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Modeling & Simulation, Test & Validation
8/13/2019
Amphibious Vehicle Water Egress Modeling and Simulation Using CFD
and Wongโs Methodology
Nathan Tison
DISTRIBUTION A. Approved for public release. Distribution is unlimited.
DISTRIBUTION A. Approved for public release; distribution unlimited.OPSEC #: 2794
Modeling & Simulation, Testing & Validation
7/23/2019
Introduction
โข Background / Impetus:โ A significant challenge for amphibious vehicles during swimming operations
involves egress from a body of water onto the ramp of a vessel.โ The vehicle generally needs to be able to swim to the ramp of a vessel, and
then propel itself up the ramp (substrate) using water propellers and wheels simultaneously.
โ To accurately predict water egress, it is important to accurately model: (1) the interaction of the flows through the propellers, around the vehicle hull, and over the substrate; (2) the wheel / substrate interaction; (3) wheel and hull motions (both translation and rotation); (4) the suspension system spring, damping, and jounce- and rebound-limiting forces; (5) tire deformation and loading characteristics; and (6) the drivetrain power distribution to the wheels.
โ Detailed modeling and simulation of the associated physics and processes would be highly computationally expensive.
โ Therefore, to make the water egress problem more tractable to solve, various modeling simplifications need to be introduced to facilitate rapid simulation.
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Modeling & Simulation, Testing & Validation
7/23/2019
Introduction (cont.)
โข Purpose / Scope:โ A simplified, analytic wheel-substrate interaction
modeling approach based upon Wongโs methodology [1] was developed, and simplified propeller, powertrain, suspension, tire, and wheel rotation modeling were incorporated.
โ The resulting simplified vehicle solver was integrated with a computational fluid dynamics (CFD) and six-degree-of freedom (6DOF) body dynamics solver (STAR-CCM+) [2], resulting in a comprehensive methodology for modeling and simulating amphibious vehicle egress from water to a ramp for various vehicle characteristics and operational conditions.
โข Organizationโ Modeling: environment, vehicle (fictitious)โ Simulation: using vehicle solver and flow / 6DOF solverโ Results: via parametric studies
horizontal
inflection point
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Modeling & Simulation, Testing & Validation
water
air
substrate
vehicle
ModelingEnvironment โ General
โข Components:โ Flow
โข Water (fresh)โข Air
โ Substrate โ ramp
โข Envelope:โ Width: 20 mโ Length: 40 mโ Height: 30 m
heig
ht
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Modeling & Simulation, Testing & Validation
ModelingEnvironment โ Substrate
โข Shape: โ Sloped portionโ Horizontal portion
โข Firmness: โhardโ, with flow underneath substrate
โข Wheel Interaction Characteristics:โ Wheel-substrate overlap:
The overlap direction is normal to the substrate surface and away from the vehicle.
โ Tractive force limitation: The coefficient of adhesion attribute, ยต, is used as a constant of proportionality between the wheel-substrate normal and tractive forces. A limiting (or maximum) value, ยตL, can be used to appropriately limit tractive force for specific limiting-case scenarios (e.g., wet and slippery surfaces).
โ Coefficient of adhesion:โข Peak coefficient of adhesion value, ยตp
โข Sliding coefficient of adhesion value, ยตs
horizontal
inflection point
wheel
undeflectedtire surface
wheel-substrate overlap d
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Modeling & Simulation, Testing & Validation
top
right
bottom
left
ModelingEnvironment โ Flow
โข Boundary constraints:โ Vehicle: moving walls (6DOF solving used)โ Substrate: stationary wallโ Aft, top, bottom flow: zero velocity inlet
(โflat waveโ), with turbulent intensity and viscosity ratio of 1% and 10, respectively
โ Front flow: ambient pressure outlet (โflat waveโ), with turbulent intensity and viscosity ratio of 1% and 10, respectively
โ Side flow (right / left): symmetry
โข Interior constraints:โ Reynolds-averaged Navier-Stokes model โ
continuity and conservation of momentumโ Two-equation turbulence model โ
Realizable k-epsilonโ Multiphase model โ Volume of Fluid (VOF)
Imple-mentedvia CFD solver โSTAR-CCM+ [2]
water
air
substrate
free surf. height
inflection point
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Modeling & Simulation, Testing & Validation
propellers
ModelingVehicle โ General
โข Subsystems:โ Propellers โ rigidly attached to hull, and used to provide water propulsion (thrust)
through their interaction with the environmental flow (water)
โ Hull โ the dominant inertial component of the vehicle which interacts with the other vehicle components and the environmental flow (via flow drag, buoyancy)
โ Powertrain โ provides tractive power for the land propulsion running gear (wheels)
โ Suspension โ transmits forces (and moments) between the hull and each wheel based upon the relative distances and motions
โ Wheels โ attached to the suspension, and used to provide land propulsion through interaction with the environmental terrain (substrate)
โข Motions / Forces:โ The force interactions among the vehicle subsystems and between
the vehicle and its environment, along with the associated motions, are modeled using STAR-CCM+โs flow and 6DOF solving capability [2].
