AN INTEGRATED MULTIBODY DYNAMICS FOR LAND AND MARINE

TRANSPORTATION SYSTEMS


Ashraf Zeid
Textron Marine and Land Systems
Division of Textron Inc.
1010 Gauge Blvd.
Slidell, LA 70458
(985) 661-3688
azeid@tmls.textron.com

Ly D. Nguyen
Textron Marine and Land Systems
Division of Textron Inc.
1010 Gauge Blvd.
Slidell, LA 70458Center
(985) 661-3622
Lnguyen01@tmls.textron.com



Keywords: Multibody, High Mobility, Multipurpose,
Operational Scenarios, Relative Motions, Dynamics.

Abstract

Design of multipurpose, high mobility transportation
system requires an effective integration of land, marine
and space vehicles simulation. This integration poses
many technical and operational requirement challenges
during conceptual design, analysis, and simulation.
This challenge increases in complexity when
accommodating design iterations with multiple load
cases or operational scenarios.

The development of simulation capability that produces
a synchronized and quick turnaround analyses for
multiple design concepts, operational changes, and
multiple load case becomes a business competitiveness
issue. Such a simulation capability is necessary for
mitigating the risk of design induced functional failures
and facilitating design optimization. This study
describes a multibody dynamics simulation
methodology developed to analyze the dynamic loads
associated with transporting land vehicles between
marine vessels. This simulation capability calculates
the time varying loads, on ground vehicle as well as on
marine vessels, as the ground vehicle or cargo moves
onto a ramp from a large carrier to a smaller transport
vessel at various sea levels. Complexity in vessels
modeling arises from several sources that are dynamic
in nature. This modeling accounts for payload, engine
thrust, sea level, balancing of small transport craft, and
a moving ramp supported between a large ship to a
transport craft, and finally a vehicle driven between the
ships.


1. INTRODUCTION

The nature of combat operations using lightweight and
compact manned, unmanned or autonomous vehicles,
with on-demand deployment, integrates the traditional
transportation role with front line combat operations.
As these mission roles become integrated an effective
integration of simulation and modeling of land, marine
and space vehicles with operational scenarios becomes
necessary. This integration necessity becomes more
critical in the early conceptual design and requirements
development stage. The integration of vehicles
mobility, structural integrity, human factors and
survivability capability as well as the systematic
evaluation of commercial of the shelf (COTS) sub-
system can be met today because of the advancement in
CAD/CAM/CAE and ECU control over the last decade.

The difficulty in predicting relative motions between
vessels, ramp, moving cargo and vehicle as well a
reaction loads is due to many variables that change as
function of time. Some of these variables are vehicle
center of gravity, relative motion between vehicle to
ground, ramp angles, and behavior of the sea level
wave. This paper discusses techniques used to simulate
individual land or marine vehicle mobility analysis, the
integration of the land and marine vehicle during the
operation of moving land vehicle between ships and a
ramp as well as extraction of reaction force to support
design concept trade study.

2. FUNDAMENTAL APPROACH

Programs based on multibody dynamics [3, 1] allow the
representation of the full suspension kinematics of the
ground vehicle. Furthermore, multibody dynamics
allows the analysis of vehicle six Degrees of Freedom
motion on ramp and ship and extracts reaction forces in
the time domain. As opposed to the finite Element
Analysis (FEA) approach to solving this problem,
multibody dynamics lends itself to the analysis of the
impact of suspension electronic controls on vehicle ship
interaction [6, 15]. Moreover, the time required for
multibody analysis is an order of magnitude less than
that of FEA due to the limited number of bodies
included in the analysis [13].

The basic engineering digital definition begins with
CAD master model concept depicted in Figure 1, where
all engineering disciplines utilize the same model to
leverage the basis requirement such as material
properties, weight, center of gravity, compartment GUI
and payload analysis boundary conditions at the
component level to systems and vehicle installation
level [8]. The digital models are integrated into a full
vehicle Digital Mockup (DMU) to establish 3D space
for components, systems with crew workload,
compartment and personnel protection requirements as
well as a fully integrated the mobility, survivability and
payload solution optimized for the multi-mission roles.



