COMMONWEALTH OF AUSTRALIA

AUSTRALIAN DEFENCE STANDARD

DEF(AUST)8033 / Issue 2
Dated 17 Feb 2006

MOBILITY CATEGORIES;

DEFENCE STANDARD
*
PUBLISHED UNDER AUTHORITY OF DEPARTMENT OF DEFENCE

Usage Land

DEF(AUST)8033 / Issue 2

This page lists the ownership and area responsible for providing final approval or acceptance for the document.

Defence Group Sponsoring Organisation Sponsoring Coordinator Sponsoring Appointment

Army DMO LEA Land Vehicle Systems Program Office

Standardisation Committee Army Standardisation

Published by: Army Standardisation

AMENDMENT LIST
AMENDMENT Description No Date of Issue

Draft A Draft B Issue 1 Issue 2

4 Dec 03 17 May 05 25 Oct 05 17 Feb 06

First Draft Definition of AAP added First Issue Equation for VCI estimate in Annex B corrected and its applicability clarified. Page numbering for Annex C corrected.

BLANK

DEF(AUST)8033 / Issue 2

AUSTRALIAN DEFENCE STANDARD DEF(AUST)8033 Issue 2 MOBILITY CATEGORIES; STANDARD 17 FEB 2006

Specific inquiries regarding the application of this Specification to Requests for Tender or contracts should be addressed to the Procurement Authority named in the Request for Tender, or to the Quality Assurance Authority named in the contract, as appropriate.

DEF(AUST)8033 / Issue 2

TABLE OF CONTENTS PARAGRAPH 1. 2. 3. 4. 5. 6 7. 8. 9. 10. 11. PURPOSE BACKGROUND SCOPE DEFINITIONS THE REFERENCE TERRAIN DATA SET BENCHMARK VEHICLES MOBILITY CATEGORY DEFINITIONS DETERMINING MOBILITY CATEGORIES ADDITIONAL VEHICLE CHARACTERISTICS APPLICABLE DOCUMENTS INQUIRIES CONTENT PAGE 1 1 1 2 2 2 3 4 4 5 5

ANNEX A

SUPPORTING INFORMATION CONCERNING THE REFERENCE TERRAIN DATA SET VEHICLE DATA GUIDANCE SECTION LEA-NRMM VEHICLE DATA INPUT LEA-NRMM SCENARIO INFORMATION AVERAGE ABSORBED POWER

ANNEX B ANNEX C ANNEX D ANNEX E

DEF(AUST)8033 / Issue 2

1. 1.1

PURPOSE The purpose of this specification is to define an objective method for specifying the level of off-road mobility for ground vehicles. The method has been designed to be performance based rather than prescriptive. The specification also provides guidance on the influence of several vehicle characteristics on off-road mobility. Guidance is also given on the characteristics of the terrain that is intended to be representative of the land portion of the Australian Defence Forces Area of Direct Military Interest. The specification aims to assist capability development, preparation of specifications, preparation of tenders, tender evaluation, and the end-user of ground based mobile equipment. BACKGROUND The Land Engineering Agency (LEA) was tasked by the Defence Materiel Organisation Mobility Systems Program Office (DMO-MSPO) to review Defences mobility categories for vehicles. This task was (in part) a response to the Department of Defences agreement to an Australian National Audit Office (ANAO) recommendation which stated: The ANAO recommends that, to better match vehicle capabilities to required tasking and to assist in decision making, Defence develop a set of mobility categories including criteria and parameters that can be objectively measured.

1.2

2. 2.1

2.2

The system described herein satisfies the ANAO requirement. It specifies that the Land Engineering Agency NATO Reference Mobility Model (LEA-NRMM) be used to analyse vehicle performance over a specific reference terrain data set and that measures for wet season no-go and dry season speed be used to objectively place a vehicle in a particular mobility category. The specification limits were obtained using a procedure that followed the steps below: a. b. A preliminary categorisation for each vehicle in a benchmark vehicle set was determined using subjective assessment by a panel of experts. LEA-NRMM prediction on the Armys reference terrain data set was performed for each vehicle and the level of off-road wet season trafficability and dry season speed were obtained. The final mobility classification limits were based on an analysis of the nature of clustering of predicted levels of performance according to the preliminary categorisation.

2.3

c.

2.4

This document will be periodically revised when significant improvements to the Reference Terrain Data Set or the benchmark vehicle set are made available. The ultimate aim of the Reference Terrain Data Set is to be representative of the Defence Forces Area of Direct Military Interest.

DEF(AUST)8033 / Issue 2

3.

SCOPE This specification deals solely with the issue of off-road mobility and presents a means to quantify it. Mission profiles, or the proportion of time spent operating on-road, on tracks, and off-road should be considered separately to off-road mobility performance and be based on the requirements of the end user. In the absence of such stated requirements, guidance relating mobility categories to mission profiles for reliability testing is given in Def(Aust)5681, Environmental Test Standard For Land Based Equipment. DEFINITIONS

3.1 3.2

4.

4.1 4.2 4.3 4.4

Trafficability: The ability of a vehicle to traverse terrain, either go or no-go. It is usually reported as a percentage of navigable terrain for a specified area. Speed-made-good: The straight-line distance between start and destination points divided by the total travel time. Mobility: A measure of the automotive performance of a vehicle based on, and only on, considerations of trafficability and speed-made-good over specified terrain. Nominal Average Speed/Velocity (NAV): LEA-NRMM is often used to plot the maximum achievable speed of a vehicle against the cumulative percentage of area, up to the point at which the terrain is not navigable. The nominal average speed is the mean of the maximum achievable speed taken over the navigable area.

5. 5.1

THE REFERENCE TERRAIN DATA SET The Reference Terrain Data Set that forms the basis for the Mobility Category definitions is described in Annex A Below. BENCHMARK VEHICLES 120 military vehicles were used as the benchmark to determine the Mobility Categories. The vehicles tended towards the highly mobile end of the performance spectrum with the result being that the limits between MC1, MC2 and MC3 could be established with more confidence than the limit between MC3 and MC4. The distribution of as modelled vehicle mass for the benchmark vehicle set is shown in figure 1. Most vehicles were laden to their Gross Vehicle Mass condition.