โ The hull and each of the wheels are modeled independently, allowing their translational and rotational motions to be affected by all of the forces to which each body is subjected to.
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โข Propellersโ Hydrofoil:
The selection of the outer diameter, pitch, blade area ratio, and number of blades โ together with the usage of the unducted Wageningen B series shaped propeller โ results in specified inner diameter, axial length, and performance characteristics [3].
โ Propulsion:โข Specified via โopen waterโ performance data table [3]โข Modeled using an actuator (virtual) disk method with the thrust and torque distributed in
the radial direction based upon Goldsteinโs optimum [2]
โข Hullโ Directions:
โข Hull-longitudinal: x-axis (from aftward to forward)โข Hull-transverse: y-axis (from starboard / right to port / left)โข Hull-vertical: z-axis (from bottom to top)
โ Velocity:Hull-longitudinal, -transverse, and -vertical components: u, v (presently assumed to be zero), and w, respectively
โ Forces: Gravitational, flow (buoyancy, pressure drag, and viscous drag), suspension
propellers
Modeling Vehicle โ Propellers, Hull
CG umIii
w
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Modeling & Simulation, Testing & Validation
Virtual suspension arms containing spring and damping elements
ModelingVehicle โ Suspension
โข The suspension system is primarily intended to manage the hull-vertical motion of the wheel assemblies relative to hull; however, limited hull-horizontal motion (forward-aftward) is also accommodated.
โข The wheel-hull relative motion is affected by the suspension system through both damping and spring suspension forces. The damping and spring forces are applied to both the wheels and the hull in the appropriate directions, with the hull force direction opposite of that of the wheel โ i.e., there is no directional change of the forces transmitted across the suspension system.
Hull
wheel
suspension damper
suspension spring
(suspension stroke limiter not shown)
+โz,+โw
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Modeling & Simulation, Testing & Validation
ModelingVehicle โ Wheels
โข Assumptions / Methods:โ The substrate resistance and
tractive forces on the tire are parallel to the substrate surface.
โ The substrate normal force on the tire is normal to the substrate surface.
โ The CG location of each wheel is tracked relative to the substrate inflection point, allowing the wheel-substrate normal and shear forces to be applied at the appropriate locations (on the tire deflection plane) and in the appropriate directions.
โข Parameters:โ Tire outer diameter, Dw , or
radius, Rw
โ Tire section height, hโ Tire tangential spring rate,
kt
โ Wheel mass, mw
โ Wheel translational moments of inertia (for each of the cardinal vehicle directions, with products of inertia neglected), Iw,t,ii
โ Wheel rotational moment of inertia (about its intended spinning axis), Iw,r
โ Wheel CG location (relative to hull)
h
Dw
substrate
ฮธc
+ฮธ
ฮดlt
Pg, Afp
pinf
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Modeling & Simulation, Testing & Validation
ModelingVehicle โ Wheels (cont.)
โข Variables:โ Wheel-substrate distance, d, or tire deflection, ฮดโ Tire inflation pressure, pinf
โ Tire effective mass load, mL(ฮด, pinf)โ Tire deflected contact length, lt(ฮด)โ Tire width, bti(ฮด)โ Tire compression (deflection) half-angle, ฮธc(ฮด)โ Tire deformation motion resistance parameter, ฮต(h)โ Tire footprint area, Afp(ฮด)โ Tire ground pressure, pg(FN, Afp)โ Tire normal spring rate, kN(pinf)โ Tire equilibrium deflection, ฮดeq
โ Tire normal force, FN(mL, ฮด , kN)โ Tire rolling resistance force, FR:
๐น๐น๐ ๐ = 3.581๐๐๐ก๐ก๐ก๐ก๐ท๐ท๐ค๐ค2๐๐๐๐๐๐0.0349๐๐๐๐,degโsin 2๐๐๐๐