Figure 1. Master model concept.

3. CHALLENGES

Master models provide the foundation of engineering
definition but the challenges are the effective
integration of various CAD/CAE software, managing a
matrix of design variables/characteristics and validation
of analysis and simulation with test data [9, 10]. The
detail of the CAD integration, CAE software, and
configuration management of engineering definition,
variables and performance characteristics will not be
focused in the subsequence validation of analysis and
simulation. However, all dynamics simulation
discusses in this paper trace the origin of their
geometric parameters to the master CAD model.

4. ANALYSIS DEVELOPMENT OF LAND
VEHICLE SIMULATION

Simulation of ground vehicle dynamics delivers time
domain analysis of vehicle motion over any specific
operational terrains as well as forces and moments that
facilitated the motion. A typical ground vehicle model
includes models of road, tire, suspension compliances,
suspension kinematics, Anti-lock Braking Systems
(ABS), Powertrain and vehicle chassis. Longitudinal,
transverse, and elevation describe the terrain that the
tire model uses, together with position of the center of
the spinning wheels, to produce forces on vehicle
wheels. These forces are nonlinear in nature and highly
complex due to the requirement of vehicle dynamic
simulation to run close to if not faster than real time.
The model communicates tire forces to rigid body
dynamic model of spinning wheels that calculates it
position based on forces from tire, suspension
compliances and kinematic components, and brake
forces.

Suspension kinematic model consists of rigid bodies
that move in space subject to the rigid constraints that
connect them to the chassis and subject to forces from
suspension springs and dampers [14, 2].



Figure 2. Multibody dynamic vehicle model with rigid
hull and flexible lower control arms.

Figure 2 shows the result of a simulation of a ground
vehicle moving over a large road bump. The model
includes flexible lower control arms elements while the
upper suspension components are rigid bodies. Models
Component
(Mono-Detail)
Systems
Engineering
Installations
E-Mockup, Wiring,
Piping, Ducting
MFG
Planning &
Production
layout
Tool Design
Engineering
Analyst
FEA/FEM/CFD/
Mobility/Survivability
Design
Engineering
Detailing
CM
New Proposal
Development
Master Model
Supply
Chain
ILS
Component
(Mono-Detail)
Systems
Engineering
Installations
E-Mockup, Wiring,
Piping, Ducting
MFG
Planning &
Production
layout
Tool Design
Engineering
Analyst
FEA/FEM/CFD/
Mobility/Survivability
Design
Engineering
Detailing
CM
New Proposal
Development
Master Model
Supply
Chain
ILS
Forces/Moments
Road Obstacle /Bump
of rack and pinion, CV joints, driveshaft, suspension
springs and dampers are nonlinear and use
characteristics that produce forces in response to
deformation and deformation rate.

4.1. Multibody dynamics

The challenge in modeling mobility of ground vehicles
originates from the nature of the dynamic equations that
describe the rigidly constrained bodies. It is intuitively
and easily to model rigid bodies moving in space and
subject only to external forces such as, spring or
dampers, by a set of Ordinary Differential Equations
(ODE) that describe the accelerations of the bodies. In
mathematical form described by: , an ODE system is
x = (x, t, u(x, t))

Where x is a vector of first order state derivative and
(x, u, t) is a vector function of the states x, the input
time (t), and input forcesu(x, t).

Utilizing the classical numerical integration methods to
sum the area under the acceleration curves produces the
velocity, position, and rotation in space of all bodies.
The solution for large deformation nonlinear dynamics
programs, such as LS-DYNA, CTH and MD700 use the
classical approach.

However, in a ground vehicle suspension and in general
in mechanism that moves in three-dimensional space,
rigid bodies are rigidly attached to each other by rigid
mechanical joints. Algebraic equations that describe
the common geometry that these joints enforce will
have to be added to the ODE to form a large set of
Differential Algeb E) [ raic Equations (DA
x,
11].

x = (x, t, u( t))
u = g(x, u(x, t), t)
Here the vector function g(x, u(x, t), t) describes all
the holonymic-rheonomic or non-homonymic
constraints. DAE are not trivial to solve, and as
opposed to ODE that have a unique solution, DAE may
have multiple solutions, as in bifurcation. Furthermore,
because , and for most three-dimensional mechanism,
formulating the equation of motion becomes
intractable, specialized program such as ADAMS are
used to create these DAE for any mechanism and solve
them.