6. 6.1

6.2

DEF(AUST)8033 / Issue 2

Figure 1 - Mass Distribution for Benchmark Vehicles

35 30 25 20 15 10 5 0
to to to to to 0 1 2 5 30 10 15 20 40 to 50 + 10 1 5 20 to to to 30 50 15 2 40

No in sample

Mass Class (t)

6.3

The vehicles represent all LEA-NRMM data sets currently held by the Land Engineering Agency at Dec 2002 and represent a range of fighting, logistics vehicles, and engineering vehicles both tracked and wheeled. Information concerning the benchmark vehicles and relationships between some vehicle parameters and Mobility Category is given at Annex B. MOBILITY CATEGORY DEFINITION

6.4

7.

7.1

The major discriminator for Mobility Category is wet season trafficability, a measure of the amount of terrain a vehicle is able to negotiate. Wet season trafficability determines the limits between MC1, MC2, MC3 and MC4. The top two categories, MC1 and MC2 are further divided into high (H) and low (L) sub-categories. These sub-categories are intended to identify vehicles that are able to sustain high off-road speeds. The limit between the high and low categories is based on the average maximum speed the vehicle is able to achieve over the reference terrain in the dry season. The Mobility Category definitions are presented in table 1 below: Table 1 - Mobility Category Definitions Mobility Category Description Specification Limits (based on LEA-NRMM Predictions over Reference Terrain Data Set) Wet Go 83% Dry NAV 25km/h Wet Go 83% Dry NAV < 25km/h Wet Go 77% Wet Go < 83% Dry NAV 25km/h

7.2

MC1-High

MC1-Low

MC2-High

Able to make maximum use of terrain to enable rapid deployment to optimal firing positions, weapon sites, surveillance points etc. and be able to out-manoeuvre highly capable threat vehicles Able to make maximum use of terrain to enable routine deployment to optimal firing positions, weapon sites, surveillance points etc Able to make use of terrain to enable rapid deployment to good firing positions, weapon sites, surveillance points etc

DEF(AUST)8033 / Issue 2

Table 1 - Mobility Category Definitions Mobility Category Description Specification Limits (based on LEA-NRMM Predictions over Reference Terrain Data Set) Wet Go 77% Wet Go < 83%

Able to make use of terrain to enable routine deployment to good firing positions, weapon sites, surveillance points etc. Dry NAV < 25km/h Sufficient off-road capability to reach MC3 Wet Go 60 support echelons, distribution points, Wet Go < 77% worksites and circumvent road damage or blockages. Limited off-road mobility (Wet Go < 60%) MC4 NAV = Nominal Average Speed Based on LEA-NRMM Prediction MC2-Low 8. DETERMINING MOBILITY CATEGORIES

8.1

Mobility Categories can only be authoritatively determined using the Land Engineering Agencys version of the NATO Reference Mobility Model (LEA-NRMM) and the associated Reference Terrain Data Set. This can be accomplished through a request to LEA and requires submission of vehicle data to LEA-NRMM input specifications as detailed in Annex C. LEA Manoeuvre Systems Program Engineering Specialist 4th Floor Defence Plaza 661 Bourke St VIC 3000 Australia Ph:+61 (0) 3 9622 2860, Fax: +61(0) 3 9622 2940

8.2 8.3

Scenario information used to perform the Mobility Categories LEA-NRMM analysis is given at Annex D. This information must be used in order to obtain valid results. There is a Guidance Section which discusses vehicle data at Annex B. This section can be used to assist in estimating a vehicles Mobility Category. ADDITIONAL VEHICLE CHARACTERISTICS

9.

9.1

LEA-NRMM takes a systems approach to mobility prediction taking most vehicle characteristics into account. However there are limits to the engineering detail that the model uses for these predictions. Three parameters have been identified that require explicit specification in addition to the Mobility Category: Between Kerbs Turning Circle; Static Overturn Angle; Fording Depth.

9.1.1 9.1.2 9.1.3

DEF(AUST)8033 / Issue 2

9.2

Guidance for specifying these parameters is included in tables 2 and 3, and aligns with that specified in UK Defence Standard 23-6, Guide to the Common Technical Requirements of for Military Logistics Vehicles and Towed Equipment. It should be noted that the values given in Tables 2 and 3 are for Military Logistics Vehicles. Corresponding guidance for Fighting Vehicles is not available although it is recognised that they often require and exhibit superior characteristics with regard to these parameters. Where statutory requirements are more stringent than the guidance proposed herein, they will take precedence.

9.3

9.4

Table 2 - Turning Circle and Overturn Angle Guidance Maximum Turning Circle Minimum Static Overturn (metres, Between Kerbs) Angle at First Wheel Lift (degrees) Veh. Mass <4 4 to 8 >8 <4 4 to 8 >8 Class1 (t): 11 16 18 35 33 33 MC1 33 30 30 12 17.5 20/21.52 MC2 13 19 22.5 30 28 28 MC3 13 25 25 28 26 26 MC4

Veh. Mass Class1 (t): MC1 MC2 MC3 MC4

Table 3 Fording Depth Guidance Minimum Fording Depth (m) <4 >4 0.75 0.75 0.75 0.5 1.25 0.75 0.75 0.5

1 2

The Vehicle Mass Class is based on the vehicles payload. 20m for up to three axles, 21.5m for 4 axles or greater or 15t payload or greater.

DEF(AUST)8033 / Issue 2

10.

APPLICABLE DOCUMENTS

10.1

This standard has made reference to the following related documents: Australian Defence Standard Def(Aust)5681 Environmental Test Standard For Land Based Equipment

UK Ministry of Defence Standard Def Stan 23-6 Guide to the Common Technical Requirements of for Military Logistics Vehicles and Towed Equipment.

11.