2๐๐๐๐,deg ๐ ๐ ๐ค๐คโ๐ฟ๐ฟ+ ๐ ๐ ๐ค๐ค๐๐๐ก๐ก๐ก๐ก โซ๐๐๐๐
๐๐1 ๐๐ sin๐๐ ๐๐ฮธ
โ Wheel slip, i:๐๐ = 1 โ
๐ข๐ข๐ ๐ ๐ค๐ค๐๐
โ Wheel critical slip, ic:๐๐๐๐ =
๐น๐น๐๐๐๐๐ก๐ก๐๐๐ก๐ก2
โ Tire tractive force, FT:
๐น๐น๐๐โ = ๏ฟฝ๐น๐น๐๐โ = 0.5๐๐๐๐๐ก๐ก๐๐๐ก๐ก2 for ๐๐ โค ๐๐๐๐
๐น๐น๐๐ ๐๐๐๐ 1 โ ๐๐๐๐๐น๐น๐๐2๐๐๐ก๐ก๐๐๐ก๐ก2๐ก๐ก
1โ๐ก๐ก1โ๐ก๐ก๐๐
+ ๐๐๐ ๐ ๐ก๐กโ๐ก๐ก๐๐1โ๐ก๐ก๐๐
for ๐๐ > ๐๐๐๐
โ Tire tractive torque, TT
โ Wheel rotational speed, ฯ:๐๐๐๐ + ๐๐๐น๐น โ ๐๐๐๐ = ๐ผ๐ผ๐ค๐ค,๐๐
๐๐๐๐๐๐๐ก๐ก
where TP is the applied powertrain torque
โ Wheel equivalent speed, veq:๐ฃ๐ฃ๐๐๐๐ = ๐๐ ๐ ๐ ๐ค๐ค โ ๐ฟ๐ฟ๐๐๐๐
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Modeling & Simulation, Testing & Validation
ModelingVehicle โ Powertrain
โข Available powertrain torque for each wheel, TAP,i:
๐๐๐ด๐ด๐๐,๐ก๐ก = ๏ฟฝ๐๐=0
3๐๐๐ด๐ด๐๐๐น๐น,๐๐
8๐ฃ๐ฃ๐๐๐๐,๐ก๐ก๐๐ ๐ ๐ ๐ค๐ค โ ๐ฟ๐ฟ๐๐๐๐
where: i identifies the wheel; veq is the wheel equivalent speed; cAPF,j is a piecewise-continuous, four-by-one parameter matrix relating the maximum available vehicle powertrain force to veq based on vehicle tractive force and speed data involving specified vehicle mass, tire deflections, substrate grade, and optimum slip conditions; and the number eight appears because the total vehicle powertrain force is assumed to be distributed equally among the eight wheels.
โข Available powertrain torque for all wheels, TAP:
๐๐๐ด๐ด๐๐ = ๏ฟฝ๐ก๐ก=0
8
๐๐๐ด๐ด๐๐,๐ก๐ก
โข Applied powertrain torque (for each wheel), TP:โ Distribution:
โข The total maximum available powertrain torque TAP is distributed among the wheels by assuming that all of the wheels are โlockedโ together such that they all share the same rotational speed.
โข Torque is applied positively (as available), or negatively (as required), in order to have all of the wheels spin with the same rotational speed โbased on the assumption that powering / braking torque can be distributed appropriately.
โ Limits:Powertrain torque is not applied to a given wheel if โฆโข That wheelโs rotational speed has already
surpassed an upper limit (ฯlim)โข That wheelโs slip is less than a target slip value (itar)In such cases, only the torque loads (tractive, flow) are applied to the wheel.
substrate
ฯ
TP
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Modeling & Simulation, Testing & Validation
SimulationOverview
โข Solver Utilization:โ Flow / 6DOF Solver
โข Scope โ modeling of the โฆโ Hull / wheel motions / forces and suspension spring coupling models
(6DOF)โ Flow dynamics, including the propeller-, hull-, and substrate-flow
interactions (flow)
โข Embodiment โA commercial-off-the-shelf (COTS) CFD solver โ STAR-CCM+ [2] โ is used to simulate the flow and hull / wheel motions and forces based upon its unsteady Reynolds-Averaged Navier-Stokes (uRANS) equations, Volume of Fluid (VOF) multi-phase flow modeling method, six degree of freedom (6DOF) rigid body motion modeling, and overset meshing capabilities.
โ A โtwo-layer all y+ wall treatmentโ is used for the near-wall prism layer cells, and hull and wheel flow cells are allowed to be no larger than 50mm.
โ Overset meshing (or โChimeraโ or overlapping meshing) is used to allow the hull and wheel meshes to move relative to one another as well as the environment mesh, and overlap each other in such a way that the governing physical equations can still be solved.
โ Vehicle Solverโข Scope โ modeling of the suspension, wheels, hull, and powertrain characteristics
and interactions
โข Embodiment โ within the STAR-CCM+ Java run script
๐๐๐๐๐ก๐ก
๐๐๏ฟฝ๏ฟฝ๐ฃ + ๐ป๐ป ๏ฟฝ ๐๐๏ฟฝ๏ฟฝ๐ฃ๏ฟฝ๏ฟฝ๐ฃ = ๐๐๏ฟฝ๏ฟฝ๐ + ๐ป๐ป ๏ฟฝ ๐๐
๐๐ = ๐๐ ๐ป๐ป๏ฟฝ๏ฟฝ๐ฃ + ๐ป๐ป๏ฟฝ๏ฟฝ๐ฃ ๐๐ โ ๐๐ +23๐๐๐ป๐ป ๏ฟฝ ๏ฟฝ๏ฟฝ๐ฃ ๐ผ๐ผ
where
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Modeling & Simulation, Testing & Validation
SimulationOverview (cont.)
