A Primer On Military Vehicle Mobility Vintage 2003

Mobility of Ground Vehicles:US MILITARY VIEW

a overview primer and reference source guide:(vintage 2003)

Jim Lutz – Quest Systems Inc. June [email protected]

Presenter

Presentation Notes

Additional NRMM and VCI information from: Dr. Eric Anderfaas Mechanical Dynamist and military mobility specialist MillenWorks Tustin, CA [email protected] www.millenworks.com Editor: Jim Lutz Quest Systems Inc. 8170 S. Eastern Ave. Suite 4-612 Las Vegas, NV 89123 Voice & AX: 888-531-2030 [email protected] www.quest-systems-inc.com

mailto:[email protected]

Prepared by Jim Lutz - Quest Systems Inc. 2

MILITARY “…ITIES”

• Agility• Deployability• Survivability• Maintainability• Mobility• Maneuverability• Sustainability• Reliability• Trafficability• Lethality •• And on & on …..

Very specific terms, each with a military usage definition and appropriate metrics, quantification and measurement procedure.

Frequently expressed in an “ORD”:(Operational Requirements Document) with “Threshold” and “Objective” targets.

but no “motivity”…

June 2003

Presenter

Presentation Notes

Source for military definitions: http://www.fas.org/news/reference/lexicon/mildef.htm


MILITARY DEFINITIONS:• mobility. [JP 1-02] (DoD, NATO)

– A quality or capability of military forces which permits them to move from place to place while retaining the ability to fulfill their primary mission.

• trafficability. [JP 1-02] (DoD, NATO)– Capability of terrain to bear traffic.– It refers to the extent to which the terrain will permit continued movement of

any and/or all types of traffic. • maneuver. [JP 1-02] (DoD, NATO)

– A movement to place ships or aircraft in a position of advantage over the enemy.

– A tactical exercise carried out at sea, in the air, on the ground, or on a map in imitation of war.

– The operation of a ship, aircraft, or vehicle, to cause it to perform desired movements.

– Employment of forces on the battlefield through movement in combination with fire, or fire potential, to achieve a position of advantage in respect to the enemy in order to accomplish the mission.

• agility.– The ability of friendly forces to act faster than the enemy.

June 2003

Presenter

Presentation Notes

http://www.fas.org/news/reference/lexicon/mildef.htm Mobility captures the physical mechanics of the vehicle, the interaction of the vehicle with the terrain and the effect of control of the vehicle on the terrain.


MILITARY DEFINITIONS:• strategic level of war. [JP 1-02] (DoD)

– The level of war at which a nation or group of nations determines national or alliance security objectives and develops and uses national resources to accomplish those objectives. Activities at this level establish national and alliance military objectives; sequence initiatives; define limits and assess risks for the use of military and other instruments of power; develop global or theater war plans to achieve those objectives; and provide armed forces and other capabilities in accordance with the strategic plan.

• operational level of war. [JP 1-02] (DoD)– The level of war at which campaigns and major operations are planned, conducted, and

sustained to accomplish strategic objectives within theaters or areas of operations. Activities at this level link tactics and strategy by establishing operational objectives needed to accomplish the strategic objectives, sequencing events to achieve the operational objectives, initiating actions, and applying resources to bring about and sustain these events. These activities imply a broader dimension of time or space than do tactics; they ensure the logistic and administrative support of tactical forces, and provide the means by which tactical successes are exploited to achieve strategic objectives.

• tactical level of war. [JP 1-02] (DoD)– The level of war at which battles and engagements are planned and executed to

accomplish military objectives assigned to tactical units or task forces. Activities at this level focus on the ordered arrangement and maneuver of combat elements in relation to each other and to the enemy to achieve combat objectives.

June 2003

Presenter

Presentation Notes

http://www.fas.org/news/reference/lexicon/mildef.htm


STRATEGIC MOBILITY:

… the transport of forces over continental and intercontinental distances

June 2003


OPERATIONAL MOBILITY:

the ability to swiftly allocate and relocate forces within a theater of crisis or war.

June 2003


TACTICAL MOBILITY:• needed when a force is in

immediate contact with its adversary.

• Direct confrontation with an enemy imposes at least two mobility requirements:

• Good off-road mobility is an important precondition of being able to evade enemy action and exploit unexpected avenues of approach.

• Agility -- a combination of high speed, good acceleration, and the ability to "zig-zag"--is also key to being able to respond flexibly to rapidly changing opportunities and challenges.

June 2003

Presenter

Presentation Notes

From: http://www.comw.org/pda/0007wheels.html#2 Relevant to off-road mobility, wheeled vehicles tend to have a ground pressure considerably higher than that of their tracked counterparts. The Mean Maximum Pressure (MMP), which is the average peak pressure under the tires of wheeled vehicles or under the road wheels of tracked vehicles, varies between 200 to 270 kN/m2 for the latter and 300 to 450 kN/m2 for the former. This implies inferior performance for wheeled vehicles on soft ground. Turning to the question of agility: Wheeled armored vehicles tend to excel in speed -- on the road, of course, but also in open terrain, if it is fairly negotiable. When it comes to zig-zagging and acceleration, the advantage also seems to go to wheeled armor. It is true that most tracked vehicles can pivot in place, while wheeled vehicles cannot (except for those with brake-steering). Otherwise, however, wheeled vehicles are more easily steered and their running gear is more responsive. Compared to a tracked counterpart of equivalent weight and engine output, we can expect a wheeled platform to have not only higher speed, but also better acceleration. Interestingly, these advantages are especially pronounced with respect to relatively light armored vehicles. It is plausible that high agility is associated with "smallness" and "lightness." Tactical mobility has another important precondition: protection. As one legendary expert, General Israel Tal, has argued: Without proper protection even the most agile and cross-country capable vehicle could not move forward in harm's way.


Tactical Mobilitymust consider:

– vehicle weight loading in combat conditions

– rapid transitions from pavement to ?

June 2003


MILITARY DEFINITIONS:

• Combat.– The purposeful application of force by a military or paramilitary organization

through fire and maneuver to destroy the capacity and will of a like organization with competing goals and objectives.

• Combat Support (CS).– Fire support and operational assistance provided to combat elements.

Combat support includes artillery, air defense artillery, engineer, military police, signal, and military intelligence support.

• Combat Service Support (CSS).– The essential capabilities, functions, activities, and tasks necessary to

sustain all elements of operating forces in theater at all levels of war. Within the national and theater logistic systems, it includes but is not limited to that support rendered by service forces in ensuring the aspects of supply, maintenance, transportation, health services, and other services required by aviation and ground combat troops to permit those units to accomplish their missions in combat. Combat service support encompasses those activities at all levels of war that produce sustainment to all operating forces on the battlefield.

June 2003

Presenter

Presentation Notes

http://www.fas.org/news/reference/lexicon/mildef.htm These are “usage modes” for the military vehicles…


MILITARY WHEELED VEHICLES:vehicle size vs. “usage”

civilian commercial

Combat Service Support

(CSS)

Combat Support

(CS) CombatSpecial

Ops

LIGHT: class 2A (6,500 to 8000lbs) class 2B (8,500 to 10,000lbs)

Tahoe & Suburban

H1, H2, pickups

H1 & all HD pickups

HMMWV, CUCV HMMWV,

HMMWV, IFAV

HMMWV, IFAV

MEDIUM: class 6 & 7 (19,500 to 33,000lbs)

MTVR FMTV 5-Ton

ASV FMTV MTVR 5-Ton FMTV ASV

HEAVY: class 8 & up (>33,000 lbs) LVSR M871A3

M915, M916, PLS, HEMTT, HETS LVSR

M871A3HEMTT

HIMARS

Light Armored LAV-25 StrykerLAC-25 Stryker

Heavy Armored M1977

Usage ( primary function)

size

- c

argo

cap

acity

cat

egor

y

Wheeled Vehicles:

June 2003

Presenter

Presentation Notes

GM Military Trucks market niche is in the LIGHT weight category of US military vehicles in a Combat Service Support role. The old “CUCVs” from the 1980s however have left a bad taste in user community for “mobility”, especially in Desert Storm operation experience. CUCV-II and CUCV-III since have fought bad “brand” bias…


US MILITARY TRUCK FLEET OVER TIME

205819 174989124170

158661 206487

83551

20507 20244

30474

050000

100000150000200000250000300000350000400000450000

1980 1987 2007

HEAVYMEDIUM LIGHT

TOTALS 384,987 401,720 238,195

June 2003


Trucks Provide the Logistical Backbone to the Army

The US Army has a fleet of over 246,000 tactical wheeled vehicles and drives 823 million miles annually.

June 2003

Presenter

Presentation Notes

above picture is for the 101st Airborne at “Tactical staging point” inside Kuwait, just prior to start of Operation Iraqi Freedom. HEMTT tankers=8,712 5000 gallon Semi-Trailers=9,469 Defense Science Board Study: More Capable War fighting Through Reduced Fuel Burden, 2001 found that delivered fuel to Army Battlefield Assets was: Overland for long distances is at least $40-$50 a gallon Modest distances in the $10 per gallon range By CH-47 over$400 per gallon.


Key documents for all military vehicles:

• Mission Needs Statement (MNS).– [TR 350-70] A broad statement of mission need for a deficiency which can

only be satisfied by a materiel solution. A MNS will be prepared for all Army acquisition programs regardless of acquisition category.