INQUIRIES

11.1

General inquiries and suggested amendments, should be addressed to: Assistant Program Coordinator Army Standardisation Land Engineering Agency 3rd Floor Defence Plaza, Melbourne 661 Bourke Street MELBOURNE VIC 3000

DEF(AUST)8033 / Issue 2 ANNEX A ANNEX A SUPPORTING INFORMATION CONCERNING THE REPRESENTATIVE TERRAIN DATA SET 1. 1.1 INTRODUCTION The mobility of ground vehicles differ due to variations of terrain parameters such as slope, soil strength, surface roughness, obstacles, vegetation stem size and spacing, visibility etc. The Mobility Categories are based upon the digital terrain database developed to be representative of Northern Australia. The map sheets listed in Table A-1 represent the actual area covered by the Representative Terrain Data Set, which is predominantly the region extending from Darwin to Katherine. The following terrain attributes have been extracted from the database to show their percent area distribution: a. b. c. d. e. 1.2 Soil Strength for Dry and Wet conditions; Slope; Surface Roughness; Vegetation Density; Obstacle Height.

The area covered by perennial water was not included in this analysis. Furthermore, separate consideration should be given to gap crossing, amphibious operation and sandy desert operation. The quantitative values for each of the above terrain parameters have been grouped according to suitable class intervals. (Table A-1) Mobility Terrain Database Summary

1.3

Database name Darwin Pine Creek Fergusson River Port Keats Bradshaw Katherine SP 2. 2.1

Area (km2) ~12000 17935 5951 11653 8710 2500

1:1250000 mapsheet SD52-4 (4 1:100000 mapsheets) SD52-8 SD52-12 (2 1:100000 mapsheets) SD52-11 Part of 4 1:250000 mapsheets SD52-11, 12, 15 &16 Part of two 1:100000 map sheets - Katherine and Manbulloo

SOIL STRENGTH Soil strength has a significant impact on vehicle mobility on ground. While soil strength is dependent on soil type and moisture content, other significant factors such as the rainfall depth, duration and intensity as well as soil drainage should be considered. The northern part of Australia especially Katherine-Darwin region has two distinctive seasons mainly dry and wet. Generally high rainfall occurs during the period of December to April and is mainly dry for the rest of the year. It is also a fact that near the coast, rainfall intensity and duration is higher than that of the area away from the coast. In this analysis only dry-season and wet-season soil strengths are reported.

A-1

DEF(AUST)8033 / Issue 2 ANNEX A Dry Season Soil Strength 2.2 From Table 2 it is clear that significant areas of Northern Australia in the Dry Season (nearly 95%) have high soil strength due to limited soil moisture. The saline coastal intertidal zones, intermittent streams, billabongs and swamps covering slightly over 5% of the area show low soil strength due to saturated soils of clayey nature. About 95% area has indicated soil strength more than 200 CI (Cone Index) which is sufficiently strong enough to allow multi-passes of any type of vehicles.

Table 2: Per cent Area for Dry Soil Strength Class (within LEA-NRMM Terrain Database Area)

Class Soil Strength Area (km2) Number (RCI/CI) 1 300 - 281 48,442.59 2 280 - 221 0.96 3 220 - 161 0.04 4 160 - 101 0 5 100 - 61 0 6 60 - 41 0 7 40 - 33 0 8 32 - 26 0 9 25 - 17 1726.03 10 16 - 11 0 11 10 - 4 1116.24

% Area 94.46 0 0 0 0 0 0 0 3.37 0 2.18

100 90 80 70 60 50 40 30 20 10 0 1 2 3 4 5 6 7 8 9 10 11 Dry Soil Strength Class

Wet Season Soil Strength 2.3 In comparison the soil strength during wet periods has a considerable variation. The distribution is roughly uniform except for some non-occurrence classes according to Table 3 as presented below. Large portions of the area exhibit soil strengths lower than 100 CI, a value that can cause problems for vehicle mobility.

Table 3: Per cent Area for Wet Soil Strength Class (within LEA-NRMM Terrain Database Area)
Class Soil Strength Number (RCI/CI) 1 300 - 281 2 280 - 221 3 220 - 161 4 160 - 101 5 100 - 61 6 60 - 41 7 40 - 33 8 32 - 26 9 25 - 17 10 16 - 11 11 10 - 4 Area (km2) 6405.99 0 0 1316.12 12,378.45 13,475.00 721.15 2126.06 7577 0 7285.24 % Area 12.49 0 0 2.57 24.14 26.27 1.41 4.15 14.77 0 14.21
30 25 % Area 20 15 10 5 0 1 2 3 4 5 6 7 8 9 10 11 Soil Strength Class

A-2

% Area

DEF(AUST)8033 / Issue 2 ANNEX A 2.4 The majority of soils found in low lying areas are rich in clays and silts and these soils in conjunction with the high water table and poor internal drainage are responsible for soil strength below 100 CI/RCI. Some areas remain inundated for a longer period. SLOPE The high slope in combination with low soil strength and dense vegetation offer the greatest resistance to vehicle mobility. Slope alone above 70% is not negotiable by most vehicles. In current database area, high slopes are mainly encountered for features such as escarpment, cliff, hanger, vertical wall and large gaps of rivers, creeks and gorges. In general Northern Australia has vast tracts of level to undulating lands and plateaus. More than 85% of the area has slope less than 5%. However these vast areas also exhibit high percentages of obstacles and high surface roughness values that have a detrimental effect on vehicle mobility.

3. 3.1

Table 4: Per cent Area for Slope Class (within LEA-NRMM Terrain Database Area)
Slope Class Number 1 2 3 4 5 6 7 8 Slope (%) 1- 2 3- 5 6 - 10 11 - 20 21 - 40 41 - 60 61 - 70 > 70 Area in (km2) 34,703.82 9318.04 3965.22 2192.73 793.66 30.43 1.11 280.85 % Area
80 70

67.67 18.17 7.73 4.28 1.55 0.06 0 0.55

60 % Area 50 40 30 20 10 0 1 2 3 4 5 6 7 8 Slope Class

4.