4.2. Mobility Models using Multibody Dynamic
Programs.

ADAMS/CAR is a superset of ADAMS that specializes
in the Multibody Dynamics for ground vehicles. It is
designed to simplify the creation of models for complex
suspension configurations and simplifies the task of
creating vehicle maneuvers characteristics such as
steering, acceleration, and braking on a terrain. It is
possible to create fixed terrains as x, y, z that do not
change with time.

Building an ADAMS/CAR model requires hard
points data; these points describe the location where
the suspension control arms connect to the chassis. The
input to ADAMS/CAR is also nonlinear tire models,
spring and damper with nonlinear characteristics,
engine characteristic, powertrain and gear
characteristics, and steering system geometry and
transfer case properties. The difficulty in building an
ADAMS/CAR model requires hundreds of parameters
to describe the properties of the vehicle components
that influence its performance. The output from
ADAMS/CAR is all the forces, acceleration, velocity,
and position of any component in the vehicle model as
a function of time. In Figure 3, a two-split screen
shows the simultaneous motion of force response F(t)
for all four spring suspensions and plots as a ground
vehicle crosses an obstacle. Load for static Finite
Element Analysis on the hull and suspension control
arm can be extracted from CAR for direct input into
FEA programs such as NASTRAN and ANSYS to
support and define the structural analysis boundary
conditions.



Figure 3. ADAMS/CAR Multibody dynamic model.

It is also possible to use a flexible body in ADAMS car
in lieu of a rigid body. In this case, the modal analysis
is conducted on a component such as a Lower Control
Arm (LCA) and the modal modes are extracted.
ADAMS then imports these modal modes and treats
them as rigid bodies for dynamic evaluation during a
normal time domain analysis. Figure 4 below depicts a
flexible control arm deforming as a ground vehicle
crosses a round obstacle.



Figure 4. Multibody dynamic model of flexible LCA.

4.3. Dynamic Loads for Structural FEA/FEM

The complete vehicle dynamics simulation that
produces load as function of time generated from time
domain simulation of vehicle operating under specific
driving scenario and terrain profile is shown in Figure
5. These terrain profiles make a virtual proving ground
for ground vehicle testing. Loads due to vehicle
crossing obstacles, payload and weapon recoiled are
extracted at specific predefined nodes, points, direction
and locations [10].



Figure 5. Virtual driving scenario and terrain profile.

The reaction loads are then input as boundary
conditions for a full vehicle internal load distribution
shown in Figure 6. Having the vehicle internal load
distribution will further define boundary conditions for
detail component structural analysis.



Figure 6. Vehicle Structural Loads distribution.

5. INTERGATED MOBILITY ANALYSIS OF
MARINE AND LANDVEHICLES SIMULATION

This session describes the advanced development and
challenges with unique requirements for land vehicle
driving condition during the transportation from ship to
ship at various sea levels as one of many operational
scenario.

5.1. Mobility Models on Marine Vessels

As mentioned in the introduction, one of the objectives
is to extract loads and study the impact of motion of
ground vehicles on marine vessel transport systems.
Figure 7 illustrates the integrated the traditional
transportation role with high mobility operations such
as the carrier deploys ramp onto a ship to transport
vehicles and cargo in high sea with an Armored
Security Vehicle (ASV) moves down a ramp from a
carrier onto a craft.



Figure 7. Integrated Land-Marine Transport System.

The challenge in modeling vehicle moving across
marine vessels, as shown in Figure 8, is that the terrain
becomes dynamically changing with respect to relative
motion of ships, ramp, and vehicle. Figure 8 depicts
the result of a simulation of a mathematical model of a
vehicle moving on ramp between two transport ships
with the force vector displayed in red. The terrain in
this case is not fixed but rather is in itself the surface of
the marine vessels and ramps between them on which
the ground vehicle is moving. For that matter the
terrain is now described as a function of time; namely,
x (t), y (t), and z (t). The objective is to determine
capability of moving ground vehicle from ship to ship
and the highest sea level allowable as the basic
requirement for designing the ramp system and define
operational requirements.