• Operational Requirements Document (ORD).– [TR 350-70] A formatted statement containing performance (operational

effectiveness and suitability) and related operational parameters for the proposed system. The operational requirements document will be initially prepared during Phase 0, Concept Exploration and Definition. It will be updated during Phase 1, Demonstration and Validation.

June 2003

Presenter

Presentation Notes

From: http://enterprise.spawar.navy.mil/spawarpublicsite/apsg/GLOSSARYM.HTM Mission Needs Statement(s): MNS Department of Defense (DoD) Components shall document performance deficiencies in current capabilities and opportunities to provide new capabilities in a Mission Need Statement (MNS) expressed in broad operational terms. The MNS shall identify and describe the mission contained in the DoD Strategic Plan and the mission deficiency; discuss the results of mission area analysis; describe why non-material changes (i.e., doctrine, tactics, etc.) are not adequate to correct the deficiency; identify potential material alternatives; identify linkage to the DoD Strategic Plan; and describe any key boundary conditions and operational environments that may impact satisfying the need such as information operations. The MNS shall be prepared in accordance with CJCSI 3170.01 and validated prior to Milestone A. System performance objectives and thresholds shall be developed from, and remain consistent with, the initial broad statements of operational capability. The requirements shall be refined at successive milestone decision points, as a consequence of cost as an independent variable (CAIV)-based cost-schedule-performance trade-offs during each phase of the acquisition process. Operational Requirements Document (ORD): At each milestone beginning with program initiation, thresholds and objectives initially expressed as measures of effectiveness or performance and minimum acceptable requirements for the proposed concept or system shall be documented by the user or user's representative in an Operational Requirements Document (ORD). Thresholds and objectives in the ORD shall be CAIV-based, considering the results of the analysis of alternatives and the impact of affordability constraints. Key Performance Parameters (KPPs), validated by the JROC or cognizant Principal Staff Assistant (PSA), shall be included in the appropriate Acquisition Program Baseline (APB). A KPP is that capability or characteristic so significant that failure to meet the threshold can be cause for the concept or system selection to be reevaluated or the program to be reassessed or terminated. KPPs are extracted from the ORD and included in the APB. User or user representative participation in each acquisition phase is essential.


Distinctions for military vehicles vs. civilian/commercial practice

• Fully loaded in “COMBAT trim” is the primary weight condition for military vehicle mobility!

June 2003

Presenter

Presentation Notes

ORD states that “mobility” requirements will be met at GVW and also at GVW ( with trailer) Rarely do they specify a mobility metric at lesser load…


Soldier Human Factors Criteria:• Military vehicles must

accommodate 5th% female to 95th%

percentile male “soldier” with “gear & equipment”

• 95% soldier "weight with gear”:

1 Crewman 295 pounds2 Crewmen 566 pounds3 Crewmen 828 pounds4 Crewmen 1080 pounds

June 2003

Presenter

Presentation Notes

From: Menard, Michael [mailto:[email protected]] Sent: Thursday, April 12, 2001 9:36 AM To: Almand, Hal Cc: Wright, John R. Subject: RE: 95% soldier "weight" Hal, these are the planning factors that are used: 1 Crewman 295 pounds 2 Crewmen 566 pounds 3 Crewmen 828 pounds 4 Crewmen 1080 pounds I talked to Owen Spivey at MTMV-TEA about this. These weights came from Mil Std 910, "Mobile Tactical Systems Overload Prevention Procedures". I tried to find a copy of this. What I found was that it has been replaced by Mil Handbook 910. Unfortunately, I can't seem to get copy of that either at the moment. For explanation purposes, the weights are the crewmen and his gear. The idea here is that, as you have more guys, the weight of each goes down a little because they can share some of the equipment. Bottom line is that these are the weights that we have been using as planning factors throughout the ORD development. These are what the GM-Military Trucks guys should use. Hope it helps. Michael


Building Blocks for MilitaryMobility Analysis & Simulation

Surface Topography -Terrain Classification & Visualization

Tire / TrackGround Interaction

Vehicle PlatformMobility “profile”

Surface-SoilsCharacterization

Modeling &Simulation tools:

NRMM-II (VehDyn, OBSMOD)

ADAMS-DADS

June 2003


Digital Terrain Elevation Data [DTED]

• In support of military applications, theNational Imagery and Mapping Agency(NIMA) has developed standard digitaldatasets (Digital Terrain ElevationData (DTED®)) which is a uniformmatrix of terrain elevation values whichprovides basic quantitative data forsystems and applications that requireterrain elevation, slope, and/or surfaceroughness information

DTED Level

Post Spacing # Points

1 100m 90,000

2 30m 810,000

3 10m 5,000,000

4 3m 21,250,000

5 1m 506,250,000


June 2003

Presenter

Presentation Notes

http://www.globalsecurity.org/intell/systems/dted.htmrom In support of military applications, the National Imagery and Mapping Agency (NIMA) has developed standard digital datasets (Digital Terrain Elevation Data (DTED®)) which is a uniform matrix of terrain elevation values which provides basic quantitative data for systems and applications that require terrain elevation, slope, and/or surface roughness information. DTED Level 0 elevation post spacing is 30 arc second (nominally one kilometer). DTED0 was derived from NIMA DTED Level 1 to support a federal agency requirement. It was then determined that DTED®0 could be made available (within copyright restrictions) to the public at no charge through the Internet. Support from select international mapping organizations was instrumental in the generation of the Level 0 dataset. The following nations have contributed data to this effort: Belgium, Denmark, France, Germany, Italy, Netherlands, Norway, Spain, and the United Kingdom. DTED Level 0 may be of value to scientific, technical, and other communities for and applications that require terrain elevation, slope, and/or surface roughness information. It allows a gross representation of the Earth's surface for general modeling and assessment activities. Such reduced resolution data is not intended and should not be used for automated flight guidance or other precision activity involving the safety of the public. DTED Level I is the basic medium resolution elevation data source for all military activities and systems that require landform, slope, elevation, and/or gross terrain roughness in a digital format. DTED1 is the basic medium resolution elevation data source for all military activities and systems that require landform, slope, elevation and/or terrain roughness in a digital format. DTED1 is a uniform matrix of terrain elevation values with post spacing every 3 arc seconds (approximately 100 meters). The information content is approximately equivalent to the contour information represented on a 250,000 scale map. DTED Level 2 (30m) will be available thru the 2000 STS-99 Shuttle IFSAR mission in 2001. DTED2 is the basic high resolution elevation data source for all military activities and systems that require landform, slope, elevation, and/or terrain roughness in a digital format. DTED 2 is a uniform gridded matrix of terrain elevation values with post spacing of one arc second (approximately 30 meters). Due to extremely sparse area coverage there is no catalog listing for DTED2. The information content is equivalent to the contour information represented on a 1: 50,000 scale map. Distribution of DTED and the Digital Data Products catalog is authorized to the Department of Defense, U.S. DoD contractors, and to U.S. Government agencies that support DoD functions (by authority of the Director, National Imagery and Mapping Agency, 30 May, 1990).


High Resolution Data:1-meter Light Detection and Ranging

(LIDAR/LADAR)


June 2003

Presenter

Presentation Notes

A LIDAR system is formed by a laser and sensor mounted on an aircraft, a Global Positioning System (GPS), that measures the position of the aircraft with respect to a predefined frame of reference, and an Inertial Navigation System (INS) unit that determines the orientation of the aircraft. Once in the air, the laser is fired, sweeping the ground, while the sensor estimates the distance to the ground based on the reflections of the laser pulses. This information, together with the location and pose of the aircraft at the moment when the pulse was generated, is sufficient to estimate the elevation of the terrain below.


Terrain Visualization(click on picture)


June 2003

Presenter

Presentation Notes

Click on center image for video action.. http://www.tec.army.mil/TD/tvd/tdrb.html The U.S. Army Topographic Engineering Center's (TEC) mission is to provide the war fighter with superior knowledge of the battlefield, and to support the nation's civil and environmental initiatives through research, development, and the application of expertise in the topographic and related sciences. A significant part of this mission involves terrain visualization. Generally, terrain visualization refers to the rendering of digital topographic data into useful, 3-D depictions of real-world locations. Terrain visualization can support military situation awareness, command and control, and mission planning and rehearsal.


Definition of Terrain Types by “Surface Roughness” (RMS):

• Super Highways: 0.1 to 0.3 inch RMS– Multi-lane, high speed, high density, limited access roads such as Autobahns and

Interstate highways.

• Primary Roads: 0.1 to 0.3 inch RMS– Two or more lanes, all weather, maintained, hard surface roads with good driving

visibility used for heavy and high density traffic. These surface roads have lanes with a minimum width of 2.7m(9 ft) and the legal maximum GVW/gross combined weight for the country or state is assured for all bridges.

• Secondary Roads: 0.1 to 0.6 inch RMS– Two Lane, all weather, occasionally maintained, hard or loose surface roads intended

for medium weight, low density traffic.

• Trails: 0.1 to 2.8 inch RMS– One lane, dry weather, unimproved, seldom maintained, loose surface roads intended

for low density traffic. Trails have a minimum lane width of 2.4m (8 ft), no large obstacles ( boulders, stumps, logs) and no bridging.