SURFACE ROUGHNESS

Table 5: Per cent Area for Surface Roughness Class (within LEA-NRMM Terrain Database Area)
Class RMS (inch Area Number x 10) (km2) 1 1 980.5 2 2-4 6039.54 3 5-6 17,115.68 4 7-8 18,418.63 5 9 - 12 3377.64 6 13 - 16 1890.35 7 17 - 22 0 8 23 - 32 3463.52
40 35 30 25 20 15 10 5 0 1 2 3 4 5 6 7 8 Surface Roughness Class

% Area 1.91 11.78 33.37 35.91 6.59 3.69 0 6.75

4.1

Generally surface roughness is generated from the departure of height (elevation) from the height of imaginary line after the adjustment for the prevailing slope at a regular interval of contour sections or survey points. This is reported in Root Mean Square (RMS) in inches of multiple of 10. Therefore rugged terrain in general has high surface roughness due to presence of continuous cover of rock fragments. For the Reference Terrain Data Set, the

% Area

A-3

DEF(AUST)8033 / Issue 2 ANNEX A RMS class distribution is close to uniform. However, the values are highly localised and depend greatly on the weathering process and surface covers. 5. 5.1 OBSTACLE HEIGHT In LEA-NRMM database obstacle geometry is defined by the following parameters: obstacle height; base width; approach/departure angle; spacing as well information indicating them as randomly occurring or linear features. Their impact on mobility is a result of the combination of the five parameters however in the absence of a better measure, height data only has been chosen for presentation. The distribution is skewed towards the lower height as many areas have very low obstacles. For example forest areas on most soils have limited rocks but may have logs and stumps, while open grasslands may have tussocks or hummocks that have low obstacle height.

Table 6: Per cent Area for Obstacle Height Class (within LEA-NRMM Terrain Database Area)
Class Obstacle Area in (km2) Number Height (inch) 1 7.60 - 15.50 27,438.01 2 16.00 - 25.50 15,865.81 3 26.00 - 35.50 1540.6 4 36.00 - 46.00 1716.04 5 46.50 - 61.00 979.38 6 61.50 - 83.50 1198.22 7 84.00 - 115.00 2547.8 % Area 53.5 30.94 3 3.35 1.91 2.34 4.97
% Area

60 50 40 30 20 10 0 1 2 3 4 5 6 7 Obstacle Height Class

6. 6.1

VEGETATION DENSITY The LEA-NRMM digital database requires stem spacing and stem diameter classes to represent vegetation. It is difficult to interpret data based on this multi-variable approach so the proportion of broad vegetation groups based on common descriptors has been provided.
Vegetation Density Dense forest Medium forest Scattered forest Grassland/Open Others (urban, water etc) % Area 1.2 23.25 62.5 9.6 3.45

A-4

DEF(AUST)8033 / Issue 2 ANNEX B

ANNEX B VEHICLE DATA GUIDANCE SECTION 1. The following table presents a number of vehicle parameters that are important in relation to off-road mobility. The mean values and standard deviation of the parameters for the benchmark vehicles are plotted against Mobility Category. The mean gives a typical measure for a particular parameter against Mobility Category. The mean +/- the standard deviation gives an indication of the range of values of a particular parameter. About 68% of the sampled vehicles in a Mobility Category exhibit values for that parameter within the mean +/- the standard deviation. The table can be used as a guide to help estimate the probability of a vehicle falling into a particular Mobility Category. Actual Mobility Category determination can only be accomplished through use of LEA-NRMM. Table B-1 The General Impact of a Selection of Vehicle Parameters on Mobility Category
Key Mean Value Mean + Standard Deviation Mean Standard Deviation

2.

Figure B-1 Departure angle is reasonably correlated to Mobility Category.

Departure Angle (deg)

Departure Angle
90 80 70 60 50 40 30 20 10 0 1 2 3 4
Mobility Category

Approach Angle (deg)

Figure B-2 Approach angle is somewhat more strongly correlated to Mobility Category than departure angle.

Approach Angle
90 80 70 60 50 40 30 20 10 0 1 2 3 4
Mobility Category

Figure B-3 Power to weight ratio has no real correlation to trafficability. Rather it impacts on speed-made-good as illustrated by the correlation between the H or high categories and increased power to weight ratio.

Power to Weight Ratio

30 25 20 15 10 5 0
MC1-H MC2-H MC1-L MC2-L
Mobility Category
Mean + Std dev Mean Mean - Std Dev

P/W (kW/t)

MC3

MC4

B-1

DEF(AUST)8033 / Issue 2 ANNEX B Figure B-4 Specific Tractive Effort is a ratio of theoretical tractive effort (as determined by engine torque and drive-train gearing without regard to limitations imposed by wheel slip) and vehicle mass. Mobility Category is significantly correlated with Specific Tractive Effort.
Specific Tractive Effort
1.4 1.2
Specific TE (kg/kg)

1 0.8 0.6 0.4 0.2 0 1 2 3 4

Mobility Category

Max Step Height (mm)

Figure B-5 This figure plots the maximum height of a platform with vertical sides over which the benchmark vehicles could drive on and off. The values are the results of LEANRMM predictions. There is significant correlation between Maximum Step Height and Mobility Category.

On-Off Vertical Step

1400 1200 1000 800 600 400 200 0 1 2 3 4
Mobility Category

Figure B-6 Ground Clearance is the minimum distance between any part of the vehicle (other than the wheels) and the ground. There is some correlation between Ground Clearance and Mobility Category. Break-Over Angle has similar implications and is probably a more appropriate measure but data for this was not available.

Ground Clearance
Ground Clearance (mm)

500 400 300 200 100 0 1 2 3 4

Mobility Category

Figure B-7 Fine Grain VCI (Vehicle Cone Index) is a measure of the strength of the weakest fine grain soil (e.g. clay) over which a vehicle is capable of travelling. VCI is strongly correlated to Mobility Category. See Paragraph 5 in this Annex for an equation to estimate VCI.