โข Solver Execution: โ A STAR-CCM+ Java run script is used to control both the flow / 6DOF solver (STAR-CCM+) as
well as the vehicle solver โ which is embedded within the run script โ and facilitate the passing of data back and forth between the solvers.
โ Department of Defense Supercomputing Resource Center (DSRC) resources โ namely, Thunder, Mustang, Centennial, Onyx, Topaz, Gaffney, and Koehr โ are used to run the solvers.
โข Solver Data Passing:
โข Solver Main Steps:โ Initializationโ Time-Marching (for each wheel and time step)
โข Vehicle solverโข Flow-6DOF solver
Vehicle Solver
Flow-6DOF Solver
Flow-6DOF Solver Output, Vehicle Solver Input โโข Wheel and hull horizontal
and vertical relative positions and speeds
โข Wheel flow moments
Flow-6DOF Solver Input, Vehicle Solver Output โโข Locations, directions, and magnitudes of substrate
tractive and normal forces on wheels and hullโข Suspension spring hull-side locations, spring rates, and
damping forces on wheels and hullโข Tire tractive force and moment, substrate pressure,
substrate normal force, substrate resistance force, drivetrain torque, and rotational speed
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Modeling & Simulation, Testing & Validation
ResultsGeneral Conditions
Name Symbol Comments Setting / Value
Units
Longitudinal position - -3733.4 mm
Transverse position - +/-1187.5 mmVertical position - -450 mmInner radius - 50 mmOuter radius - 225 mmAxial length - 100 mmRotational speed - 2000 rpmTire tangential spring rate kt 4.00E+06 N/m2
Tire section height h 0.33575 mTire construction parameter ke 7 -Tire maximum deflection dmax 140 mmWheel radius Rw 6.72E+02 mmWheel target slip itar 2.50E-01 -Wheel rotational moment of inertia Iw,r 7.50E+01 kg-m2
Assembly moment of inertia about long. axis Iw,xx Not used 3.31E+01 kg-m2
Assembly moment of inertia about trans. axis Iw,yy 9.97E+01 kg-m2
Assembly moment of inertia about vert. axis Iw,zz 1.01E+02 kg-m2
Wheel rotational speed upper limit ฯlim 5.00E+02 rpmWheel assembly mass mw 2.34E+02 kgWheel assembly missing volume - 6.25E-04 m3
Time step - 2 msDiscretization order - 1 -Initial speed - 5 mphInitial suspension stroke distance - 1.50E+02 mm
Vehi
cle
Mod
elin
g
Relative to vehicle datum
Sim
ulat
ion General
Flow-6DOF
Vehicle
Wheel
Propeller
Clas
s
Entit
y Sub-Entity ParameterName Symbol Comments Setting /
ValueUnits
Water free surface location - mWater density - 999.98 kg/m3
Water viscosity - 1.51E-03 kg/m-sAir density - 1.18415 kg/m3
Air viscosity - 1.86E-05 kg/m-sWater-air surface tension - 0.072 N/mPeak coefficient of adhesion ยตp 0.6 -Sliding coefficient of adhesion ยตs 0.4 -Limiting coefficient of adhesion ยตL 0.8 -Substrate angle โ 25 degreesObjective speed in water - 5 mphObjective speed on substrate - 8 mphDatum longitudinal position - -1814.4 mmDatum transverse position - 0 mmDatum vertical position - 1104.4 mmCenter of gravity longitudinal position CGx 0 mmCenter of gravity transverse position CGy 0 mmCenter of gravity vertical position CGz 0 mmMass m 30000 kgMoment of inertia about longitudinal axis Ixx 6.78E+04 kg-m2
Moment of inertia about transverse axis Iyy 2.04E+05 kg-m2
Hull Moment of inertia about vertical axis Izz 2.07E+05 kg-m2
Center of gravity longitudinal position - 0 mmCenter of gravity transverse position - 0 mmCenter of gravity vertical position - -7.36E+01 mmJounce stroke length โzj 1.50E+02 mmRebound stroke length โzr 1.50E+02 mm
Powertrain Torque distribution ratio limit - 0.375 -
Relative to vehicle datum
Suspension
Mod
elin
g
Vehi
cle
Rel. to center of front-axel
axis
Relative to vehicle datum
Hull Rotational axis goes
through CG
Clas
s
Entit
y Sub-Entity Parameter
Envi
ronm
ent
Flow
Substrate
General
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Modeling & Simulation, Testing & Validation
ResultsSpecific Scenarios โ Effect of Substrate Angle
Solution Time: 8.01 sVelocity: 2.8 mph
25o ramp angle
Ramp successfully climbed
Solution Time: 6.841 sVelocity: 0.0 mph
35o ramp angle
Ramp unsuccessfully climbed
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Modeling & Simulation, Testing & Validation
ResultsSpecific Scenarios โ Effect of Reduced Powertrain Torque
Solution Time: 8.01 sVelocity: 2.8 mph
Full powertrain torque
Ramp successfully climbed
Solution Time: 9.025 sVelocity: 0.0 mph
Half powertrain torque
Ramp unsuccessfully climbed
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Modeling & Simulation, Testing & Validation Conclusion
โข Summaryโ A simplified wheel-substrate interaction modeling approach based upon Wongโs
methodology was developed for hard substrates, involving the incorporation of simplified propeller, powertrain, suspension, tire, and wheel rotation modeling.
