inputs Terrain: NH = index of height value u:ed, HOVALS(NH)

NOHGT - number ot" heiqht Vcilues for which force to override obstacles is calculated

Outputs

NA = index of approach angle value used. AVALS(NA)

NANG = number of obstacle approach angle values for which force to override obstacles is calculated

NW = index of width value used, WVALS(NW)

NWTH = number of obstacle width values for which force to override obstacles is calculated

RAF r rebound attenuation factor

TFSUM(INCH) = total tangential force at tire- obstacle interface at each inch location INCH, lb.

F00MAX(NH,NA,NW) * maximum force required during oDitacle override for obstacle of height HOVALS(NH), approach ang'ie AVALS(NA), and width WVALSfNW), lb.

FOO(MH.NA.NW) average force required to override obstacles of heigh' HGVALS{NH), approach angle AVALS(NA), and width WVALS(NWj, lb.

VIII-7.Z

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Algorithm

a. attenuate tangential force for energy losses

do for INCH » 1 to NPTSOB in steps of J6RID

if TFSUM(INCH) > 0.

then TFSÜM(INCH) = RAF*TFSUM(INCH)

next INCH

else next INCH

b. find peak resistance force

PEAKRF « 1000.

do for INCH = 1 to NPTSOB in steps of JGRID

if TFSUM(INCH) - PEAKRF < 0.

then PEAKRF = TFSUM(INCH)

then next INCH

else next INCH

c. find average force to override obstac'ie: discard leading and trailing zeros, include intervening zeros

INDEX! * INDEX2 = 0.

find the number of leading zeros in the tangential force array

do for INCH = 1 to NPTSOB in steps of JGRID

if TFSUM(INCH) = 0.

then INDEX1 = INDEX1+1

next INCH

else next INCH

VIII-7.3

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find the number of trailing zeros in the tangential force array

do for INCH ' 1 to NPTSOB in steps of JGRID

If TFSUM(NPTSOB-INCH+1) • 0.

then INDEX2 ■ INDEX2+1

next INCH

else next INCH

find average force to override

SUM ■ a.

do for KSUM - INn£Xl+l to NPTSOB- INDEX2

SUM • SUMfTFSUM(ICSUM)

next KSUM

after all KSUM

SUM SUM "" (NPTS0B-INDEX1-INDEX2)/JGRI0

F0O(NH<NA,NW) « absolute { SUM }

F00MAX{NH,NArNW) » absolute { PtAKRF }

VIII-7.4

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IX. REFERENCES

1. The Staffs of the Hublllty & Environmental Division, U.S. Army Engineer Waterways Experiment Station, and The Surface Mobility Laboratory, U.S. Amy Tank-Automotive Command: "The AMC '71 Mobility Model". Volumes I and II, Technical Report No. 11789 (LL 143), Warren, Michigan (July 1973)

2. USATACOM and WES: "Vehicle Mobility Assessment for Project WHEELS Study Group" (September 1972)

3. N. R. Murphy: "AMC '74 Ride Dynamics Model". WES In Progress Report

4. G. W. Turnage: "Performance of Soils Under Tire Loads, Report 8, Application of Test Results to Tire Selection for Off-Road Vehicles", Technical Report No. 3-666, U.S. Army Engineer Waterways Experiment Station, Vicksburg. Mississippi (September 1972)

5. "WES-VCI Relations Organic Soils", Unpublished WES Research Effort, Circa 1968

6. A. A. rsUia, C, J. Nuttall, Jr.: "An Analysis of Ground Mobility Models (ANAMOB)", Technical Report No. M-71-4. Ü.S Army Engineer Waterways Experiment Station, Vicksburg. Mississippi (July 1971)

7. L. A. Martin, D. A. Sloss. Jr.: "The Linear Feature Crossing Model of AMC '74", TACOM In Progress Report

I 8. "Truck Ability Prediction Procedure", SAE Recommended

Practice J 588 (1963) v

9. 6. Smith: "Commercial Vehicle Performance and Fuel Economy", SAE SP-355 (1970)

10. J. J. Taborek: "Mechanics of Vehicles", Penton Publications, Cleveland, Ohio (1957)

IX-1

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APPENDIX

VEHICLE DATA

SHEETS

A-l

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VEHICLE DATA SHEET INSTRUCTIONS

The vehicle data sheets for AMC '74 have been revised to provide for greater clarity and convenience to the user In filling them out. Most vehicle component and/or overall vehicle data appearing on the data sheets can be located from standard vehicle characteristic sheets or catalogues (e.g., Tire and Rim Association, Inc. Yearbook) using the nomenclature found in these sources. With the exception rf the water characteristics. Item 5., little or no computation is necessary on the part of the user.