Figure 8. Vehicle moving on ramp

Rigid bodies with six degrees of freedom model Marine
vessels. This model treats the ramp as a rigid body,
although in the future and as need arise, flexible bodys
model will replace the ramp rigid body model.

5.2. Ramp Model

The ramp rests on the surface of the craft using an in-
plane joint. A more detailed type of joint, such as
three-dimensional contact surface can model the ramp
and/or craft interface with higher degree of accuracy.
The rigid body that models the ramp acts as a terrain to
the vehicle tires. An ADAMS script language codes the
special attachment of road to a rigid body between the
carrier, ramp, and craft surfaces. The ramp takes joint
reaction forces from the revolute joint that connects it
to the carrier, the reaction forces form the in-line joint
at craft, tire forces due to vehicle motion, and output the
position of the tire contact patch.

5.3. Marine Vessel Model and Ramp dynamic
Interaction

Friction forces exist in the revolute joint that connects
the ramp to carrier, in the inline joint that connects it to
craft, and in the tire/road model definition. The ramp
motion and angles of base as measured from ramp is
shown in Figure 9.


Figure 9. Ramp base motion and angles.

The revolute and the in-plane joints therefore transmit
ships motion to the ramp as reaction. Figure 10
represents ramp forces on craft surface in z direction.
These forces can be captured before or after the vehicle
or cargo transport through the ramp.


Figure 10. Reaction forces on ramp.

ADAMS outputs acceleration, velocity, and position of
ramp in space as well as it relative angle and position
with respect to the carrier and craft. Additional
simulation can easily include co-simulation between
ADAMS and Simulink for developing control
algorithms that control these relative motions. In the
future, the control algorithms could also interface to the
vehicle suspension if vehicle suspensions have active
type controls.

5.4. Craft Powertrain Model

Powertrain models of sea crafts can be developed as
lumped parameter models in an environment such as
Simulink, or in multibody dynamics as an integral
ADAMS environment. A lumped parameter model
provides faster run time for feedback controls
development and allows for linear frequency domain
analysis of torsional modes. On the other hand, a
multibody dynamic analysis provides higher fidelity
modeling with longer computational time. Both
modeling environments; namely, ADAMS and
Simulink, can then be seamlessly integrated into the
ship and ground vehicle dynamic analysis. The
subsequence sections describe ship propulsion models
by using ADAMS Controls Toolbox.

5.5. Lumped Parameter Models Using Simulink

In a lumped parameter system model, inertia,
compliances, gear ratio, and shaft stiffness are defined
as lumped modeling elements [4]. These elements are
then interconnected by joints that guarantee continuity
and compatibility. Simulink is the environment we
chose for modeling Powertrain dynamics.

Figure 11 below shows a top-level model of a craft
powertrain model in Simulink. The model includes
blocks that describe torsional dynamics of propeller, lift
fan shafts, lift and propeller fan characteristics, engine
characteristics, and gearbox dynamics.



Figure 11. Powertrain lumped parameter model.

The gearbox lumped parameter model is illustrated in
Figure 12 and modeled in Simulink SimDriveline.



Figure 12. Lumped parameter model of gearbox.

SimDriveline simplifies gear dynamic modeling by
including predefined blocks dedicated to inertia and
gear ratios. In addition, as opposed to signal flow
graphs used in Simulink, SimDriveline uses physical
bonds to represents power connection between
modeling components lumped masses, stiffness, and
damping represent the torsional dynamic of the shaft.
Figure 13 shows the five modes representation of a
segment of the shaft dynamics. A mass and a torsional
spring, damper combination represent each lumped
segment of the shaft. Simulink has a linear analysis
toolbox that delivers Bode Frequency response based
on defining an input and an output along the system.


Figure 13. Lumped parameter model of five torsional
modes in SimDriveline.

The frequency response methods are used to analyze
the combined torsional dynamics of propeller and lift
fan dynamics. An example of the frequency response
Bode plot is show in Figure 14.