โ The resulting simplified vehicle solver was integrated with a flow-6DOF solver, resulting in a comprehensive methodology for modeling and simulating amphibious vehicle egress from water to a ramp for various vehicle characteristics and operational conditions.
โ Limited parametric studies demonstrated the methodโs capability and reasonableness.
โข Path Forwardโ Transverse currentโ Additional powertrain torque distribution
methods, driver modelingโ Soft substrate capability development:
โข Using analytical (Bekker-based) methodโข Using empirical (cone-index-based) method
โ Flow accuracy improvementโ Validation
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Modeling & Simulation, Testing & Validation References
[1] J. Y. Wong, Theory of Ground Vehicles. Hoboken, NJ: John Wiley & Sons, Inc., 2008.[2] Siemens Technical Staff, STAR-CCM+ User Guide, Siemens, 2019.[3] M. W. C. Oosterveld and P. van Oossanen, โFurther Computer-Analyzed Data of the Wageningen B-Screw Seriesโ, International Shipbuilding Progress, vol. 22, no. 251, pp. 251-262, 1975.
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Modeling & Simulation, Testing & Validation
Back-Up
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Modeling & Simulation, Testing & Validation
ModelingVehicle โ Suspension (cont.)
โข Vertical Motion:โ Stroke length:
โข Rebound stroke length, โzr
โข Jounce stroke length, โzj
โ Wheel-hull vertical distance โz โฆโข At full rebound: โz = 0โข At equilibrium: โz = โzr
โข At full jounce: โz = โzr + โzj
โ Spring forces acting on wheel:โข Cylinder, FS,spring,cyl:
๐น๐น๐๐,๐ ๐ ๐๐๐๐๐ก๐ก๐ ๐ ๐๐,๐๐๐๐๐๐ =
โ๐๐๐น๐น๐๐๐๐๐๐,0 for โ๐ง๐ง โค 0
โ๏ฟฝ๐ก๐ก=0
6
๐๐๐น๐น๐๐๐๐๐๐,๐ก๐กโ๐ง๐ง๐ก๐ก for 0 < โ๐ง๐ง โค โ๐ง๐ง๐๐ + โ๐ง๐ง๐๐
โ๏ฟฝ๐ก๐ก=0
6
๐๐๐น๐น๐๐๐๐๐๐,๐ก๐ก โ๐ง๐ง๐๐ + โ๐ง๐ง๐๐๐ก๐ก
for โ๐ง๐ง > โ๐ง๐ง๐๐ + โ๐ง๐ง๐๐
where cFcyl,i is a piecewise-continuous, seven-by-one parameter matrix relating the cylinder spring forces, FS,spring,cyl, to โz.
โข Rebound limit, FS,spring,rl:
๐น๐น๐๐,๐ ๐ ๐๐๐๐๐ก๐ก๐ ๐ ๐๐,๐๐๐๐ = ๏ฟฝโ๐๐๐๐๐๐โ๐ง๐ง for โ๐ง๐ง โค 00 for โ๐ง๐ง > 0
where krl is the rebound-limited spring rate constant.
โข Jounce limit, FS,spring,jl:
๐น๐น๐๐,๐ ๐ ๐๐๐๐๐ก๐ก๐ ๐ ๐๐,๐๐๐๐ = ๏ฟฝโ๐๐๐๐๐๐ โ๐ง๐ง โ โ๐ง๐ง๐๐ โ โ๐ง๐ง๐๐ for โ๐ง๐ง โฅ โ๐ง๐ง๐๐ + โ๐ง๐ง๐๐
0 for โ๐ง๐ง < โ๐ง๐ง๐๐ + โ๐ง๐ง๐๐
where kjl is the jounce-limited (bumpstop) spring rate constant.