Tne data sheets are structured to minimize human blun- ders in both filling out the sheets and transcribing the data from these sheets to a computer file. Line items are right justified where necessary and double spaced.

Prior to filling out the data sheets, a user is requested to read the Introductory write-up in Module II, Vehicle Preprocessor, to acquaint him with the vehicle nomenclature used throughout AMC '74. Also, it is recommended that the user review the Vehicle Data Cross Index to assure that all data required are entered. At this writing, some of the vehicle data appearing on the sheets are not required but will be used at a later date. However, if these data are available, it is advised that they be provided (e.g., horsepower loss curves, auxiliary transmissions in the final drive).

Item 8, Input From Ride Dynamics Module, is included since these data could be obtained from experimental tests. The experimental data are preferred over the data obtained from the simulation performed in Module VII, Ride Dynamics.

The buoyancy characteristics in Item 5 require a knowledge of the vehicle density distribution with vehicle height. This form of data would be extremely difficult to build in the vehicle preprocessor for an arbitrary vehicle and is, therefore, loft to the user to provide.

A-2

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^ A VEHICLE DATA CROSS INDEX

;■

Variable Name Used In Model

1

NAHBLY

1

NVEH(i)

WGHT(i)

;/

IP(i) i

IB(1)

l RDIAM(1)

RIMW(1)

ICONST(i) i ■■■■

■■ TPLY(1) :

REVM(i)

i DIAW{i)

SECTW(1)

SECTH(1)

TPSI(i.2)

DFLCT(i.2)

TPSKl.l)

DFLCT(l.l)

Vehicle Data Sheet Nomenclature

Axle or track pair assembly number

Number of axle assemblies plus

Number of track pair assemblies

Running gear assembly type

Operating load on axle or operating load on track pair

Powered axle or track; Yes = 1; No = 0

Braked axle or track; Yes = 1; No = 0

Rim diameter

Rim width

Tire Construction: Radials = 0; Bias Ply

Tire ply rating

Tire: Nominal revolutions/mile

Tire: Nominal O.A. diameter

Tire: Nominal section width

Tire: Nominal section height

Tire: Sand Inflation Pressure

Tire: Deflection under operating load and sand inflation pressure

Tire: Cross-country inflation pressure

Tire deflection under operating load and cross-country inflation pressure

= 1

A-3

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Variable Name Used in Model

TPSI(1,3)

DFLCT(i.j)

NWHL(i)

ID(i)

CLRMIN(I)

WTE(i)

WT{i)

NCHAIN(I)

TRAKWD(I)

GROUSH(i)

NPAD(i)

ASHOE(i)

TRAKLN(1)

NB06IE{i)

NFL(i)

RW(1)


Tire: Highway inflation Pressure

Tire deflection under operating load and highway inflation pressure

Number of tires on axle

Dual tires

Minimum ground clearance (from running gear data)

Minimum width between left-right tires of axle assembly

or Minimum width between left-right tracks

Vehicle axle tread (center plane to center plane if duals)

or Vehicle track tread (center line to center line)

Presence of tire chains

O.A. track width

Grouser height

Road pads

Area of one road pad

Track length on ground

No. of road wheels

Flexible tracks = 1 Girderized tracks = 0

Track thickness plus bogie rolling radius

A-4

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IAPG

| i i

PÜWtR(FORCE,N)

POWtR(SPEED,W)

IPOWER

NETHP

ENGINE{RPM,N)

F.NGINE(TORQUE,N)

I ENGIN

ITCASE

TCAi>E(Gk)

TCASE(EFF)

ITRAN

TQIND

C0NV2(SR,N)

C0NV2(TR,N)


Tractive force - speed, Yes « 2; No = 1 or

Power train characteristics; Yes = '; No = 2

or Both = 0

Tractive force (tractive force versus speed curve)

Speed (tractive force versus speed curve)

Number of point pairs (tractive force versus speed curve)

Maximum net HP

PPM (e.igine RPM versus torque curve)

Torque (engine RPM versus torque curve)

Number of point pairs (engine RPM versus torque curve)

Engine to transmission transfer gear box gear. Yes = 1; No = 0

Gear ratio (engine to transmission transfer gear box; =1 if no such gear)

Efficiency (engine to transmission transfer gear box; =1 if no such gear)