• Off-Road: 0.6 to 4.5 inch RMS– Vehicle operations over virgin terrain which has nor previous traffic and over combat

and pioneer trails.

Surface – SoilsClassification

June 2003

Presenter

Presentation Notes

From “Mission Rating Speed (MRS) and Terrain Definition Overview” http://contracting.tacom.army.mil/majorsys/hmee/Road-terrain%20definitions.pdf


Surface Roughness

• Military expresses surface roughness in “RMS” values of inches• Operational Requirements Document (ORD) for military vehicles

will express ride quality on specific test courses with measured RMS values: example from HMMWV ORD


3.12.1 Ride Limiting Speed

RMS (inches) 1 1.5 2 2.5MPH 30 20 15 13

The HMMWV shall attain no more then 6 watts average vertical absorbed power, as measured at driver's location, while negotiating the following Root Mean Square (RMS) ride courses at speeds listed below, with the tires at normal tire pressure:

6-watt speeds

June 2003


Comparing MobilityTest Courses:


June 2003

Presenter

Presentation Notes

Use of RMS alone is pretty crude unless the wavelength integration bounds are defined. For terrains used for mobility testing and in NRMM, military practice is to bound the integration distance from 0.5 to 64 feet It is generally accepted among the terrain roughness community that wavelengths beyond 60 feet have little effect on vehicle dynamics, and are ignored. This NOT true for professional off-road racing vehicles at speeds in excess of 100 MPH!


Test Courses atNevada Auto Test Center (NATC)


NATC Engineering Development CoursesRoughness (RMS) Values

Course Name RMS ValueGravel Oval 0.2”1/2” RMS 0.5”1” RMS 1”1.4” RMS 1.4”2.4” RMS 2.4”3.6” RMS 3.6”Sine Wave Oval – Long Amplitude Section 0.7”Sine Wave Oval – Large Amplitude Torsional Section

0.9”

Alternating Bumps (Dirt) 0.7”Perryman I 0.3”Perryman II 0.4”Perryman III 2.8”Belgian Block 0.5”3” Spaced Bump 0.9”2” Washboard 0.7”

June 2003

Presenter

Presentation Notes

From John McOmber of Nevada Auto Test Center: [email protected]


Basic Trafficability Factors:

• Factors that affect ground (soil) trafficability:– Soil Strength & Sinkage:

• Load bearing & traction capacities of soils are functions of their shearing resistance

• Shearing resistance is measured by cone penetrometer and expressed in terms of Cone Index(CI)

– Stickiness• May seriously hamper vehicles operating in wet, fine grained soil (e.g.

mud accumulation)– Slipperiness

• Excess water or a layer of soft, plastic soil overlying a firm layer• Vegetation when wet on a slope, may cause immobilization of rubber

tired vehicles.• Problem even on soils with high bearing capacities

– Variations with Weather• Loose sands improve trafficability through an increase in adhesion

during rainy periods


June 2003

Presenter

Presentation Notes

trafficability. [JP 1-02] (DoD, NATO) Capability of terrain to bear traffic. It refers to the extent to which the terrain will permit continued movement of any and/or all types of traffic.


UnifiedSoilClassificationSystem:


June 2003

Presenter

Presentation Notes

http://www.astm.org/cgi-bin/SoftCart.exe/DATABASE.CART/PAGES/D2487.htm?L+mystore+rlzn1664 ASTM: D2487-00 Standard Classification of Soils for Engineering Purposes (Unified Soil Classification System) http://www.adtdl.army.mil/cgi-bin/atdl.dll/fm/5-472/apb.pdf from American Society for Testing and Materials, 1985


• In vehicle off-road mobility, soil strength is a dominating factor.• Soil strength at a given place and time is expressed in terms of its

RCI (Rating Cone Index of soil strength).• The larger the RCI, the stronger the soil. • rating cone index (RCI):

– The measured Cone Index multiplied by the remolding index (RCI = CI x RI).

– The RCI expresses the soil-strength rating of a soil area subjected to sustained traffic.

Rating Cone IndexSurface – SoilsClassification

June 2003


Wet-Season Trafficability of SoilsSurface – SoilsClassification

June 2003


BOSNIA:

June 2003


Golan Heights

June 2003


Sinkage of Wheeled VehiclesTire / Track

Ground Interaction

June 2003

Presenter

Presentation Notes

From: “A Method for Estimating Army Training and Testing Area Carrying Capacity (ATTACC) Vehicle Severity Factors and Local Condition Factors”, Sullivan & Anderson, US Army Corps of Engineers, June 2000.


Tire Sinkage vs. Tire Diameter9000# pickup

32 34 36 38 40

7.2

7.4

7.6

7.8

8

8.2

8.4

Tire Diameter (in)

Tire

Sin

kage

(in)

Rating Cone Index = 25

Tire Width = 10”

Vehicle Weight = 9,000 lb

Number of Wheels = 4

Tire Deflection = 1”

Tire Section Width = 8”

Tire Diameter varied between 30” to 40”


June 2003


Tire Sinkage vs.Tire Width9000# pickup

Rating Cone Index = 25

Tire Width varied between 8” to 16”

Vehicle Weight = 9,000 lb

Number of Wheels = 4

Tire Deflection = 1”

Tire Section Width = 8”

Tire Diameter = 33.5”

10 12 14 16

6

8

10


Tire Width (in)

Tire

Sin

kage

(in)

June 2003


Vehicle Cone Index

• Platform’s gross vehicle weight and its footprint determine resultant ground pressure imparted on the soil

• Soil strength, coupled with vehicle’s ground pressure, determine a parameter called “Vehicle Cone Index” (VCI)

• The VCIN (Vehicle Cone Index for N vehicle passes) is a vehicle characteristic and is the minimum value of RCI at which that vehicle can successfully complete N passes in the same ruts, given that the vehicle is moving on level ground at a slow, steady speed and not pushing or towing. – VCIN is determined either by experiment or through calculations and

is closely related to nominal unit ground pressure but incorporates other factors in the overall vehicle-soil relation.

– The lower the VCIN, the better the basic performance of the vehicle in fine grained soils.

– the term VCI will assume to mean VCI1, (soil rating cone index forone vehicle pass, unless otherwise specified).


June 2003

Presenter

Presentation Notes

Importance of VCI From: “Mobility Analysis for the TRADOC Wheeled versus Tracked Vehicle Study”, Unger, Robert F., Tech. Report GL-88-18, Dept. of the Army, Waterways Experiment Station, Sept 1988 The higher the VCI (ground pressure) the less mobile the platform becomes A lower VCI value not only equates to better soft-soil mobility but also better performance on slopes, in sandy terrain, over obstacles and overriding vegetation Tracks provide an inherently lower VCI than most wheeled vehicles due to large contact surface area of the tracks The index assigned to a given vehicle that indicates the minimum soil strength in terms of rating cone index (or cone index for coarse-grained soil) required for one pass or other passes (VCI) of the vehicle. Usually one and fifty passes are used as extremes. While VCI is directly related to vehicle performance in soft fine-grained soils, it can also be used as a key first-order discriminator of mobility data not only particularly in areas/at times when weak soils, snows, and sands are prevalent but also when slopes, obstacle override, and gap crossing situations are encountered. In other words, if all other vehicle parameters are held constant, a vehicle with a lower VCI not only performs better in soft-soil areas but also usually performs better on slopes, in loose sands, when crossing gaps and obstacles, and when overriding vegetation. This is because the parameters affecting VCI are also those that affect mobility in general.



June 2003

Presenter

Presentation Notes

From: Soils trafficability, chapter 7, FM 5-430-00-1/AFPM 32-8013, Vol 1


VCI values forUS Military Vehicles


Vehicleweight

lbs.VCI

(one pass)VCI

(50 pass)# of

wheels tire sizeHTTV 6200 16 4 35x12.50 R17LTM151 "Jeep" 3180 19 44 4 7.00x16M998 HMMWV 7500 20 47 4 37x12.50x16.5M1028 old CUCV 9300 31 70 4 LT235/85 R16LAV-25 27700 32 72 8 12.00 R20 XML with CTIStryker LAV-III 38300 35/29 8 12.00 R20 XML with CTITank M1A1 125000 25 58 tracksTank M1A2 140000 28 64 tracks

June 2003

Presenter

Presentation Notes

HTTV was a special concept technology demonstrator vehicle for the USMC, packaged to fit inside the V-22 Osprey, with exceptional off-road mobility (see www.rodmillen.com)

http://www.rodmillen.com/Httv.htm


M1028: “old CUCV”• Comments from Desert Storm:

– LTC KILGORE: Okay. As far as the reliability of a CUCV, it was less than desirable, especially in this environment. The HMMWV [M-998-series High-Mobility Multi-Wheeled Vehicle], I thought, stood up very well, especially with the rocky ground and the soft sand that we had to go over. Many times, you know, they just got stuck in the soft sand, especially your deuce and a halfs [2.5-ton trucks] where you had numerous problems with transfers, transmissions, due to the soft sand, clutches, things of that nature that were impacted by the terrain itself.