Limiting Soil Strength - Fine Grained

80 70 60 50 40 30 20 10 0 1 2
Mobility Category

Soil Strength VCI (psi)

B-2

DEF(AUST)8033 / Issue 2 ANNEX B

Ride Quality - Continous Vibration 6W AAP Criteria

120
Mean + Std Dev for "H" category vehicles

100
Speed (km/h)

Mean - Std Dev for "H" category vehicles Mean - Std Dev for "L" category vehicles

80 60 40 20 0 0 10 20 30 40 50

60

70

80

90

100

110

120

Terrain Roughness (mm RMS)

Figure B-8 Generally ride quality is vehicle characteristic that has most influence on achievable speed off-road. LEA-NRMM uses two measures for ride quality: one is a plot of the speed achievable on continuous profiles of a range of roughnesses based on the drivers Average Absorbed Power (AAP, ref. Annex E). A six Watt AAP criterion is used. Terrain roughness is measure using the RMS of the profile filtered using a 20m wavelength high pass filter.

Ride Quality - Descrete Semi-circular Obstacles 2.5 G Shock Criteria

100 90 80
Speed (km/h)
Mean + Std Dev for "H" category vehicles Mean - Std Dev for "H" category vehicles Mean - Std Dev for "L" category vehicles

70 60 50 40 30 20 10 0 0 100 200

300

400

500

Obstacle Height (mm)

Figure B-9 The second measure of ride quality is characterised by a plot of the speed achievable when traversing discrete semi-circular obstacles based on the impulse received by the driver. For this measure, a 2.5 G peak vertical acceleration criterion is used.

B-3

DEF(AUST)8033 / Issue 2 ANNEX B 3. The shaded areas in figures B-8 and B-9 represent the zones in which ride-curves typical of category H vehicles reside. The curve titled Mean Std Dev for L category vehicles represents the lower limit of ride quality for the bulk of the L category vehicles in the benchmark vehicle set. Ride quality can be defined separately in a vehicle performance specification. Speeds based on the above criteria can be specified against roughness or obstacle height values. The Accredited Test Services (ATS) Automotive and Electrical Performance Laboratory (AEPL) at Monegeetta, Victoria has continuous roughness courses of the following severity for measuring vehicle ride quality: Table B-2 AEPL Monegeetta Random Ride Courses Profile designation RMS (mm) Profile 1 10.6 Profile 2 16.0 Profile 3, left lane 20.8 Profile 3, right lane 18.8 Profile 4, left lane 27.9 Profile 4, right lane 35.6 Profile 5, left lane 43.2 Profile 5, right lane 48.3 Single pass VCI (psi) can be estimated for solo all wheel drive vehicles using the following formulas1:

4.

5.

VCI = 1.95 + 2.03 CP + 1.95 TCF

CP =

w 2 n b d ( + 0.026 d ) ( + 0.026 d ) (b h )
2 0.52

Where: TCF = 0 if radial, or 1 if bias ply (Tyre Construction Factor) w = average axle loading (lbf) n = average number of tyres per axle b = average tyre section width (in) d = average tyre outside diameter, unloaded (in) = average hard surface tyre deflection (in) h = average tyre section height (in)

Reference: Improving the Traction Prediction Capabilities in the NATO Reference Mobility Model (NRMM), J.D. Priddy, Report No. GL99-8, US Army Corps Of Engineers Waterways Experiment Station, Aug 1999.

B-4

DEF(AUST)8033 / Issue 2 ANNEX C

ANNEX C LEA-NRMM VEHICLE DATA INPUT

COMPANY / ORGANISATION: VEHICLE / PROJECT NAME: CONTACT PERSON: TELEPHONE: FAX: INTRODUCTION The following specifies the data necessary for an accurate engineering description of the vehicle Note that all data are to be for a COMBAT LADEN vehicle unless otherwise stated UNITS of all data supplied must be clearly stated VEHICLE IDENTIFICATION Vehicle Name:

1.0

2.0 2.1

2.2 2.3 2.4

3.0 3.1 3.1.1 3.1.2 3.1.3 3.1.4 3.1.5 3.1.6 3.1.7 3.1.8

Vehicle Make: Vehicle Model: Description:

POWER TRAIN ENGINE Engine Description: Maximum Gross Power: Maximum Gross Torque: Cycle (2-stroke or 4-stroke): Fuel (Petrol or Diesel): Number of Cylinders: Total Displacement: Configuration (In-line, Vee etc): Engine Torque-Speed curve: Provide a clearly labelled curve of net flywheel torque for the engine in the installed condition with all accessories, for the full operating speed range. Include governor droop characteristics (if applicable) as per Figure 1. Alternatively, provide a Table of Engine Torque Versus Speed in the full operating range. Please quote standard used (eg. SAE J1349, ISO 1585)

at at

rpm rpm

(Example Illustrated)

3.2 3.2.1 3.2.2

3.2.3

TRANSMISSION Transmission Description: Transmission Type: Manual with Clutch: Auto with Torque Converter: Other: Does Torque Converter have Lockup:

C-1

DEF(AUST)8033 / Issue 2 ANNEX C

3.2.4 3.2.5 3.2.6 Main Transmission Gear Ratios: Transmission Efficiency in Each Ratio: Is an Engine to Transmission Transfer Box Fitted? If Yes, give Ratios and Efficiencies: Is a Main Transmission to Axle Transfer Box Fitted? If Yes, give Ratios and Efficiencies: If a Torque Converter is fitted, provide torque converter characteristic curves as per figure 2 and include data on pump torque applicable to installation. Alternatively, provide a table of data which includes the PUMP KFACTOR, TORQUE RATIO and SPEED RATIO.

3.2.7

3.2.8

3.2.8

If non conventional transmission is fitted provide a curve of wheel tractive effort for the full vehicle road speed range with engine at full throttle, (ie Tractive effort speed curve) as per Figure 3. (Do not include aerodynamic or rolling losses, but include all transmission efficiency effects.)