Torque converter: Yes = 1; No - 0

Converter characteristics measure at a constant Ib-ft input torque

Speed ratio (torque converter versus speed ratio curve)

Torque ratio (torque converter versus speed ratio curve)

A-5

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Variable Name Used in Mode}

IC0NV2

C0NV1(RPM,N)

C0NV1{SR,N)

IC0NV1

LOCKUP

TRANS(GR,NG)

TRANS(EFF,NG)

NGR

Fü(GR)

FO(EFF)

XBRCOF

TL


Number of data point pairs (torque ratio versus speed ratio curve)

Input RPM (input RPM versus speed ratio curve)

Speed ratio (input RPM versus speed ratio curve)

Number of data points (input RPM versus speed ratio curve)

Lockup: Yes 3 1; No = 0

Gear ratio (transmission gear ratios versus efficiency in each gear)

Efficiency (transmission gear ratios versus efficiency in each gear)

Number of gears (transmission gear ratios versus efficiency ir each gear)

Gear ratio (final drive)

Efficiency (final drive)

Maximum vehicle braking coefficient per axle lb/lb of load carried

Distance from centerline of first assembly to centerline of last assembly

WDTH

CL

VAA

VDA

SHF

Maximum vehicle width

Minimum vehicle ground clearance

Vehicle approach angle

Vehicle departure angle

Height of front sprocket or idler wheel above ground, in.

A-6

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CGH

CGR

CGLAT

PbHT

LYtHGT

FURUÜ

VFS

DRAFT

SAI

SAE

VSS

VSSAXP

WWAXP

WDAXP

CD

WRAT(NWR)


Loaded height of CG above ground

Loaded horizontal distance of CG to rear most assembly centerline - pnme mover

Lateral distance of CG measured from vehicle centerline

Height of pushbar above ground

Lye height of driver's eyes above ground

Fording depth

Vehicle fording speed

Draft height (=0 if non-floater)

Vehicle ingress swamp angle

Vehicle egress swamp angle

Maximum still water speed without auxiliary propulsion

Maximum still water speed with auxiliary propulsion

Minimum water width required to use auxiliary propulsion

Minimum water depth required to use auxiliary propulsion

Water drag coefficient

Ratio of vehicle weight supported by ground to total vehicle weight at maximum fording depth

A-7

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WRAT(N)

WDPTH{N)

NWR

ACÜ

AVGC

PFA

IT{i)

AXLSP(i)

WC

PBF

MAXL

MAXIpR

RMS(NR)

VRIDE(NR,L)

NHVALS


Ratio of vehicle weight on ground to total vehicle weight (weight ratio versus water depth curve)

Water depth (weight ratio versus water depth curve)

Number of point pairs (weight ratio versus water depth curve)

Aerodynamic drag coefficient

Average cornering stiffness of tires

Vehicle projected frontal area

Is axle assembly part of a tandem axle: No =0; Yes = j*" axle of the tandem

Interaxle distance

Winch capacity"

Pushbar/bumper capacity

Number of absorbed power acceptance levels

Njmber of point pairs for each absorbed power level

Terrain rms (ride limited speed versus surface roughness)

Velocity (ride limited speed versus surface roughness)

Number of point pairs (maximum driver ride limited speed at which vehicle can cross an obstacle (for obstacles spaced farther than two vehicle lengths apart) versus height of obstacle table)

A-8

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:' AM Variable Name Used in Model

VOOB(NH)

HVALS(NH)

NSVALS

VOOBS(NS)

SVALS(NS)

SHIFTT

JFLA6

REFHT1

REFHT2

TEMP

DELTW1

DELTW2

DEE1

DEE2


Vehicle velocity (maximum driver limited speed versus obstacle height table for single obstacle crossing)

Obstacle height (maximum driver limited speed versus obstacle height table for single obstacle crossing)

Number of point pairs (maximum driver limited speed at which vehicle can cross successive obstacles versus obstacle spacing table)

Vehicle velocity (maximum driver limited speed versus obstacle spacing table for successive obstacle crossing)

Obstacle spacing (maximum driver limited speed versus obstacle spacing table for successive obstacle crossing)

Manual Transmission Shift time per gear

Does vehicle have 1 or 2 units: = 1 for single unit = 2 for two unit

Height above the ground of a horizontal reference line taken on or near the upper suspension supports for the first unit

Reference line for second unit

Length of second unit

Weight of payload on first unit

Weight of payload on second unit

Distance from front of first unit to CG of payload of first unit

Distance from front of first unit to CG of payload of second unit

A-9

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NSUSP

NSUSP1

SUP

ELL(SUP)