Figure 14. Rotational shaft dynamics frequency
response.

5.6. High Fidelity ADAMS Gear Dynamics

ADAMS, being a multibody dynamics program, allows
for a higher fidelity dynamic modeling of power plant
gearboxes and flexible shafts. Figure 15 depicts s a
high fidelity ADAM model of gears in a craft gearbox.
It is used to evaluate the multibody dynamics of
rotational gears including gear face contact, the effect
of filtering effect that each gear inertia will have on the
input from engine with 5% oscillations superimposed
on the rotational motion.

2
Conn2
1
Conn1
B F
Torsional
Spring-Damper4
B F
Torsional
Spring-Damper3
B F
Torsional
Spring-Damper2
B F
Torsional
Spring-Damper1
B F
Torsional
Spring-Damper
Inertia6 Inertia5 Inertia4 Inertia3 Inertia2 Inertia1
Bode Diagram
Frequency (Hz)
10
1
10
2
10
3
-1440
-1080
-720
-360
0
360
P
h
a
s
e

(
d
e
g
)
-300
-250
-200
-150
-100
-50
0
From: TestShaftLinearAnalysis/Constant To: MotionSensor1
M
a
g
n
i
t
u
d
e

(
d
B
)


Figure 15. A high fidelity gear dynamic model.

5.7. Sea Wave Surface Model Development

Matlab is used for generating of stochastic two-
dimensional realizations of the sea wave surface with
given value of wind speed and wind direction. The
utility uses the Pierson-Moskowitz spectrum for the
frequency/wave number dependency [12]. Figure 16
depicts a surface generated for sea state 4 wind speed at
16 knots at 45 degrees based on cosine squared
spreading.



Figure 16. Ocean wave profiles generated based on
cosine squared spreading.




6. CONCLUSION

The paper presents a method for multibody modeling of
ground vehicle interaction with marine vessel during
loading. The ground vehicle is represented a
comprehensive system approach including detail of
kinematics, compliance of suspension and all vehicle
dynamics parameters for an accurate representation of
impact of ships and ramp forces on vehicle motion.
The method allows for the analysis of vehicle motion
during transport with view toward identifying transport
vehicle characteristics such as vehicle speed or overall
vehicle damping. Identification of these characteristics
is important to avoid any resonance of the vehicle
during high sea level transport. The model also allows
the calculation of time domain loads on ground vehicle,
ramp, marine vessels as well as determining the
operational scenario specifications and requirement
development.
The modeling environment combines ADAMS with
Simulink. ADAMS runs in co-simulation mode with
Simulink, therefore allowing for the integration of
marine vessel propulsion and feedback controls.

References

1. Chace, M. A., "Methods and Experience in Computer
Aided Design of Large-Displacement Mechanical
Systems," Computer Aided Analysis and Optimization
of Mechanical Systems Dynamics, Ed. by E.J . Haug,
NATO ASI Series F: Computer and Systems Sciences,
Vol. 9, Springer-Verlag, New York, 1984. pp. 243-255.
2. Gillespie, D. T., Fundamentals of Vehicle Dynamics,
Society of Automotive Engineering, Warrendale, PA.
1992.
3. Haug, J . E., Computer Aided Kinematics and Dynamics
of Mechanical Systems, Volume I Basic Methods,
Center for Computer Aided Design and Department of
Mechanical Engineering, College of Engineering, The
University of Iowa. Allyn & Bacon, 1989.
4. Karnopp, D, Margolis, L. M, Rosenberg, R. C.,
System Dynamics: Modeling and Simulation of
Mechatronic Systems, J ohn Wiley & sons, Inc. 2006.
5. Milewski, B., Connell, B., Wilson, J . & Kring, D,
Dynamics of Air Cushion Vehicles Operating In a
Seaway, 9
th
International conference on Numerical
Ship Hydrodynamics, Ann Arbor, Michigan, August 5-
8, 2007.
6. Milewski, W., Connell, B., Petersen, B., & Kring, D.,
Initial Validation of the ACVSIM Model for Dynamics
of Air Cushion Vehicles,, 27 symposium on Naval
Hydrodynamics, Seoul, Korea, 5-10 October 2008.
7. MSC/ADAMS User Manual, MSC Software.
8. Nguyen, L. D., and Ku, T, Methodology to Expedite
Mechanical Component Design and Analysis in Gas
Turbine Engines, MED-Vol. 11, Proceedings of the
ASME Manufacturing Engineering Division-2000, pp.
743-747.
9. Nguyen, L.D., and J ones, S.P. Methodology to Assess
Assembly Variation in Aircraft Fuselage Structures,
8

