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Vehicle M113 - Event 2A - Side Slope Stability 10 Speed = 4 M/S 9 4.5 M/S 5 M/S 8 5.5 M/S 6 M/S 7

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Vehicle M113 - Event 2A - Side Slope Stability 10 Speed = 4 M/S 9 4.5 M/S 5 M/S 8 5.5 M/S 6 M/S 7 Technical Report TR{2016{08 NG-NRMM Phase I Benchmarking: Chrono Tracked Vehicle Simulation Results Summary Radu Serban, Michael Taylor, Daniel Melanz, Dan Negrut Simulation Based Engineering Lab University of Wisconsin { Madison August 15, 2016 Contents 1 Brief Overview of Chrono 2 2 M113 Model Overview and Assumptions 2 3 Deformable Terrain Model 3 4 Simulation Results 3 4.1 Steering Performance . 3 4.1.1 Wall to wall turning radius . 3 4.1.2 Steady state cornering . 4 4.1.3 Double lane change paved . 7 4.1.4 Double lane change gravel . 8 4.2 Side slope stability . 9 4.2.1 Paved conditions . 9 4.2.2 Deformable terrain conditions . 10 4.3 Grade climbing . 12 4.3.1 Steerable limiting slope . 12 4.3.2 Speed on slope { paved conditions . 13 4.3.3 Speed on slope { deformable terrain conditions . 14 4.4 Ride quality . 15 4.4.1 Random terrain ride limiting speeds . 15 4.4.2 Half round obstacle ride limiting speeds . 16 4.5 Obstacle Crossing . 17 4.5.1 Step climb height limit . 17 4.5.2 Gap crossing limits . 18 4.5.3 Trapezoidal fixed barrier limits . 19 4.5.4 Trapezoidal ditch crossing limits . 20 4.6 Off road trafficability . 21 4.6.1 Single pass soil strength . 21 4.6.2 Multi pass soil strength limit . 21 4.6.3 Drawbar pull vs slip performance curve . 22 4.6.4 Motion resistance . 23 4.7 Fuel Economy . 23 4.7.1 On-road conditions . 23 4.7.2 Off-road conditions . 26 1 1 Brief Overview of Chrono Chrono [2] is an open source multi-physics engine whose development is led by teams at the University of Wisconsin { Madison and the University of Parma, Italy. It supports the simulation of systems of rigid bodies, flexible bodies, and fluids interacting through traditional multi-body constraints, friction, and contact. To lower the learning curve for new users, several toolkits are currently under development or have already been developed. The most relevant of these is Chrono::Vehicle which supports the simulation of both wheeled and track vehicles through a template interface. 2 M113 Model Overview and Assumptions The Chrono::Vehicle module provides a model of an M113 vehicle as a demonstration instan- tiation of its tracked vehicle templates. This model was modified to bring it in alignment with the data provided by the NATO RTG along with engineering approximations to fill in the remaining required parameters. The track shoes were modeled as geometric primitives (cylinders and rectangular prisms) and were connected together by revolute joints. Although Chrono supports the ability to use triangular contact meshes, this higher level of fidelity was not used for these benchmarking simulations due to the fidelity of assumptions made in the provided benchmarking data and benchmarking effort’s focus on rigid terrain. The sprocket profile was setup as a 2D contact profile whose geometry was based on the M113 demon- stration model. Based on the track assembly algorithm developed for the Chrono::Vehicle Tracked Vehicle Toolkit, the idler was not fixed in place, but was put on a carrier with a TSDA and a translational joint, acting as a hydraulic tensioner, to preload the track. This track tension method is consistent with the information we found on the M113 in public domain (http://www.army-guide.com/eng/product1424.html). The missing mass properties for the M113 model were generated based on rough engi- neering approximations. For example, the inertia for the vehicle's chassis was generated by assuming a hollow rectangular prism with 1.75 in thick walls, the largest armor thickness stated in the provided documents, and the calculated mass of the chassis. The drive sprocket mass and inertia was calculated by assuming a solid cylinder with the provided radius of 0.214 m and width of 0.236 m (9.3 in) with a density a quarter of that of steel to account for the voids in the actual sprocket design. The idler's mass properties were generated in a similar manner, except two spaced solid cylinders were used. The road wheel mass was calculated by solving for the remaining unsprung mass and the inertia was calculated assum- ing two solid spaced cylinders with this combined mass. Assumptions were made for other parameters, but they are not listed here for brevity. They can be provided upon request. 