3.3 3.3.1 3.3.2

3.3.3

FINAL DRIVE Final Drive Description: Axle Gear Ratio: Axle Gear Efficiency: Are Wheel, or Hub Reductions Fitted? If Yes, Gear Ratio: Efficiency:

C-2

DEF(AUST)8033 / Issue 2 ANNEX C

3.3.4

Are Cross Axle Differential Locks Provided? If Yes, which Axle(s): Efficiency:
GENERAL DATA AXLES Number of Axle Assemblies: Which Axles are Powered: Which Axles are Braked: Maximum Allowable Gross Vehicle Mass (GVM) Axle Loading at GVM (or for fighting vehicle at actual Combat Laden condition) for each axle Axle Loading in Unladen condition (completely ready for operation but without crew or payload) for each axle Maximum rated loading for each axle TYRES AND RIMS Description of Tyres fitted to each Axle, (Radial or Bias ply) Manufacturer and designation (eg. 365/85R16):

4.0 4.1 4.1.1 4.1.2 4.1.3 4.1.4

4.1.5 4.1.6

4.1.7
4.2 4.2.1

4.2.2

4.2.3 4.2.4 4.2.5 4.2.6 4.2.7 4.2.8 4.2.9 4.2.10 4.2.11

4.2.12
NOTE

Tyre Section Height (undeflected) for each Axle: Tyre Section Width (undeflected) for each Axle: Tyre Ply or Load Rating for each Axle: No. of Tyres on each Axle: Wheel Rim Diameter for each Axle: Wheel Rim Width for each Axle: Outside Tyre Diameter (undeflected) for each Axle: Is variable Tyre Pressure Device Fitted: Tyre Inflation Pressure for each Axle (GVM or Combat Laden, specify for: Clay-Soil-Mud Operation: Sand Operation: Highway Operation: Deflection of Tyres on each Axle, Combat Laden at Operating Pressures specified above: An alternative to the above is to provide the tyre manufacturers data sheet that provides tables with recommendations for tyre pressures against wheel load, terrain type (road, mud sand), and corresponding deflections speed limitations.
TYRE, AXLE RELATED DIMENSIONS Inter-axle distance (distance from centreline of 1st axle to 2nd axle, 2nd axle to 3rd axle etc): Minimum Ground Clearance at each Axle: Track Width (see Figures 4 & 5) for each Axle: Minimum Width between Tyres (Figure 6): Overall Width over Tyres (Figure 7):

4.3 4.3.1 4.3.2 4.3.3 4.3.4 4.3.5

C-3

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4.3.6

Revolutions per mile of tyres for each (At GVM or combat laden & highway tyre pressure):
CENTRE OF GRAVITY (C of G) C of G height above ground (unladen): Lateral c of g distance from vehicle centreline (left or right) as viewed from the rear (unladen): Longitudinal C of G distance from centreline of front axle (unladen): C of G height above ground (combat laden): Lateral c of g distance from vehicle centreline (left or right) as viewed from the rear (combat laden): Longitudinal C of G distance from centreline of front axle (combat laden): APPROACH AND DEPARTURE ANGLES Vehicle Approach Angle (GVM or combat laden condition, at off-road tyre pressures, Figure 8):

4.4 4.4.1 4.4.2

4.4.3 4.4.4 4.4.5

4.4.6

4.5 4.5.1

4.5.2

4.6 4.6.1 4.6.2 4.6.3 4.6.4 4.6.5 4.6.6 4.6.7

4.6.8 4.6.9 4.6.9.1 4.6.9.2 4.6.9.3 4.6.9.4 4.6.10

Vehicle Departure Angle (GVM or combat laden condition, at off-road tyre pressures, Figure 8): MISCELLANEOUS Eye height of average driver above ground: Maximum water fording depth: Vehicle fording speed: Vehicle projected frontal area: Overall vehicle width: Height of vehicle push bar above ground: Maximum force push bar can tolerate without damage: Maximum braking coefficient (deceleration) vehicle can develop (combat laden, eg 0.5g): Maximum Acceleration (GVM or Combat Laden Condition): Time from 0 to 40km/h Time from 0 to 60km/h Time from 0 to 80 km/h Time from 0 to 100 km/h Is vehicle transportable by C130 aircraft (yes/no)

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DEF(AUST)8033 / Issue 2 ANNEX C 5.0 5.1 DYNAMICS DATA Longitudinal distance of the driver from vehicles first axle (+ve if forward, -ve if rear, for drivers location use SAE J1163 Seat Index Point (SIP), or pivot centre between torso and thighs): Height of drivers seat (SIP) above ground: Pitch moments of inertia of sprung mass about 2 c of g (laden and unladen) units eg. kgm : Description of suspension systems for each axle assembly (eg bogie, walking beam, independent, unsprung):

5.2 5.3 5.4

5.5

5.6

5.7

5.8

Unsprung mass at each wheel station (for beam axle use half of each axle assembly mass): Provide loading and unloading vertical forcedeflection curve from full bump to full rebound travel for each wheel station including the regions where stiffness increases when the suspension limits are reached. Length of bogie or beam arms if fitted (a separate value for each wheel specifying the longitudinal Distance from the wheel centre to point of attachment to sprung mass): Provide a bump and rebound damping forcevelocity curve for each wheel station: Rotational moment of inertia of each bogie or beam arm: Is a drivers suspension seat fitted? Are suspension seats provided for other occupants? If a suspension seat is fitted provide vertical force-deflection curve from full bump to full rebound travel including where stiffness increases when the suspension limits are reached: If a suspension seat is fitted provide a bump and rebound damping force-velocity curve:
HULL CLEARANCE DATA Provide data or scale drawing showing the vehicle hull profile in the unladen condition, referenced to the first axle centreline (see Figure 9). Include hitch, differential and tailshaft(s) in profile. Include all lowermost foul points. Profile is at GVM at off-road tyre pressures.

5.9 5.10 5.11 5.12

5.13

6.0 6.1

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DEF(AUST)8033 / Issue 2 ANNEX C

7.0 7.1 7.2 7.3

Steering Data Maximum steer-angle of steering road wheels. Minimum kerb to kerb turning circle Provide the height and longitudinal position of the centre of trailer attachment point (pintle, hitch, turntable etc.)