M1028The M1028 is a 5/4 ton tactical truck cargo shelter carrier, General Motors Model K30903 Pickup. Military tasks include carrying the S-250 Communications Shelter. Military requirements include all of the following: air transportability; blackout lights; camouflage paint; engine diagnostic connector assembly; military markings; multi-purpose towing/tiedown eyes; nuclear, biological, and chemical (NBC) warfare protection; NBC kit provisions; radio mounting provisions; rear pintle hook with trailer wiring connector; slave-start capability; S-250 shelter equipment tiedowns; towing capability; weapon holders; winterization kit add-on capability.


June 2003

Presenter

Presentation Notes

Above comments from: http://www.army.mil/cmh-pg/documents/swa/dsit/DSIT079.htm Performance: At GVW:�Grade at 55 mph: 3%,Grade at 45 mph: 6%, Grade at 10 mph: 30%; Fording: 20"�Operational: Capable of operation in ambients from -10 deg. F to 120 deg. F; with winterization kit, operational capability extended to -50 deg. F Equipment Specifications: Steering Type: M1008 / M1010 - Mechanical, Power-assist; M1009 - Power-assist Engine: Manufacturer: General Motors�Type: M1008 / M1009 / M1010 - 6.2L Diesel, V8, Liquid-cooled; M1028 / M1031 - 6.2L Diesel�Rating: 135 SAE net hp @ 3600 rpm, 240 lb.-ft. net torque @ 2000 rpm�Fuel Capacity: M1008 / M1010 - 20 gal; M1009 - 27 gal Transmission: Manufacturer: General Motors Type: THM 400, 3-speed automatic Ratios: 2.48, 1.48, 1.0, and 2.10 (reverse) Transfer Case: Type: New Process 208, 2-speed Ratios: 2.61 and 1.0 Rear Axle: Manufacturer: General Motors�Type: M1008 / M1010 / M1028 / M1031 - Full-floating; M1009 - Semi-floating�Capacity: M1008 / M1010 / M1028 / M1031 - 7,500 lbs.; M1009 - 3,750 lbs.�Ratio: M1008 / M1010 / M1028 / M1031 - 4.56, locking type differential; M1009 - 3.08, locking type differential�Front Axle: Manufacturer: M1008 / M1010 / M1028 / M1031 - Dana/Spicer 60; M1009 - General Motors�Type: M1008 / M1010 / M1028 / M1031 - Full-floating; M1009 - Semi-floating�Capacity: M1008 / M1010 / M1028 / M1031 - 4,500 lbs.; M1009 - 3,600 lbs.�Ratio: M1008 / M1010 - 4.56; M1009 - 3.08; M1028 / M1031 - 4.56, locking differential type Rear Suspension: Type: M1008 / M1009 / M1010 - Semi-elliptic, 2-stage, multi-leaf; M1028 / M1031 - Semi-elliptic, 3-stage, multi leaf with auxiliary Capacity: M1008 / M1010 - 3,500 lbs., each spring; M1009 - 1,875 lbs., each spring; M1028 / M1031 - 3,750 lbs., each spring Total Capacity: M1008 / M1010 - 7,000 lbs.; M1009 - 3,750 lbs.; M1028 / M1031 - 7,500 lbs.�Front Suspension: Type: Tapered leaf Capacity: 2,250 lbs., each spring Total Capacity: 4,500 lbs. Electrical System: M1008 / M1009 / M1028 / M1031 - 28 Volt, 100 Amp; M1010 - 28 Volt, 200 Amp�Lighting and Control System: 12 Volt Brakes: Type: M1008 / M1009 / M1010 - Hydraulic Tires: Type: On/off road Size: M1008 / M1010 / M1028 / M1031 - LT235/85R-16E; M1009 - 10R-15(C) Wheels: Type: M1008 / M1010 / M1028 / M1031 - One piece, steel, 8-lug; M1009 - One piece�Size: M1008 / M1010 / M1028 / M1031 - 16x6.50; M1009 - 15x8


Predicted VCI for Commercial ¾ ton Pickups:

condition model & body tire size

Vehicle VCI @ 15%

Vehicle VCI @ 20%

Vehicle VCI @ 25%

Vehicle VCI @ 30%

prod base curb 24.2 22.5 21.3 20.3prod base at GVW

(9200 #s) 28.4 26.4 25.0 23.9

BATUS "General Purpose" @ 9200#

2500HD, crew cab, 4x4 Duramax, short bed LT285/75R17 24.1 22.5 21.2 20.3

COMBATT curb 20.3 18.9 17.8 17.0COMBATT GVW 22.7 21.1 19.9 19.1

Border Patrol "Enhanced" LT285/75R16 24.6 22.9 21.7 20.7

Border Patrol "SORV" LT315/75R16 24.0 22.4 21.1 20.2

2500HD, extended cab, short bed, 4x4, Duramax

2500HD, extended cab, short bed, 4x4,

Duramax

2500HD, crew cab, 4x4 Duramax, short bed LT245/75R-16

37x12.5LT17E


June 2003

Presenter

Presentation Notes

VCI computed by Dr. Eric Anderfaas of MillenWorks, at request of Jim Lutz. VCI computed from “generic pickup data model”, with specific 2500 HD vehicle parameters of above, using NRMM-II v2.5.9


VCI & speed requirements for vehicles with CTIS

• From Light Tactical Vehicle ORD:– The LTV single pass cone index (VCI1, fine grained) shall have

a value no greater than 22 at tire inflation pressure for cross-country.

– The calculated VCI1 shall employ the deflection ratio effect algorithms as defined in NRMM version 2.5.7.

– The cross-country tire pressure will allow the vehicle to maintain speeds of at least 50 mph for continuous operation on secondary roads and trails.

– The sand/mud/snow tire pressure will allow the vehicle to achieve speeds of at least 15 mph

– the emergency tire pressure will allow speeds of at least 5 mph.


June 2003

Presenter

Presentation Notes

From: System Specification, draft, Light Tactical Vehicle: July 14, 1997


Central Tire Inflation Systems

• Current & Proposed US Military Vehicles with CTIsystems:

– M939A2 5-Ton– M939A0, A1 5-Ton (USMC):– M1074, M1075 Palletized Loading System 20-Ton [PLS]– Family of Medium Tactical Vehicles– Light Medium Tactical Vehicle 2-1/2-Ton– Medium Tactical Vehicle 5-Ton– Heavy Equipment Transporter [HET] Tractor (only)– Medium Tactical Vehicle Replacement 7-Ton [MTVR](USMC)– LAV-III– Heavy Expanded Mobile Tactical Truck 10-Ton (new buy and rebuild??)– Logistic Vehicle System Replacement (LVSR) (USMC)– HMMWV A2: Several systems proposed, none accepted by US Army or

USMC (available as an option on commercial Hummer)

June 2003

Presenter

Presentation Notes

From; http://www.ctibigfoot.co.nz/ Today, CTI is standard issue on many U.S. Army vehicles. Military CTI systems number in excess of 25,000 units. The U.S. Army estimates that they are able to access 10%. more of North America's land area because of CTI systems. Apart from the obvious mobility benefits, in the past 10 years some have begun to recognize many other benefits, such as: reduced road maintenance and construction costs; improved traction; a smoother ride; and savings on truck and tire wear.��Realizing the potential of CTI systems to reduce costs associated with low volume forest-roads, the U.S. Forest Service began to seek ways to use these systems on heavy forestry trucks. In 1984, the U.S. Forest Service's San Dimas Equipment Development Centre ( SDEDC ) investigated the effect of lowering a logging truck's tire pressures on road surface damage and healing. The trial results indicated that low tire pressures provided a smoother ride, increased traction, eliminated washboard, and healed surface ruts like a rubber-tired compactor (Della-Moretta 1984). A structured test at the Nevada Automotive Test Center found that lowering tire pressures reduced traffic related road maintenance by up 80% and healed existing ruts on unpaved roads. This test also found that truck component damage was reduced by as much as 85% on a rough road course when using lowered tire pressures. Reductions in tire wear and punctures were also noted by NATC in 1986 ( Nevada Automotive Test Centre ). A comprehensive summary describing more fully the results of the U.S. Forest Service research into CTI to 1988 is available.�


Central Tire Inflation Systems

• CTIS allows a vehicle operator to maintain traction and mobility over wide variations of terrain and soil types through adjustments to tire pressure, while the vehicle is in motion.


June 2003

Presenter

Presentation Notes

From: http://jenpc.nstu.nsk.su:8083/~stinger/33.25.110.1/sb/a2_p4.htm AM General Hummer System: The optional Central Tire Inflation System (CTIS) allows the driver to change tire pressure, on-the-move from inside the cab, to suit changing terrain conditions. CTIS means better traction, greater off-road mobility, improved ride quality, and reduced shock to cargo, equipment and personnel. � The driver simply sets the tire selector switch (A) to the desired setting -- front tires only, rear tires only, or both front and rear tires and then presses the inflate/deflate switch (B) to reach the desired tire pressure. Deflation time for all tires, from 35 psi to 6 psi, is under 2 minutes. Inflation time for all tires, from 6 psi to 35 psi, is approximately 13-14 minutes. The two tire pressure gauges (C) allow the driver to continuously monitor pressure for both front and rear sets of tires. � The diagram illustrates how air is routed from the on-board electric compressor to the tire through the geared hub assembly and wheel


CTIS “Settings”

• Under the conditions for which the pressures were developed (usually full load) the tire pressures roughly correspond to:– Highway:

10 - 15% deflection– Cross-Country:

25 - 30% deflection– Mud, Sand, And Snow:

30 - 35% deflection– Emergency:

35 - 40% deflection.