EQUILF(SUP)

SFLAG(SUP)

EFFRAD(SUP)

DLIMUP(SUP)

DLIMDN(SUP)

KAY(SUP)

CPLEN(SUP)

ANGLIM(SUP)

BWIDTH(SUP)

XCLC1

Vahicle Data Sheet Nomenclature

Total number of suspension supports

Total number of suspension supports for first unit

Suspension support number

Distance to each support from front of vehicle

Equilibrium load at each suspension support

Suspension type for each support = ?l if independent = 1 if bogie

Rolling radius of tires at suspension support SUP

Upward suspension limit in wheel plane for support SUP

Downward suspension limit in wheel plane for support SUP

Spring constant in wheel plane at suspension support SUP

Length of tire contact patch at suspension support SUP

Angle limit of bogie suspension at support SUP, 0 = no bogie

Bogie swing arr width at suspension support SUP, 0 = no bogie

Coordinate for first unit Vehicle Clearance contour. This is for the vehicle without the payload

A-10

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NPTSC1

XCLC2

NPTSC2

YCLC1

YCLC2


Number of point pairs (Vehicle Clearance Contour table for first unit)

Coordinate for second unit clearance contour. This Is for vehicle with no payload

Number of point pairs (Vehicle Clearance Contour table for second unit)

Coordinate for first unit Vehicle Clearance Contour. This Is for the vehicle without the payload

Coordinate for second unit Clearance Contour. This Is for the vehicle without the payload

A-n

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DISTRIBUTION LIST (As of March 1975)

Please notiT: USATACOM, AMSTA-RHM, Warren. Michigan 48090, of corrections and/or changes in address.

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50 Commander U.S. Army Tank-Automotive Conmand Warren, MI 48090

ATTENTION:

Chief Scientist. AMSTA-CL (230) (1) Director of RD&E, AMSTA-R (200) (1) Deputy Director of RD&E, AMSTA-R (200) (1) Foreign Intelligence Ofc, AMSTA-RI (200) (1) Systems Development Division, AMSTA-RE (200) (4) System Engineering Division, AMSTA-RB (200) (2) Engineering Science Division, AMSTA-RH (200) (6) Armor & Components Division, AMSTA-RK (215) (4) Methodology Function, AMSTA-RHM (215) (10) Propulsion Systems Division, AMSTA-RG (212) (3) Canadian Forces Liaison Office, CDLS-D (200) (1) US Marine Corps Liaison Ofc, USMC-LN0 (200) (3) Project Manager MICV, AMCPM-MCV (Dqr) (2) Product Manager XM861, AMCPM-CT (Dqr) (2) Project Manager, M60 Tank Dev (AMCPP-M60TD)Dqr (2) Project Manager XM-1, AMCPM-GCM (dqr) (2) Technical Library, AMSTA-RWL (200) (3) TRAD0C Liaison Ofc, TRAD0C-LN0 (200) (3)

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1 Commander US Army Loqistic Center ATTN: ATCL-CC (Mr. J. McClure) Ft. Lee, VA 23801

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Commander US Army Concept Analysis Agency Long Range Studies 8120 Woodmont Avenue ßethesda, MD 20014

Dept of the Army Office Chief of Engineers Chief Military Programs Team Rsch & Dev Office AHN: DAEM-RDM Washington, DC 20314

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President Army Armor and Engineer Board Ft. Knox, KY 40121

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2 Commander -** US Army Test & Evaluation Coinmand 4' AHN: AMSTE-BB and AMSTE-TA

Aberdeen Proving Ground, MD 21005

Commander Rock Island Arsenal ATTN: SARRI-LR, Mr. Rankin Rock Island, IL 61201

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1 US Marine Corps Mobility & Logistics Division Development and Ed Command ATTN: Mr. Hickson Quantico, VA 22134

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Dr. I. R. Ehrlich, Dean for Research Stevens Institute of Technology • Castle Point Station Hoboken, NJ 07030

Grumman Aerospace Corporation ATTN: Dr. L. Karafiath. Mr. E. Markow Plant 35 Bethpage, Long Island, NY 11714

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FMC Corporation Technical Library P.O. Box 1201 San Jose. CA 95108

Mr. J. Appelblatt Director of Engineering Cadillac Gaege Co. P.O. Box 1027 Warren, MI 48090

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ADA014278.pdf - Defense Technical Information Center