8.0 8.1

Fuel Consumption Data Provide the engine Specific Fuel Consumption Performance Map providing mass flowrate of fuel against engine speed for the full range of speed and net fly-wheel power (or torque). (Please state standard used, if net power or torque is not available supply data on engine accessory power consumption (Ref. example in Figure 10)

9.0 9.1 9.2 9.3

9.4 9.5 9.6 9.7 9.8 9.9

Tracked Vehicle Data Track Pitch (figure 11) Track width (figure 11) Does track have pads? If so what is pad height (figure 11) Track Thickness (figure 11) Bogie or Road wheel rolling radius (figure 11) Number of teeth on drive sprocket. Number of road wheels on track assembly Is track rigid or flexible? Nominal static track tension (eg. kN)

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DEF(AUST)8033 / Issue 2 ANNEX C

9.10 9.11 Note 9.11.1

9.11.2 9.11.3 9.11.4 9.11.5

Nominal track longitudinal stiffness(eg. kN/m) Sprocket wheel - idler layout (ref. Fig 12) Measure from front sprocket or idler. x1, x2, x3, x4, etc. road wheel locations, xa, distance to rear sprocket or idler(provide table with reference sketch) Front sprocket or idler diameter (Df) Rear sprocket or idler diameter (Dr) Height of centre of front sprocket or idler above ground (Zf) Height of centre of rear sprocket or idler above ground (Zr)

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DEF(AUST)8033 / Issue 2 ANNEX D

ANNEX D LEA-NRMM SCENARIO INFORMATION Table D-1 - LEA Reference Terrain Data Sets to be Used for The Determination of Mobility Categories (MTDB files) Dry Season Wet Season DAD DAW PCKDM PCKWM FERGRD FERGRW PKTD PKTW BRADD BRADW KATHSDD KATHSDW

Table D-2 - Scenario File Data to be Used for the Determination of Mobility Categories Scenario Variable Value (Dry Season) Value (Wet Season) ntyre 1 1 cohes .5e-01 .5e-01 dclmax .5e+00 .5e+00 gamma .2e+00 .2e+00 iover 9 9 iseasn 1 3 isurf 1 1 isnow 0 0 lac 1 1 map 74 74 mnspd 0 0 mapg 1 1 month 7 12 nopp 1 1 nslip 0 0 ntrav 3 3 ntux 11 11 phi .21e+02 .21e+02 react .5e+00 .5e+00 rdfog .1e+04 .1e+04 sftypc .9e+02 .9e+02 vbrake .5e+01 .5e+01 vismnv .2e+01 .2e+01 vlim 100.0 100.0 zsnow .3e+01 .3e+01 mtdb 1 1

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DEF(AUST)8033 / Issue 2 ANNEX D

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DEF(AUST)8033 / Issue 2 ANNEX E

ANNEX E AVERAGE ABSORBED POWER

INTRODUCTION Average Absorbed Power (AAP) is the measure of the rate at which vibrational energy is absorbed by a human and is the quantity used to determine human tolerance to vibration when a vehicle is negotiating rough terrain. It is calculated from the vertical acceleration time history at the drivers seat. AAP is defined here using Fortran code (power.f). It requires a 30 Hz Low Pass pre-filter (filter.f) Alternatively, AAP is defined in The Society of Automotive Engineers Technical Publication no. 680091 (Analytical Analysis of Human Vibration, by Richard A. Lee and Fred Pradko, Mobility Systems Laboratory, US Army Tank Automotive Command, Jan 1968). FILTER.F Input is a file called ufaccel.dat. This file contains a single column of sampled, unformatted acceleration data in g's, sampled at a constant rate. Output is a file called filtaccel.dat and contains a single column of unformatted, filtered acceleration data. A variable, frctof is the filter cut-off frequency and is set to 30 Hertz in the code. The variable timeint is the time interval in seconds of the sampling period used. In the code it is set to 0.005 seconds. This should be altered before compilation if necessary. POWER.F Input is a file called accelin.dat. This file contains a single column of unformatted, sampled and filtered acceleration data in g's. Output is a file called aapout.dat and contains a single column of unformatted Average Absorbed Power values in Watts. The variable dt is the time interval in seconds of the sampling period used. In the code it is set to 0.005 seconds. This should be altered before compilation if necessary. program filter c.....program to exercise low-pass filter implicit none real smplrt,frctof,f,xin,j,t,yout,timeint real vr,c,bb0,bb1,bb2,csq,bb1c,bb2c2,bb3c3,bb4c4,bcon,ai integer i dimension f(5,4)
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c.....xin are unfiltered accelerations c.....yout are filtered accelerations open(unit=1,file="ufaccel.dat") open(unit=2,file="filtaccel.dat") c.....samplerate, number of samples per second timeint=0.005 smplrt=1/timeint c.....filter cut-off frequnecy, Hz frctof=30 call lpfset(smplrt,frctof,f)

c.....filter input signal.. output will lag input by 4 samples 1 read(1,*,end=99)xin j=f(5,4) t=xin*f(5,3) do 10 i = 1,4 t=t+f(j,1)*f(i,3)-f(j,2)*f(i,4) j=j+1 if(j.gt.5)j=1 continue yout=t write(2,*)yout f(j,2)=t f(j,1)=xin f(5,4)=j goto 1 continue close(1) close(2) end

10

99

c..... c.....subroutine to setup for low-pass filter routine c..... subroutine lpfset(smplrt,frctof,f) c c.....4 pole butterworth low pass filter set-up routine c.....smplrt = no. data samples per sec. c.....frctof = cut-off freq. in hertz c.....f = work array of 20 elements c dimension f(5,4) vr = frctof/(0.5*smplrt) c = 1.0/tan(vr*1.5707963) c.....4 pole butterworth analog transfer function bb0 = 1.0 bb1 = 2.6131259
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DEF(AUST)8033 / Issue 2 ANNEX E