June 2003

Presenter

Presentation Notes

The tire companies will tend to be conservative in the pressures (deflections) they will recommend if asked.��Some these systems will be speed limited within the software: they will be permitted to run at a given deflection over a threshold speed for a set period of time, then the system will automatically inflate to the next pressure. Usually in Emergency pressure, there will be a time limit period�(usually 5-minutes), after which the system automatically inflates to the next pressure.��A further complexity: Some systems will automatically lock in various drive line modes (interlock and intralock) with the selection of a pressure (usually mud, sand, snow and lower). All systems with air brakes have brake priority in the air system.


Tire Pressure & Deflection

There is a tire deflection appropriatefor any load and speed.

For high speed operations tire deflections should be in the 10% range.

For low speed operations tire deflections can be in the 20-30% range.

Increasing tire deflection increases the tire footprint.


June 2003


Tire Foot Print vs. Tire Pressure


June 2003

Presenter

Presentation Notes

From: http://www.ctibigfoot.co.nz/h00732.htm#top


Mobility on Slopes:

• Typical ORD for Light Tactical vehicle:– Up/down on 60% grade– 40% side slope operation

• NRMM will evaluate a vehicle platform operating on a given terrain profile.

• Each terrain data point is tested three times in NRMM for “Go/No-Go”– Vehicle traveling up-slope– Vehicle traveling down slope– Vehicle traveling side slope

• Tested at GVW & GCVW (with trailer at its GVW)

Vehicle Mobility“profile”

June 2003

http://www.marcav.ctc.com/projects/hmmwv/images/40_SS4.jpg

http://www.marcav.ctc.com/projects/hmmwv/images/60_SLOPEF8.jpg

http://www.marcav.ctc.com/projects/hmmwv/images/60_SLOPE6.jpg


Ride Quality Requirements:HMMWV ORD


June 2003

Presenter

Presentation Notes

From HMMWV ORD of October 2002…


Technology can improve military vehicle ride quality!

Data courtesy of MillenWorks – Dr. Anderfaas

June 2003

Presenter

Presentation Notes

From Dr. Eric Anderfaas www.MillenWorks.com [email protected] SOADS: Servo Optimized Active Damper study on HMMWV ride quality


NATO Reference Mobility Model(NRMM)

• NRMM II is an Army standard model for determining vehicle mobilityperformance, primarily by predicting maximum vehicle capable speeds.

• The NRMM is a computer-based simulation tool that can predict a vehicle's steady-state operating capability (effective maximum speed) over specified terrain.

– a set of equations and algorithms that predict a particular vehicle's performance in aprescribed terrain based on vehicle physics and terrain properties.

– The main prediction module considers vehicle, terrain, and vehicle-terrain independentscenario data such as weather conditions to determine the maximum possible speedversus resisting force at which the vehicle can operate.

• The primary prediction product of NRMM is the vehicle's "speed-made-good"(i.e. effective maximum speed) per terrain unit.

– Speed predictions and limiting force calculations can be determined for on-road, off-road,and obstacle crossing maneuvers.

• revised and updated throughout the years:– the current version is version 2.5.9a, also known as NRMM II.– a matured technology that was developed and proven by the Waterways Experiment

Station (WES) and the Tank-automotive and Armaments Command (TACOM) over severaldecades.

June 2003

Presenter

Presentation Notes

The NATO Reference Mobility Model (NRMM) is the Army's accredited mobility performance prediction model. Originally named AMC-71, it was developed in the early 1970s by USACE for the Army Materiel and was proposed to NATO in 1978 as its standard mobility model. A Technical Management Committee (TMC) comprised of NATO member countries, the Tank Automotive Command (TACOM), Waterways Experiment Station (WES), and the Army Materiel System Analysis Activity (AMSAA) of the Army Research Laboratory was established to oversee technical enhancements for the NRMM, officially released in 1979. The TMC meets every 18 to 24 months and is currently chaired by WES, who hosted the last TMC meeting in August 1997. The NRMM is a set of equations and algorithms that predict a particular vehicle's performance in a prescribed terrain based on vehicle physics and terrain properties. The main prediction module considers vehicle, terrain, and vehicle- and terrain-independent scenario data such as weather conditions to determine the maximum possible speed versus resisting force at which the vehicle can operate. The primary prediction product of NRMM is the vehicle's "speed-made-good" (i.e. effective maximum speed) per terrain unit. Speed predictions and limiting force calculations can be determined for on-road, off-road, and obstacle crossing maneuvers. In 1992, WES and TACOM developed NRMM II to include enhanced mobility algorithms, a better organized modular structure and a more flexible user interface. WES developed the Mobility Application Programmer's Interface (MAPI) utilizing the latest version of NRMM II, 2.5.10, in Spring 1999. MAPI supports on-road, off-road, and obstacle crossing vehicle speed prediction capabilities in addition to applied mobility products such as time contours, optimum route calculation, and mobility corridors. NRMM II is utilized by the Analysis Module of JMTK to support mobility analysis ( i.e., Cross Country Movement, etc.) WES provided technical support during the integration of NRMM II with the Analysis Module, Version 4.0. Cross Country Movement Cross Country Movement provides the means to calculate the conditions and suitability of traversing ground and water with specific vehicles transporting ground troops, weapon systems, or other assets. The results are normally expressed in terms of GO, RESTRICTED, SLOW, VERY SLOW, and NO-GO with corresponding average speed and range. Open water and urban are also portrayed, as are ground movement obstacles and hydrologic hindrances. http://www.jmtk.org/pages/capabilities/definitions.html 1) Ground vehicle movement: The NATO Reference Mobility Model (NRMM), Version II, was approved for representation of single vehicle ground maneuvers. The NRMM does not explicitly model movement for MOUT. However, algorithms within NRMM are adequate for addressing ground vehicle movement on-road, to include curvature and grades, and therefore, should be extensible to MOUT. The maneuver and obstacle routines were developed for maneuvering and crossing over obstacles encountered in a natural terrain environment (i.e. maneuver around trees and crossing over obstacles such as rock formations, logs, trenches, etc.) These two routines would require modification for MOUT scenarios. 2) AMSO Standards. The NATO Reference Mobility Model (NRMM) is the current AMSO standard for ground platform movement in Army M&S. http://www.moutfact.army.mil/whitepapers/whitepaper_mobility.htm

Prepared by Jim Lutz - Quest Systems Inc. 48June 2003


NRMM “NO-GO” Requirements:HMMWV ORD example

June 2003

Presenter

Presentation Notes

From : HMMWV ORD, October 2002


NRMM treatmentof “obstacles”:

• The effect of a linear obstacle on maximum speed is determined byusing two look-up tables. The first is a table of average andmaximum (resistance to motion) forces and minimum clearancesbased on standard obstacle descriptions.– If the minimum clearance is greater than the vehicle clearance, the

maximum force is used to determine if there is enough availabletraction to cross the obstacle.

– If either the clearance or maximum traction tests fail, NRMM II predicts“no-go”. Otherwise, the average force is added to the totalresistance, which is used to calculate the maximum vehicle capablespeed across the obstacle.

– The second table contains vehicle speed versus obstacle height and isused to limit speed due to vehicle and driver acceleration tolerance(2.5g).

June 2003

Presenter

Presentation Notes

From: http://www.mors.org/publications/abstracts/70morss/18wg_abs.htm Obstacles can disrupt, impede, and otherwise influence the outcome of military operations, understanding when and how fast an obstacle can be crossed is required to increase Army model and simulation fidelity. Obstacles other than minefields, such as ditches, berms, cuts and fills, craters, etc can be either natural, man made or reinforced, and depending on vehicle capabilities, these obstacles may be crossable, but at a greatly reduced speed. Obstacle crossing speed is also an issue when comparing performance between wheel and tracked vehicles, additionally the performance of small robotic vehicles must also be considered in emerging simulations. This presentation describes current efforts by the Engineer Research and Development Center (ERDC) to enhance vehicle speed predictions during an obstacle crossing in a SAF environment. The NATO Reference Mobility Model II (NRMM II) is an Army standard model for determining vehicle mobility performance, primarily by predicting maximum vehicle capable speeds. The effect of a linear obstacle on maximum speed is determined by using two look-up tables. The first is a table of average and maximum (resistance to motion) forces and minimum clearances based on standard obstacle descriptions. If the minimum clearance is greater than the vehicle clearance, the maximum force is used to determine if there is enough available traction to cross the obstacle. If either the clearance or maximum traction tests fail, NRMM II predicts no-go. Otherwise, the average force is added to the total resistance, which is used to calculate the maximum vehicle capable speed across the obstacle. The second table contains vehicle speed versus obstacle height and is used to limit speed due to vehicle and driver acceleration tolerance (2.5g). These tables are in the individual NRMM II vehicle data files, and are produced using 2-dimensional vehicle dynamics software (OBSMOD and VEHDYN II). The extraction of this information, obstacle description requirements, the implementation of this high resolution data/model into a lower resolution SAF (Semi-Automated Force) environment are discussed. SAF is semi-automated force, where force implies an entity in a simulation (a vehicle or group of vehicles, or an individual soldier, or group of soldiers). One of the issues for SAF's or wargames is to include enough vehicle dynamics and terrain interaction effects on automated decision making (when to slow down so a turn is not missed or should have been if the vehicle was traveling too fast) without a full dynamics model including engine, transmission etc...do a web search on "OneSAF" for public info on the army's latest "SAF“.