2 3 Deformable Terrain Model While Chrono provides full support for Discrete Element Method (DEM) granular dynamics and coupled vehicle { granular terrain simulations, due to time and resource limitations, for the purpose of these tests we opted to use a more expeditious model for deformable terrain, based on the Soil Contact Model (SCM) [1]. The Chrono implementation provides several extensions to the original SCM; e.g. non-uniform and adaptive griding and ability to load terrain profiles from height field or mesh data. 4 Simulation Results 4.1 Steering Performance 4.1.1 Wall to wall turning radius Wall to wall turn radius (Neutral axis spin maneuver): slow speed, maximum steer input (drive right reverse and left tracks in forward direction to achieve a clockwise vehicle spin), compute the maximum diameter of a plan view trace of vehicle chassis outer most points that will impinge upon a wall of any height and thus prevent the turn maneuver, spinning at least a 360 degrees. Repeat in the counterclockwise direction. Figure 1: Event 1a: Clockwise wall to wall turning radius. 3 Figure 2: Event 1a: Counterclockwise wall to wall turning radius. 4.1.2 Steady state cornering Steady state cornering: Per SAE J266, asphalt skid pad (friction coefficient = 0.8), 100 feet turn radius, starting at 5 mph increase velocity at constant acceleration rate to achieve ap- proximate expected max speed in 100 seconds. Continue acceleration until loss of traction or unable to maintain turn radius. Plot turn angle and vehicle roll angle vs lateral acceleration. Repeat to get both right and left turns. Note: For this maneuver, the vehicle was power limited and did not slide out of the turn. The steering required at the peak speed was greater than 0.5, meaning that a reverse torque was applied to the inside track. 4 Figure 3: Event 1b: Steady state cornering (counterclockwise). Speed vs. time. Figure 4: Event 1b: Steady state cornering (counterclockwise). Vehicle path. 5 Figure 5: Event 1b: Steady state cornering (counterclockwise). Kinematic turn ratio. Figure 6: Event 1b: Steady state cornering (clockwise). Speed vs. time. 6 Figure 7: Event 1b: Steady state cornering (clockwise). Vehicle path. Figure 8: Event 1b: Steady state cornering (clockwise). Kinematic turn ratio. 4.1.3 Double lane change paved Double lane change paved: Determine max attainable speed per AVTP 03-160W, hard sur- face, mu= 0.8 7 Note: For this maneuver, the vehicle was power limited. The steering required was greater than 0.5, meaning that opposite torques were applied to each track. Figure 9: Event 1c: Animation snapshot for a double lane change maneuver. Figure 10: Event 1c: Double lane change maneuver on paved road. 4.1.4 Double lane change gravel Double lane change gravel: Determine max attainable speed per AVTP 03-160W, hard sur- face, mu=0.5 8 Note: For this maneuver, the vehicle was power limited. The steering required was greater than 0.5, meaning that opposite torques were applied to each track. Figure 11: Event 1d: Double lane change maneuver on gravel. 4.2 Side slope stability 4.2.1 Paved conditions Paved (mu=0.8) surface serpentine steerable slope speed limit: Determine maximum 30% side slope speed maneuverable. This is defined as the maximum speed on a 30% side slope for which the vehicle can traverse across a 30% side slope, first in a straight path line for 20 meters, then execute a downhill obstacle avoidance maneuver in less than 30 meters of traverse path length, around a 3 meter wide obstacle while recovering to the original straight line path and elevation on the slope. 9 Chrono::Vehicle M113 - Event 2a - Side slope stability 10 Speed = 4 m/s 9 4.5 m/s 5 m/s 8 5.5 m/s 6 m/s 7 6 5 4 y-position (m) 3 2 1 0 -20 -15 -10 -5 0 5 10 15 20 x-position (m) Figure 12: Event 2a: Vehicle position for side slope stability (paved conditions). Conclusion: 5 m/s is the maximum speed. 4.2.2 Deformable terrain conditions Deformable terrain serpentine steerable 20% slope speed limit. Determine maximum maxi- mum speed for obstacle avoidance (per 2a description) on a 20% side slope on sand defined by the LETE sand in Ref 3 (Wong, Garber, and Preston-Thomas, 1984). 10 Figure 13: Event 1c: Animation snapshot for side slope obstacle avoidance simulation (vehicle speed: 4 m/s). Chrono::Vehicle M113 - Event 2b - Side slope stability 7 Speed = 1 m/s 6 2 m/s 3 m/s 4 m/s 5 5 m/s 4 3 2 y-position (m) 1 0 -1 -20 -15 -10 -5 0 5 10 15 20 x-position (m) Figure 14: Event 2b: Vehicle position for side slope stability (deformable conditions). 11 Conclusion: 4 m/s is the maximum speed. 4.3 Grade climbing 4.3.1 Steerable limiting slope Max steerable/brake-able up slope and down slope. For paved (mu=0.8) surface determine max up slope and down slopes for which a 3 meter wide obstacle avoidance maneuver can be executed in 30 meter s of path length while recovering original path line. Chrono::Vehicle M113 - Event 3a - Grade Climbing Chrono::Vehicle M113 - Event 3a - Grade Climbing 4 8 Slope = 60% Slope = 60% 3.5 65% 7 65% 70% 70% 3 75% 75% 80% 6 80% 2.5 85% 85% 5 2 4 1.5 3 y-position (m) 1 Vehicle Speed (m/s) 2 0.5 0 1 -0.5 0 -30 -20 -10 0 10 20 30 0 5 10 15 20 25 30 35 x-position (m) Time (s) (a) (b) Figure 15: Event 3a: Vehicle position for upward grade climbing for paved conditions.
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