Hull Hull Hull
โz = 0 โz = โzr โz = โzr + โzj
Full Rebound Equilibrium Full Jounce
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Modeling & Simulation, Testing & Validation
ModelingVehicle โ Suspension (cont.)
โข Vertical Motion (cont.):โ Damping Forces acting on wheel:
โข Cylinder, FS,damping,cyl: ๐น๐น๐๐,๐๐๐๐๐๐๐๐๐ก๐ก๐ ๐ ๐๐,๐๐๐๐๐๐ = โ๐ฝ๐ฝ๐๐๐๐๐๐โ๐ค๐ค
where โw (first time-derivative of โz) is the upward velocity of the wheel relative to the hull, and the cylinder damping rate ๐ฝ๐ฝ๐๐๐๐๐๐ = โ๐ก๐ก=03 ๐๐๐ฝ๐ฝ๐๐๐๐๐๐,๐ก๐กโ๐ค๐ค๐ก๐ก and cฮฒcyl,i is a piecewise-continuous, four-by-one parameter matrix relating the suspension damping rate to โw.
โข Rebound limit, FS,dampring,rl: ๐น๐น๐๐,๐๐๐๐๐๐๐๐๐ก๐ก๐ ๐ ๐๐,๐๐๐๐ = โ๐ฝ๐ฝ๐๐๐๐โ๐ค๐ค forโ๐ง๐ง โค 0
where the return-limited damping rate coefficient
๐ฝ๐ฝ๐๐๐๐ = ๏ฟฝ0 for โ๐ค๐ค > 0
2ฮถ๐๐๐๐๐๐๐ค๐ค๐๐๐๐๐๐ for โ๐ค๐ค โค 0 and ฮถrl is the rebound-limited damping ratio constant.
โข Jounce limit, FS,damping,jl: ๐น๐น๐๐,๐๐๐๐๐๐๐๐๐ก๐ก๐ ๐ ๐๐,๐๐๐๐ = โ๐ฝ๐ฝ๐๐๐๐โ๐ค๐ค for โ๐ง๐ง โฅ โ๐ง๐ง๐๐ + โ๐ง๐ง๐๐
where the jounce-limited damping rate coefficient
๐ฝ๐ฝ๐๐๐๐ = ๏ฟฝ0 for โ๐ค๐ค < 0
2ฮถ๐๐๐๐๐๐๐ค๐ค๐๐๐๐๐๐ for โ๐ค๐ค โฅ 0 and ฮถjl is the jounce-limited damping ratio constant.
โ Composite Force:๐น๐น๐๐๐๐ = ๐น๐น๐๐,๐ ๐ ๐๐๐๐๐ก๐ก๐ ๐ ๐๐,๐๐๐๐๐๐ + ๐น๐น๐๐,๐ ๐ ๐๐๐๐๐ก๐ก๐ ๐ ๐๐,๐๐๐๐ + ๐น๐น๐๐,๐ ๐ ๐๐๐๐๐ก๐ก๐ ๐ ๐๐,๐๐๐๐
+๐น๐น๐๐,๐๐๐๐๐๐๐๐๐ก๐ก๐ ๐ ๐๐,๐๐๐๐๐๐ + ๐น๐น๐๐,๐๐๐๐๐๐๐๐๐ก๐ก๐ ๐ ๐๐,๐๐๐๐ + ๐น๐น๐๐,๐๐๐๐๐๐๐๐๐ก๐ก๐ ๐ ๐๐,๐๐๐๐
Hull
wheel
suspension damper
suspension spring
(suspension stroke
limiter not shown)+โz,
+โw
DISTRIBUTION A. Approved for public release. Distribution is unlimited.
Modeling & Simulation, Testing & Validation
ModelingVehicle โ Suspension (cont.)
โข Horizontal Motion:โ Spring Force:
๐น๐น๐๐,๐ ๐ ๐๐๐๐๐ก๐ก๐ ๐ ๐๐,โ๐๐๐๐ = โ๐๐โ๐๐๐๐โ๐ฅ๐ฅwhere khor is the spring rate constant associated with horizontal wheel-hull relative motion and โx is the horizontal distance by which the wheel moves forward of the wheelโs hull equilibrium position.
โ Damping Force:๐น๐น๐๐,๐๐๐๐๐๐๐๐๐ก๐ก๐ ๐ ๐๐,โ๐๐๐๐ = โ๐ฝ๐ฝโ๐๐๐๐โ๐ข๐ข
where โu is the horizontal velocity of the wheel relative to that of the hull, the horizontal wheel-hull relative motion damping rate constant
๐ฝ๐ฝโ๐๐๐๐ = 2ฮถโ๐๐๐๐๐๐๐ค๐ค๐๐โ๐๐๐๐,
and ฮถhor is the horizontal damping ratio constant.