MED-Vol., 2-2, Manufacturing Science and
Engineering 1995, pp. 1157-1161.
10. Nguyen, L.D., and Retz, K. N., Dynamic
Characteristic in Fiber Placement Tooling for Aircraft
Fuselage Shell, The 28th International SAMPE
Technical Conference-1996, Vol. 28, pp. 1040-1047.
11. Ascher, U and Petzold, L, Computer Methods for
Ordinary Differential Equations and Differential-
Algebraic Equations, Society for Industrial and
Applied Mathematics, SIAM, 1998.
12. Rodriguez, O., Sea Surface, MATLAB Central.
13. Shabana, A. A. Flexible Multibody dynamics: Review
of Past and Recent Developments, Multibody System
Dynamics, 1: 189-222, 1997. Kluwer Academic
Publisher.
14. Wong, J . Y., Theory of Ground Vehicles, J ohn Wiley
and Sons, Inc. 1993.
15. Zeid, A. and Overholt, J . L. "Singularly Perturbed Bond
Graph Models for Simulation of Multibody Systems,"
ASME J ournal of Dynamic Systems, Measurements
and Controls, September 1995. Pp. 401-410.
16. Zeid, A. and Overholt, J . L., "Singularly Perturbed
Formulation: Explicit Modeling of Multibody
Systems." J ournal of the Franklin Institute, September
1995. Pp. 21-45.
17. Zeid, A., Multibody Dynamic Simulation of Steering
Gear Systems with Three-Dimensional Surface
Contacts, Society of Automotive Engineers, 06ADSC-
29, May 2006 SAE Conference on Vehicle System
Dynamics and Stability. Troy, Michigan.
18. Zeid, A.; "Multibody Modeling of Gear Dynamics With
3-D Contacts: Advances and Challenges," Proceedings
of IMECE2006 2006 ASME International Mechanical
Engineering Congress and Exposition
November 2006, Chicago, Illinois USA.

Biography

ASHRAF A. ZEID received his MS in Applied
Mathematics and PhD in Mechanical Engineering both
from Michigan State University. His Doctoral work
was completed under the guidance of Professor Ronald
Rosenberg, a pioneer in automating computer modeling
of dynamic and control systems. As a Faculty with
Wayne State University, he supervised Ph.D. students
with research in adaptive controls, vehicle dynamics
and suspension controls. As a Senior Staff Scientist
with the Army High Performance Computing Research
Center/Computer Science Corporation, Dr. Zeid lead a
team of scientist that investigated the application of
high performance computing to ground vehicle
mobility. At Ford/Visteon, Dr. Zeid was the lead
Technical Specialist in the development of electric
steering and electro-hydraulic steering controls. Dr.
Zeid has over forty publications and patents in
modeling, controls, vehicle dynamics, multibody
systems, stability, graph theory, and automotive chassis
mobility and controls.

Lee Nguyen earned his BSME from Arizona State
University, MS in Aeronautics and MS in Technical
Management from Embry Riddle Aeronautical
University. Mr. Nguyen has more than 15 years
experience in aerospace structures, composites and
turbine engines design, analysis and systems integration
at Boeing, Raytheon and Honeywell companies. His
previous assignment at Textron-Bell Helicopter as
Airframe Systems Leader where he manages entire
statics structures for the Huey and Cobra helicopters
from concept development, testing to complete
production implementation and field support. His
current assignment as Director of Engineering at
Textron Marine and Land Systems is to manage
functional engineering department staffs and scientists
to develop and manufacture Land and Marine vehicles.
Mr. Nguyen also has dozen publications and 18 patents
in equipments, mechanical systems, and turbine
engines.