Obstacle Crossing Performance of Vehicles(double click on pictures)

June 2003

Presenter

Presentation Notes

Note: There are two embedded video clips, click on picture: (LAV-25 & M113) From: P. W. Richmond, G. L. Mason, E. A. Baylot, & J. G. Green Obstacle Crossing Performance of Vehicles Obstacles can disrupt, impede, and otherwise influence the outcome of military operations, understanding when and how fast an obstacle can be crossed is required to increase Army model and simulation fidelity. Obstacles other than minefields, such as ditches, berms, cuts and fills, craters, etc can be either natural, man made or reinforced, and depending on vehicle capabilities, these obstacles may be crossable, but at a greatly reduced speed. Obstacle crossing speed is also an issue when comparing performance between wheel and tracked vehicles, additionally the performance of small robotic vehicles must also be considered in emerging simulations. This presentation describes current efforts by the Engineer Research and Development Center (ERDC) to enhance vehicle speed predictions during an obstacle crossing in a SAF environment. Paul W. Richmond, US Army Engineer Research and Development Center Hanover, NH 03755, Ph: 603 646 4461, FAX: 603 646 4640, [email protected]


NRMM II is the Army standard for determining vehicle mobility performance, and its primary output is a prediction of maximum vehicle capable speeds. Simplified, the prediction procedure for determining the speed during an obstacle crossing can be outlined as follows:

1. Develop a tractive-force speed curve given vehicle characteristics and terrain type and strength.

2. Determine the total of the various resistances to motion (slope, vegetation, obstacle, sinkage, …).

3. Look up or calculate speed.4. Limit speed based on other environmental conditions

(visibility, braking ability, surface roughness, …).

Obstacle Crossing Background

NRMM II is the Army standard for determining vehicle mobility performance, and its primary output is a prediction of maximum vehicle capable speeds. Simplified, the prediction procedure for determining the speed during an obstacle crossing can be outlined as follows:

1. Develop a tractive-force speed curve given vehicle characteristics and terrain type and strength.

2. Determine the total of the various resistances to motion (slope, vegetation, obstacle, sinkage, …).

3. Look up or calculate speed.4. Limit speed based on other environmental conditions (visibility,

braking ability, surface roughness, …).

June 2003

Presenter

Presentation Notes

The NATO Reference Mobility Model II (NRMM II) is an Army standard model for determining vehicle mobility performance, primarily by predicting maximum vehicle capable speeds. The effect of a linear obstacle on maximum speed is determined by using two look-up tables. The first is a table of average and maximum (resistance to motion) forces and minimum clearances based on standard obstacle descriptions. If the minimum clearance is greater than the vehicle clearance, the maximum force is used to determine if there is enough available traction to cross the obstacle. If either the clearance or maximum traction tests fail, NRMM II predicts no-go. Otherwise, the average force is added to the total resistance, which is used to calculate the maximum vehicle capable speed across the obstacle. The second table contains vehicle speed versus obstacle height and is used to limit speed due to vehicle and driver acceleration tolerance (2.5g). These tables are in the individual NRMM II vehicle data files, and are produced using 2-dimensional vehicle dynamics software (OBSMOD and VEHDYN II). The extraction of this information, obstacle description requirements, the implementation of this high resolution data/model into a lower resolution SAF environment are discussed.


Notional Tractive-Force Speed Curve TR

AC

TIVE

FO

RC

E

SPEED

Obstacle Force

Vegetation Force

Slope

Motion Resistance

Maximum Traction From Soil

Vehicle Operating Region

Maximum Speed

Theoretical Power-Train Curve

Speed Limit Based on Other Criteria

June 2003


• Data tables of average and maximum resistance forces based on standard obstacle descriptions.

• Data for these tables are produced using OBSMOD, a 2-D simplified force balance model. (subroutine within NRMM)

• The tables are interpolated and the average and maximum resistance forces are used to:

1. Determine available traction to cross the obstacle.

2. Use average resistance to get predicted speed.

Resistance due to an Obstacle

June 2003

Presenter

Presentation Notes

Preprocessed tables of average and maximum resistance forces on standard obstacle descriptions, are stored in the NRMM II vehicle data file. Data for these tables have been traditionally been produced using OBSMOD – a 2-D simplified force balance model.


NRMM II Standard Obstacles

Diagrams of obstacle measurements

TRENCH

Approach angle > 180

Height

Width Width

Approach angle < 180

Obstacle Spacing

Obstacle Length

BERM

June 2003


VEHDYN III Animation M1097, 3 mph(click on picture)

June 2003

Presenter

Presentation Notes

Click on image to activate motion video


Terrain features Used by NRMM

• Slope• Vegetation stem spacing• Obstacle geometry• Soil Type• Soil Strength• Surface Roughness (RMS)• Visibility ( line of sight)• Snow

June 2003


What does all this provide the warfighter & planner?




Surface-SoilsCharacterization

Modeling &Simulation tools:

NRMM-II (VehDyn, OBSMOD)

ADAMS-DADS

TACTICAL DECISION

AIDS:

•Go–NoGo Maps•Speed over terrain

June 2003


• The output of GIS & NRMM software can produce a “Mobility Map”:– A standardized land

area in which terrain surface composition, surface geometry and vegetation are defined

– GIS & NRMM will show GO & NO-GO segments for the specific vehicle over this terrain

Tactical Decision Aids

June 2003

Presenter

Presentation Notes

For evaluation of terrain, both aerial photo as well as satellite data are used. This work has been carried out for both accessible and inaccessible areas of plains, deserts, mountainous terrains and riverine area in western, northern and eastern sectors. Mobility maps are used by the Army for cross-country movement of tracked vehicles and wheeled vehicles. These maps show spatial distribution of obstacles in terms of going conditions of ground depicted by color shades of delineated polygons. These maps are commonly known as Going Maps or Trafficability Maps. Preparation of these maps involves updating of base topo maps, either with the help of the latest topo maps or with the help of satellite remote sensing data covering the same area. On the basis of terrain vehicle parameters and ground input, this information is converted into Going Maps.


DoD Ground Vehicle Testing:• The U.S. Army Developmental Test

Command (DTC) is the “vehicle testing capital of the world.”. DTC has been designated as the Department of Defense’s (DOD) overall lead for all land vehicle testing.

– Aberdeen Test Center, Maryland– Yuma Proving Ground, Arizona– Cold Regions test Center, Fort Greely,

Alaska– Tropic Test Site, Hawaii

June 2003

Presenter

Presentation Notes

From: http://www.dtc.army.mil/capabilities/vehicle.html The U.S. Army Developmental Test Command (DTC) is the “vehicle testing capital of the world.” DTC has a full range of automotive test courses featuring a wide variety of natural and man-made environments, state-of-the-art firing ranges, and a full complement of maintenance facilities, with complete rebuild capability.� DTC tests vehicles in every conceivable field environment. Test conditions span the heat, humidity, and monsoon rains of the tropics; desert sand and dust; and the frigid subzero cold of the arctic; as well as nuclear, chemical, electromagnetic, and radiation environments. Tests are performed in support of the Army, Air Force, Navy, Marines, other government agencies, and private industry. DTC has been designated as the Department of Defense’s (DOD) overall lead for all land vehicle testing. GROUND MOBILITY DTC maintains primary-road, secondary-road and level and hilly cross-country test courses for natural environment endurance testing of vehicles in the temperate climate of Aberdeen Proving Ground, MD and in the desert climate of Yuma Proving Ground, AZ. Operation under arctic conditions, including snow mobility performance, is conducted at facilities in Fort Greely, AK.��The Munson Test Area, located at the U.S. Army Aberdeen Test Center, Aberdeen Proving Ground, MD, contains 30 all-weather permanent courses designed to evaluate performance and measure physical characteristics of wheeled, tracked, and towed vehicles. Courses include various obstacles, shock and vibration courses and slopes up to 60 percent. The Munson Test Area also contains facilities designed to accelerate corrosion to evaluate corrosion protection characteristics of vehicle components. The U.S. Army Yuma Proving Ground, Yuma, AZ, has established facilities to determine vehicle performance and physical characteristics under extreme sand, dust, and temperature conditions. The Middle East Desert Test Course is used to expose vehicles to extremely rough desert terrain conditions. ��At the Cold Regions Test Center, Fort Greely, AK, a directorate of Yuma Proving Ground, vehicle performance is tested in temperatures as low as -60 degrees Fahrenheit. ��DTC also performs humid tropic environmental testing at the Tropic Test Site in Hawaii.