โ Composite Force:๐น๐น๐๐๐๐ = ๐น๐น๐๐,๐ ๐ ๐๐๐๐๐ก๐ก๐ ๐ ๐๐,โ๐๐๐๐ + ๐น๐น๐๐,๐๐๐๐๐๐๐๐๐ก๐ก๐ ๐ ๐๐,โ๐๐๐๐
Hullwheel
damper
spring
(horizontal stroke limiter not shown)
+โx,+โu
DISTRIBUTION A. Approved for public release. Distribution is unlimited.
Modeling & Simulation, Testing & Validation
ModelingVehicle โ Wheels (cont.)
โข Variables (cont.):โ Wheel-substrate distance, d: outputted by the 6DOF solver
โ Tire inflation pressure, pinf:
๐๐๐ก๐ก๐ ๐ ๐๐ = ๏ฟฝ๐ก๐ก=0
3
๐๐๐๐๐ก๐ก,๐ก๐ก๐๐8 ๐ค๐ค
๐ก๐ก
where cpi,i is a four-by-one matrix containing parameters relating the appropriate tire inflation pressure to equilibrium wheel load and m is the total vehicle mass.
โ Tire deflection, ฮด:
ฮด = ๏ฟฝ ๐๐ for ๐๐ โค ฮด๐๐๐๐๐๐ฮด๐๐๐๐๐๐ for ๐๐ > ฮด๐๐๐๐๐๐
where ฮดmax is the tire maximum deflection (based on the limits of the available test data).
โ Tire effective mass load, mL:
๐๐๐ฟ๐ฟ = โ๐ก๐ก=13 โ๐๐=13 10๐๐๐๐๐๐,๐๐๐๐๐๐๐๐๐๐๐๐๐๐
ฮด๐ก๐ก
where cmL,ij is a three-by-four parameter matrix relating tire mass load to deflection and inflation pressure.
substrate
pinf
ฮด
Dw
lt
DISTRIBUTION A. Approved for public release. Distribution is unlimited.
Modeling & Simulation, Testing & Validation
ModelingVehicle โ Wheels (cont.)
โข Variables (cont.):โ Tire deflected contact length, lt:
๐๐๐ก๐ก = 2 ๐ท๐ท๐ค๐คฮด โ ฮด2๏ฟฝ๐ก๐ก=0
2
๐๐๐๐๐ก๐ก,๐ก๐กฮด๐ก๐ก
where clt,i is a three-by-one matrix containing parameters relating tire deflected contactlength to tire deflection.
โ Tire width, bti:
๐๐๐ก๐ก๐ก๐ก = ๏ฟฝ๐ก๐ก=0
2
๐๐๐๐,๐ก๐กฮด๐ก๐ก
where cb,i is a three-by-one matrix containing parameters relating tire width to tire deflection.
โ Tire contact patch minimum dimension, b: minimum value of lt and bti
substrate
pinf
ฮด
Dw
lt
DISTRIBUTION A. Approved for public release. Distribution is unlimited.
Modeling & Simulation, Testing & Validation
ModelingVehicle โ Wheels (cont.)
โข Variables (cont.):โ Tire compression (deflection) half-angle, ฮธc:
๐๐๐๐ = cosโ1 1 โฮด๐ ๐ ๐ค๐ค
๏ฟฝ๐ก๐ก=0
2
c๐๐๐ก๐ก,๐ก๐กฮด๐ก๐ก
โ Tire deformation motion resistance parameter, ฮต:๐๐ = 1 โ ๐๐
โ๐๐๐๐ฮดโ
where the tire construction parameter ke is 7 for radial-ply tires and 15 for bias-ply tires [1].
โ Tire footprint area, Afp:๐ด๐ด๐๐๐๐ =๐๐๐ด๐ด0ฮด๐๐๐ด๐ด1 = ๐๐๐ก๐ก๐๐๐ก๐ก๐ก๐ก
where cA0 and cA1 are parameters relating the tire footprint area to deflection.
โ Tire ground pressure, pg (over deflected portion):๐๐๐๐ =
๐น๐น๐๐๐ด๐ด๐๐๐๐
h
Dw
substrate
ฮธc
+ฮธ
ฮดxtlt
Pg, Afp
pinf
DISTRIBUTION A. Approved for public release. Distribution is unlimited.
Modeling & Simulation, Testing & Validation
ModelingVehicle โ Wheels (cont.)
โข Variables (cont.):โ Tire normal spring rate, kN:
๐๐๐๐ = ๏ฟฝ๐ก๐ก=0
2
๐๐๐๐๐๐,๐ก๐ก ๐๐inf
where ckN,i is a three-by-one parameter matrix relating the tire normal spring rate to inflation pressure.