bb2 = 3.4142136 csq=c*c bb1c=bb1*c bb2c2=bb2*csq bb3c3=bb1c*csq bb4c4=csq*csq bcon=2.*bb1c*(1.-csq) b4con=4.*bb4c4 c.....digital filter function ai = 1./(bb0 + bb1c + bb2c2 + bb3c3 + bb4c4) f(1,3) = ai f(2,3) = 4.0*ai f(3,3) = 6.0*ai f(4,3) = f(2,3) f(5,3) = ai f(5,4) = 1. f(1,4) = (4.0 + bcon - b4con)*ai f(2,4) = (6.0 - 2.*bb2c2 + 6.*bb4c4)*ai f(3,4) = (4.0 - bcon - b4con)*ai f(4,4) = (1.0 - bb1c +bb2c2 - bb3c3 + bb4c4)*ai do 10 j=1,2 do 10 i=1,5 f(i,j)=0. 10 continue return end program power3 implicit none real dt,fnew,fold,delf,pwrfk,pwrvar,u1,u2,u3,u4,u5,q3 real sumabp,a,b,c, avpwr,pout7 integer i,k,kuse dimension pwrfk(7),pwrvar(7),a(4),b(4),c(4),q3(7) common /rkgabc/ a(4),b(4),c(4) dt=0.005 call rkgset(dt) pout7=0 u1=0. u2=0. u3=0. u4=0. u5=0. pwrvar(1)=0. pwrvar(2)=0. pwrvar(3)=0. pwrvar(4)=0. pwrvar(5)=0. pwrvar(6)=0. pwrvar(7)=0. c open(unit=1,file="accelin.dat") open(unit=2,file="apout.dat")
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DEF(AUST)8033 / Issue 2 ANNEX E

open(unit=3,file="aapout.dat") c.... loop drops out when end of file read c.... maximum 1,000,000 samples do i=1,1000000 fold=pout7 read(1,*,end=139)fnew pout7=fnew delf=(fnew-fold)*0.5 c..... fnew=filtered driver instantaneous g's c..... integrate power using rkg integration do 138 k=1,4 kuse=k go to (137,136,137,136),k 136 fold=fold+delf 137 call power(pwrfk(1),pwrvar(1),fold,u5) call rkg(pwrvar(1),pwrfk(1),q3(1),7,kuse) 138 continue c..... u5=instantaneous absorbed power sumabp=sumabp+u5 c write(2,*)u5 avpwr=sumabp*dt/(dt*i) write(3,*)avpwr enddo 139 close(1) c close(2) close(3) end c.....subroutine to exercize absorbed power equations c.....input is filtered driver g's (drvinp) c.....output is instantaneous absorbed power in watts (u5) c..... subroutine power(fk,pwrvar,drvinp,u5) dimension fk(7),pwrvar(7) u1=-pwrvar(1) u2=-(u1+0.108*pwrvar(4)) u3=-(u2+0.250*pwrvar(6)) u4=-(u3+pwrvar(7)) u5=u4*u4 fk(1)=-(29.80*pwrvar(1)+15.45*drvinp*32.2+100.*pwrvar(2)) fk(2)=-10.*u1 fk(3)=-(736.9*u1+1000.*u2) fk(4)=-(100.*u1+35.19*pwrvar(3)+39.10*pwrvar(4)) fk(5)=-(1000.*u2+684.3*u3) fk(6)=-(80.*u2+30.28*pwrvar(5)+100.*pwrvar(6)) fk(7)=-(u3+6.*pwrvar(7)) return end c..... c.....subroutine to compute runge-kutta-gill 1/4 time-step
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DEF(AUST)8033 / Issue 2 ANNEX E

integration subroutine rkg(x,fk,q,n,k) real ta,tb,tc,p,x,fk integer i,k common /rkgabc/ a(4),b(4),c(4) dimension q(1),x(1),fk(1) save /rkgabc/ c begin ta=a(k) tb=b(k) tc=c(k) do 10 i=1,n p=ta*(fk(i)-tb*q(i)) x(i)=x(i)+p q(i)=q(i)+3.*p-tc*fk(i) continue

10

return end c..... c.....subroutine to setup constants for runge-kutta-gill integration c..... subroutine rkgset(h) real a,b,c,h,s2 common /rkgabc/ a(4),b(4),c(4) save /rkgabc/ c begin s2=sqrt(2.) a(1)=h*0.5 a(2)=h/(2.+s2) a(3)=h*(1.+1./s2) a(4)=h/6. b(1)=2./h b(2)=1./h b(3)=b(2) b(4)=b(1) c(1)=a(1) c(2)=a(2) c(3)=a(3) c(4)=a(1) return end

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DEF(AUST)8033 / Issue 2

DOCUMENT IMPROVEMENT PROPOSAL DEF(AUST)8033 / Issue 1 MOBILITY CATEGORIES.

The purpose of this form is to solicit comments, which will assist in maintaining the above document as both practical and realistic. When completed, the form and any additional papers, should be forwarded to:

Assistant Program Coordinator Army Standardisation Land Engineering Agency DPM-3, 661 Bourke Street MELBOURNE 3000
NOTE:

Comments submitted do not constitute or imply authorisation to waive any requirement of the document or to amend contractual requirements.

1.

Has any part of this document created problems or required interpretation in use? State paragraph no(s) and any rewording suggested.

2.

Has any new technology rendered any process obsolete? Suggestions supported by examples are welcome where the new process/hardware has proved satisfactory.

3.

Comments on any requirements considered to be too rigid/too expensive.

4.

Remarks (attach any relevant data, which may be of use in improving this document).

DEF(AUST)8033 / Issue 2

REQUESTS FOR DOCUMENTS

Requests for copies of this Standard, or certain of the listed Applicable Documents, may be directed to the appropriate source listed below:

DEPARTMENT OF DEFENCE (Maritime)

Director of Naval Platform Systems Department of Defence (Navy Office) Campbell Park Offices (CP1-4-16) CANBERRA ACT 2600 Telephone: (02) 6266 2906/6266 2946 Facsimile: (02) 6266 4994

DEPARTMENT OF DEFENCE (Land)

Land Engineering Agency Raleigh Road MARIBYRNONG VIC 3032 Postal Address: Private Bag No 12 PO ASCOT VALE VIC 3032 Attention: Equipment Information Officer Telephone: (03) 9319 5385 Facsimile: (03) 9319 5382 Army Standardisation:
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DEPARTMENT OF DEFENCE (Air Force Office)

Specifications and Standards Defence Air Publications Agency (DAPA) RAAF Williams LAVERTON VIC 3027 Telephone: (03) 9256 4179 Facsimile : (03) 9256 4178 DAPA:
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OTHER USERS Refer Land at address above

DEF(AUST)8033 / Issue 2

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