Aberdeen Mobility Test:18 Inch Step

HMMWV's Ability to Maneuver Standard Obstacles 18" Step

June 2003

http://www.marcav.ctc.com/projects/hmmwv/images/18STEP7.jpg

http://www.marcav.ctc.com/projects/hmmwv/images/18STEP8.jpg


Aberdeen V-ditch Test:

HMMWV's Ablility to Maneuver Standard Obstacles - Aberdeen V-ditch

Typical ditches inOperation Iraqi Freedom

June 2003

Presenter

Presentation Notes

V-ditch test is not in current ORD, but vehicles are evaluated for this, and test is used during durability testing


World’s Best Cross-Country

Trailer

High Mobility Trailer (HMT)• Family of Light Cargo (M1101)

– Heavy Cargo (M1102) and Chassis Type

• Companion Trailers for HMMWVs• Payloads

M1101 1,500 Lb. 3,400 Lb. GVW M1102 2,500 Lb. 4,200 Lb. GVWChassis 2,800 Lb. 4,200 Lb. GVW

• Cross-Country Speed– Required, 15 MPH Avg.– Achieved, 18+ MPH

• Enhancements– Steel Drawbar and Brake Actuator

• Requires HMMWV Towing Kit

June 2003

Presenter

Presentation Notes

The HMT exceeded the cross-country speed requirement of 15 mph average and achieved over 18 mph average cross-country speed. Full Materiel Release is expected in Feb 01. Fielding is scheduled to resume in Mar 01. The HMT has proven itself as the “Worlds Best Cross-Country Trailer” in it’s class.


Future Military Trucks

Where we are headed…..

• C130 transportability• Increased survivability• 10 - 20T payload• Reduced curb weight• Improved mobility• Improved fuel economy• Improved command and control• Unit Price constraint• 2 man crew• Non-lethal capabilities• Suppress enemy troops• ISO container

June 2003

Presenter

Presentation Notes

The Future Tactical Truck will meet the needs of the objective force, both from the ground work of our Transformation and Army Vision goals. As the User community matures its requirements both industry, academia and DOD must work in concert to meet those requirement. Listed here are just a few of the characteristics for a truck that will match the attributes of the Future Combat Systems and the Objective force it will support.


OBJECTIVE FORCE

Tactical Wheeled Vehicle Vision

FY02 FY04 FY05 FY06 FY07 FY08 FY09 FY10 FY11

TRANSITION FROM FY03 TO OBJECTIVE FORCE

CURRENT FORCE (HET, PLS, HEMTT, M915, FMTV, HMMWV)M1A2SEP TANKS IN SERVICE IN FY30

RDT&E

FY03

REPLACE & UNIT ACTIVATIONS (ADRS)

MS A

MS B

MANEUVER SUSTAINMENTUTILITY

PLS contract ends FY07

HEMTT funding linked to ESP

HEMTT ESP contract ends FY07

FMTV contract ends FY08

HMMWV contract ends FY07

INTERIM FORCE (HEMTT-LHS, FMTV, HMMWV)

MS C

FTTS

FY 03 OBJECTIVE

June 2003

Presenter

Presentation Notes

It is critical to take the next logical step to the FTTS before committing future funds to systems that do not meet the needs of the transforming Army and the Obj Force. Two level Maintenance All the FCS requirements Reducing the Log Footprint


Vehicle mobility in the 3rd world…

June 2003


Backup information:

June 2003


Tactical Mobility inOperation Iraqi Freedom

June 2003

Fuel is the Second Largest Demandon the Battlefield

Next to Water, Fuel has the Most Tonnage on the Battlefield:39% of the Demand

Water51.1%

Bulk Petroleum38.6%

Clothing 0.5%

Food2.7%

Repair Parts0.2%

Medical0.2%Major End Items

1.1%

Comfort Items1.1%

Ammunition1.6%

Barrier Materials2.7%

Package Petroleum0.2%

7070Prepared by Jim Lutz - Quest Systems Inc. June 2003


Future Combat Systems (FCS)Mobility Requirements

• FCS units should be capable of traversing all anticipated land environments, to include, but not limited to, urban, complex, open and rolling terrain without compromising tactical unit integrity. An in-stride water obstacle crossing capability will be considered for selective applications. (MNS, 2.c.3.f)

• This force should possess unsurpassed battlefield agility in terms of maneuver, cross-country (dash and sustained) and hard surface speeds. (MNS, 2.c.3.f)

Draft MNS from Solicitation

June 2003

Presenter

Presentation Notes

Investigating “smart” suspensions to achieve significant mobility improvements.


% of Terrain Crossed Over TimePrimary 33% / Secondary 33% / Cross Country 34%

Fording Capability48” (T) / 60” (O) without kit (MSV)40” (T) / 60” (O) without kits (UV)

Operational Environmental RangeAll Environment Capable in Ambient Air Temperatures -25oF to 120oF & -50oF to 120oF with a kit (T)

Future Tactical Truck System Requirements:Agility

MAINTAIN PACE WITH THE WARFIGHTER / OPERATE WITHIN SAME ENVIRONMENT

June 2003

Presenter

Presentation Notes

Agility Profile Source: FCS ORD OMS/MP 13 Sep 02 Fording Capability Source: For MSV – HEMTT ORD; FOR UV – FCS derived capability Operational Environmental Range Source: AR 70-38, Research, Development, Test and Evaluation of Materiel for Extreme Climatic Conditions, 15 September 1979


Soil’s “Coefficient of Traction”

June 2003

Presenter

Presentation Notes

From: http://flash.lakeheadu.ca/~repulkki/skidding/sld024.htm


Soils & Surfaces Comparison:

June 2003

Presenter

Presentation Notes

From: http://flash.lakeheadu.ca/~repulkki/skidding/sld024.htm


• RESPONSIVE• DEPLOYABLE

- 1 BRIGADE IN 96 HOURS.- 1 DIVISION IN 120 HOURS.- 5 DIVISIONS IN 30 DAYS.

• AGILE• VERSATILE• LETHAL• SURVIVABLE• SUSTAINABLE

“Soldiers on point for the Nation transforming this, the most respected Army

in the world, into a strategically responsive force that is dominant

across the full spectrum of operations.”

GEN ERIC K, SHINSEKI, CSA

ARMY VISION

“Nothing happens until something moves”

Increased Importance of Wheeled Vehicles ……..

June 2003

Presenter

Presentation Notes

This slide depicts the Transformation Vision for the Army. We are working to make this vision a reality. All of these criteria apply to trucks. The one you may question is lethal. However, the armored security vehicle (ASV) is certainly lethal. The HMMWV, FMTV, and PLS are launchers for various weapons systems. The HEMTT provides the tractor the pulls the patriot launcher. The army needs trucks that are responsive, that is they must be counted on to start and be ready to move out. The trucks must be deployable - C130 aircraft. Trucks must be agile about the battlefield. Versatility is key. Trucks need to be able to perform multiple missions. The trucks must be able to survive harsh environments and we need to include crew and cargo protection. Finally, the logistical tail for trucks must be as small as possible. It is a way to reduce the logistical footprint. Of all these attributes of the transform force, deployability, versatility and sustainability are particularly key attributes for trucks.


PRIMARY MILITARY VEHICLE PRODUCTION LOCATIONS

PALLETIZED LOAD SYSTEMHEAVY EQUIPMENT TRANSPORTER SYSTEMHEAVY EXPANDED MOBILITY TACTICAL TRUCKOSHKOSH TRUCK CORP (OTC)OSHKOSH, WI

FAMILY OF MEDIUM TACTICAL VEHICLES (FMTV)STEWART & STEVENSON SERVICES, INC.SEALY, TX

HMMWVAM GENERAL CORP.SOUTH BEND, IN

HETS SEMITRAILERSYSTEMS & ELECTRONICS, INC.ST LOUIS, MO

ASV TEXTRONNEW ORLEANS, LA

PLS FLATRACKSSUMMA CORPHUNTSVILLE, AL

PLS TRAILERS OTC TRAILERBRADENTON, FL

Partnering with Industry...

June 2003

Presenter

Presentation Notes

This graphic depicts the location of many of the Tactical Wheeled Vehicle Production sites.


Active Component (AC)38%

National Guard (NG)44%

Army Reserve (USAR)18%

AC 30%

NG 39% USAR 31%

AC 45%

NG 54%

USAR<1%

*Combat *Combat Service Support*Combat Support

USAR 44%

NG 26%

AC 29%

AMERICA’S ARMY BY COMPONENT FY2001

June 2003


Light Fleet - USMC

Potential Industry InvolvementOngoing Acquisition Initiatives

June 2003


HMMWV

• Description: Light, highly mobile, diesel-powered, four wheel drive vehicle that uses a common chassis.

• Units Affected: The majority of Combat, CS, CSS.

• Qty Req: 41,654 • Programmed: 1,926 (FY03 - FY07)

• Qty OH: 29,240• Short: 10,488 • Unit Cost: $77KNote: There is a shortage of 2,699 up-armored

HMMWV’s (included in the above shortage),at per unit cost of $185K.

June 2003


Medium Fleet - USMC

Potential Industry InvolvementOngoing Acquisition Initiatives

June 2003


HEMTT

• Description: Performs line and local haul, unit resupply, and related missions in a tactical environment.

• Units Affected: A majority of Combat, CS and CSS units.

• Tanker: Qty Req: 2,077• Programmed: 502 (FY03-07)• Qty OH: 1,303• Short: 272• Unit Cost: $305K

• Wrecker: Qty Req: 1,023• Programmed: 55 (FY03-07)• Qty OH: 609• Short: 359• Unit Cost: $360K•Note: The ARNG HEMTT cargo fleet is well.