โ Tire equilibrium deflection, ฮดeq:๐ฟ๐ฟ๐๐๐๐ =
๐๐๐๐8๐๐๐๐
where the number eight appears because the vehicle mass m is assumed to be equally distributed among the eight vehicle tires.
โ Tire normal force, FN:๐น๐น๐๐ = ๐๐๐ฟ๐ฟ๐๐ + ๐๐๐๐ ๐๐ โ ๐ฟ๐ฟ
โข For tire deflections ฮด less than ฮดmax, the first term on the right-hand side fully accounts for all of the normal force, and the second term equals zero since ฮด should be the same value as d for hard substrates.
โข For ฮด greater than ฮดmax, the first term on the right-hand side does not fully account for all of the normal force (because ฮด, which is used to determine mL, is limited at ฮดmax), and the second term then accounts for the remainder of the normal force associated with tire deflection beyond ฮดmax.
DISTRIBUTION A. Approved for public release. Distribution is unlimited.
Modeling & Simulation, Testing & Validation
ModelingVehicle โ Wheels (cont.)
โข Variables (cont.):โ Tire rolling resistance force, FR:
๐น๐น๐ ๐ = 3.581๐๐๐ก๐ก๐ก๐ก๐ท๐ท๐ค๐ค2๐๐๐๐๐๐0.0349๐๐๐๐,deg โ sin 2๐๐๐๐
2๐๐๐๐,deg ๐ ๐ ๐ค๐ค โ ๐ฟ๐ฟwhere ฮธc,deg and ฮธc are measured in degree and radians, respectively.
โ Wheel slip, i:๐๐ = 1 โ
๐ข๐ข๐ ๐ ๐ค๐ค๐๐
where u is the horizontal velocity of the hull.
โ Wheel critical slip for hard substrates, ic [1]:๐๐๐๐ =
๐น๐น๐๐๐๐๐ก๐ก๐๐๐ก๐ก2
Dw
substrateฮธc
+ฮธ
ฮดlt
Pg
pinfCG u
DISTRIBUTION A. Approved for public release. Distribution is unlimited.
Modeling & Simulation, Testing & Validation
ModelingVehicle โ Wheels (cont.)
โข Variables (cont.):โ Tire tractive force, FT:
๐น๐น๐๐ = ๏ฟฝ ๐น๐น๐๐โ if ๐น๐น๐๐โโค ๐๐๐ฟ๐ฟ๐น๐น๐๐๐๐๐ฟ๐ฟ๐น๐น๐๐ if ๐น๐น๐๐โ> ๐๐๐ฟ๐ฟ๐น๐น๐๐
where ยตL is a limiting adhesion coefficient value and
๐น๐น๐๐โ = ๏ฟฝ0.5๐๐๐ก๐ก๐๐๐ก๐ก2๐๐ for ๐๐ โค ๐๐๐๐
๐น๐น๐๐ ๐๐๐๐ 1 โ ๐๐๐๐๐น๐น๐๐2๐๐๐ก๐ก๐๐๐ก๐ก2๐ก๐ก
1โ๐ก๐ก1โ๐ก๐ก๐๐
+ ๐๐๐ ๐ ๐ก๐กโ๐ก๐ก๐๐1โ๐ก๐ก๐๐
for ๐๐ > ๐๐๐๐
which involving a customized transition from critical slip (i = ic) to complete slip (i = 1) partially based upon Wongโs methodology [1].
โ Tire tractive torque, TT:
๐๐๐๐ = ๏ฟฝ๐๐๐๐โ if ๐น๐น๐๐โโค ๐๐๐๐๐น๐น๐๐
๐๐๐๐โ๐น๐น๐๐๐๐๐ฟ๐ฟ๐น๐น๐๐โ
if ๐น๐น๐๐โ> ๐๐๐ฟ๐ฟ๐น๐น๐๐
where ๐๐๐๐โ = ๐ ๐ ๐ค๐ค โ ๐ฟ๐ฟ ๐น๐น๐๐
โ Wheel rotational speed, ฯ:๐๐๐๐ + ๐๐๐น๐น โ ๐๐๐๐ = ๐ผ๐ผ๐ค๐ค,๐๐
๐๐๐๐๐๐๐๐
where ฯ is determined by integrating the above equation with respect to time and TP and TF are the torques on the wheel resulting from applied powertrain forces and flow forces as determined from the CFD solver, respectively.
โ Wheel equivalent speed, veq:๐ฃ๐ฃ๐๐๐๐ = ๐๐ ๐ ๐ ๐ค๐ค โ ๐ฟ๐ฟ๐๐๐๐
DISTRIBUTION A. Approved for public release. Distribution is unlimited.