June 2003


Heavy/Special Fleet -USMC

Ongoing Acquisition InitiativesJune 2003


Family of Medium Tactical Vehicles (FMTV)

• Description: Consists of a common truck chassis that is used for several vehicle configurations in two payload classes and two tactical trailers.

• Units Affected: The majority of Combat, CS & CSS.• Qty Req: 34,287

• Programmed: 2,113 – (FY03=467,

FY04=1163, FY05=483)

• Qty OH: 501• Short: 31,673• Unit Cost: $180K

June 2003


22 1/2T Semi Trailer (M871A3)

• Description: A commercially designed 22-1/2 ton semi-trailer used where a limited degree of off-road mobility is required. Prime mover is the FMTV 5 ton tractor.

• Units Affected: CS & CSS units.

• Qty Req: 5,057• Programmed: 639 (Thru FY05)

• Qty OH: 2,495• Short: 1,923• Unit Cost: $35KNote: Normally purchased for the FMTV

at a ratio of 2 trailers to 1 truck.

June 2003


HMMWV tire change inIraqi Freedom

• Note tire tread pattern• Note tire size and section

width

June 2003


21ST CENTURY TRUCK

June 2003


Future Military Trucks:Threshold Capabilities:

Responsiveness• Greater Fuel Efficiency 100 - 200%• Dynamic Movement Tracking and Re-routing• Greater Range 600 – 900 miles• Integrated C4ISR

Agility• Higher Mobility Rated Speed: 50% increase• Must be able to go where

FCS goes and bypass built upAreas to deliver support

Versatility• Advanced Load Handling• Interchangeable/Intermodal Operation• On Board Power & water Generation• Deliver integrated, common, formed

Packaging

Sustainability• Reliability – MTBF > duration of Pulsed Operations• Maintainability – Self-reporting, no special tools,

No TMDE, and No Spares

Deployability• C130 Roll on/Roll off w/load• Ready to support off the ramp

Without vehicle preparation or Transportability waiversLethality

ORD Starting Point

Survivability• Designed upfront to provide time definite and assured delivery • Reduced Emissions and Signature

June 2003

Presenter

Presentation Notes

- OF Requirements


Future Tactical Truck System (FTTS):Concept Design Goals

Deployability• C130J• Rail envelopes GIC, B, AAR, British Rail gauge W5• Meets US and NATO highway requirements• Transport an 8’6” ISO container under a 4m overhead

obstruction

Mobility• Improved fuel economy• Improved cross-country traversing characteristics• Increased range

June 2003


USMC HMMWV A2 Fielding

The HMMWVA2 is scheduled to replace the aging fleet of more than 17,000 HMMWVs that were originally fielded to Marine Corps units in the mid-1980s. System upgrades include: microprocessor-controlled engine electrical start system; improved braking system; more powerful EPA certified engine; electronically controlled transmission; 15-year corrosion prevention and access panels to facilitate maintenance. The use of hot dip galvanization and electro-deposition coating of selected parts improves system durability in the highly corrosive environment that Marines often train and operate in.

Status:• In Production• Fielding Began December 1999• MPF-E Fielding to begin Jan 2002

• Fielding to Complete Oct 2010

June 2003


Medium Tactical Vehicle Replacement:MTVR

Schedule

• Low Rate Production On-going• IOT&E Completed• FOT&E Started• Milestone III Pending• Variant Development 2000 - 2003• Initial Fielding 2001• Full Fielding 2004

Replaces the 5-ton Fleet and Provides:

• Greater off-road mobility 70% vs. 30%• Greater off-road speed 30 vs 15 mph• Greater lift capacity

•Cross Country 7.1 tons vs. 5•Highway 15 tons vs. 10

• Improved RAM-D 4,000 MMBOMF

June 2003


Program Events• FUE JUL ‘00

• Fielded 500 Vehicles to Units at Ft Carson, Ft. Lewis and Hawaii

• Digitization Installation to IBCT

•Trailer FUE 3rd Qtr FY01

Strategically ResponsiveA0 & A1 Share

Same Basic Capabilities

Onboard Material Handling Equipment Available

FMTV A1 Description

CAT- 3126 (7.2 Liter) Heavy-duty 6 Cylinder Turbocharged Diesel, Improved Cooling, EPA Compliant

Allison Automatic/Select7 Speed, Electronically Controlled Transmission

Dual-circuit Four Channel Air Anti-lock Braking System, With Exhaust Brake

SAE J1708/J1939Databus for Interactive Electronic Technical Manual (IETM) Interface & Diagnostics

All Wheel Drive, Electronic CTIS, Superior Mobility & Ride Quality

Technical Characteristics• Incorporates Proven Commercial Components (CAT, Allison, Arvin Meritor, Dana ...)

• Meets or Exceeds Applicable Federal Motor Vehicle Standard System (FMVSS)

• Meets Applicable EPA Emission Standards

• Best Corrosion Resistance of Any Vehicle in Army Inventory

June 2003

Presenter

Presentation Notes


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• Variable Height Active Suspension Systems

HORIZONTAL TECHNOLOGY INTEGRATION (HTI)

• Digitization(FBCB2, EPLARS, DVE, MTS)

• Battery Health & Maint Package

• Advanced Lighting Package

• Collision Warning Suite

• Weight Sensor for DumpTruck

21ST CENTURY TRUCK

• Hybrid Electric Drive Propulsion

• Advanced Diesel Propulsion Systems

• Variable Speed Transmission

• Advanced Structures & Composites

• Movement Tracking System, GPS, Collision Avoidance System

• Advanced Crew Station Reconfigurable Controls & Displays

• Signature Management & Lightweight Modular Armor

FMTV Integrates New Technology for Objective Force

January 2001June 2003


LIGHT FLEET MOD PATH

M151 “JEEP”GAMA GOATM880MULE

CUCVHMMWV

HMMWVHMMWV

RECAP

HMMWVHMMWVCOMBATT*

VEHICLES

MISSIONSC4ICARGOTROOP TRANSPORTWEAPONS PLATFORM

UP ARMOR

1960-83 1984-2001 2002-2014 2002-2015

* COMMERCIAL BASED TACTICAL TRUCK.

June 2003

Presenter

Presentation Notes

As you notice the timelines, many of these vehicle that have been with us since the 1980 may be with us in some configuration out into the 2015 time frame and beyond. As you can see the HMMWV will be with us for a long time Note: COMBATT or Commercially Based Tactical Trucks are militarized versions of Hvy Duty commercial Pick up trucks such as Ford F-250/350 and Dodge 3500s. Program is in R&D being worked out of the NAC.


MEDIUM FLEET MOD PATH

2-1/2 TON LMTV2-1/2 TON ESP

LMTV

5 TON M939 M939A1 M939A2 MTV

1960-1994 1994-1999 2000-2015

1960-1980 1983-84 1985-86 1988-1996 1996-2015

MISSIONS:CARGOTRACTORWRECKERVANDUMP

MISSIONS:CARGO TANKERVAN

MISSIONS:TANKERWEAPONS

MISSIONS:CARGOVAN

MISSIONS:DUMPTRACTOR

June 2003


HEAVY TACTICAL DESIGN FLEETMOD PATH

GOERHI-MOBILITY5 TONM911/M747

HEMTT PLS HETSHEMTTRECAP

HEMTT IIHEMTT ESPPLSHETS

1965-1985 1983-2008 1994-2015 2008-2015

MISSIONS:CARGOTANKERWRECKERTANK TRANSPORT

TRACTORNEW USES PLS:FUEL MODULEENGINEER MODULESFORWARD REPAIR SYSTEM - HEAVY

June 2003


HEAVY FLEET COMMERCIALDESIGN MOD PATH

M915M916

M915A1 M915A2M916A1

M915A3/5M915A4 (ESP)M916A2

1978-1980 1985 1992-1994 1998-2015

MISSIONS:PULL FUEL TRAILERSCARGO TRAILERSENGINEER EQUIPMENT TRAILERS

June 2003

Presenter

Presentation Notes

Yet while some of these configurations will be with us for years to come, as the commercial fleet evolves so will the Tactical Wheeled fleet evolve….


MILITARY DEFINITIONS: MOUT

• Military Operations on Urbanized Terrain (MOUT):– All military actions planned

and conducted on a topographical complex and its natural terrain, where man-made construction is the dominant feature.

– It includes combat-in cities, which is that portion of MOUT involving house-to-house and street-by-street fighting in towns and cities

June 2003

Presenter

Presentation Notes

From: http://www.rand.org/publications/DB/DB270/DB270.sum.pdf Obstacles Characteristics: · Buildings exterior/interior · Street width/curvature and curb width/height · Intersections · Electric/telephone poles · Cars/street cars/trains · Traffic/noncombatant congestion · Overhead limitation (powerlines) · Bridge weight limits · Rubble and Craters · Walls · Stairs/ladders · Superelevation · Subterranean obstacles · Airport/seaport environments · Visibility (reduced by obstructions, smoke, etc…)


PORTABILITY

June 2003


Relevance

June 2003

A Primer On Military Vehicle Mobility Vintage 2003

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Transcript of A Primer On Military Vehicle Mobility Vintage 2003