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Transient Tracked Vehicle Steering Model

Conference Paper · September 2016

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 1

TRANSIENT TRACKED VEHICLE STEERING MODEL

Mehmet Nuri Özdemira, Varlık Kılıçb and Y. Samim Ünlüsoyc

a
FNSS Defense Systems Inc., Oğulbey Mahallesi, Kumludere Caddesi, No 11, 06830, Gölbaşı, Ankara, Turkey
b
Borusan Technology Development and R&D Inc., Büyükhanlı Plaza, 34750, Ataşehir, İstanbul, Turkey
c
The Middle East Technical University, 06800, Ankara, Turkey
mehmetnuri.ozdemir@fnss.com.tr, vkilic@borusan.com, unlusoy@metu.edu.tr

Abstract
The objective of this study is to develop a general transient steering model for tracked vehicles which is simple,
accurate, and agreeing with the test results to a satisfactory level. In this study, such a model is developed in
Matlab/Simulink platform.
The model represents a general tracked vehicle having rear or front sprockets, with variable centre of gravity and
wheel positions, and number of wheels. The vehicle hull is modelled as a rigid body having 3 degree of freedom;
translation in the longitudinal and lateral directions, and yaw rotation. The terrain is modelled as flat non-deformable
terrain. The model involves the calculation of contact forces between the track and the terrain, and calculation of
longitudinal and lateral forces acting on the hull. Contact forces between the track elements and the terrain are
calculated for each wheel taking the track tension into account. The effects of lateral accelerations during steering, and
longitudinal accelerations in traction or braking are included in contact force calculations. To be able to calculate
longitudinal and lateral forces, a transient shear model is used. The shear model utilizes determination of slip velocities,
slip displacements, the shear stress on the track pad surface under each road wheel, and the resulting shear forces. Shear
stress is assumed to be a function of shear displacement. The inputs to the vehicle model are left and right sprocket
speeds and the outputs are vehicle position, velocity, and acceleration in the longitudinal, lateral, and yaw directions,
and side slip angle.
A comprehensive program of road tests has been performed. The results from the model study and the road test
program involving various steering scenarios show that the agreement between them is satisfactory both in the steady
state and transient steering simulations.

Keywords: Tracked Vehicle, Transient Steering Dynamics, Shear Model

1. Introduction
The steering dynamics of tracked vehicles have been studied for many years. Steeds [1] is one of the first researchers
who rigorously defined skid steering behavior of tracked vehicles. He assumed the interaction between terrain and the
track obeys the Coulomb law of friction. He considered uniformly distributed vehicle weight over the whole track area
and suggested a trial and error type of solution. Weiss [2] proposed calculation of normal loads under the track as
concentrated point loads under each wheels on hard ground. His equations were again solved graphically in the form of
nomograms. Kitano and Jyozaki [3] took into consideration the effect of lateral accelerations, longitudinal accelerations,
and track tension on contact forces. They derived their formulas considering regularly spaced wheels of an n-wheeled
vehicle and took the center of gravity in the middle of the vehicle. They excluded the effect of track pretension. Kitano
and Kuma [4] derived the differential equations to define the steering motion for transient cases. However, they used the

The authors are solely responsible for the content of this technical presentation. The technical presentation does not necessarily reflect
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Proceedings of the ISTVS 8th Americas Regional Conference, Detroit, MI, September 12-14, 2016
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simple Coulomb’s law of friction to calculate shear forces. Wong and Chiang [5] established a new theory of skid
steering on firm ground and they proved that the new theory is better than the existing ones. They proposed that shear
stress that is created under a track pad is dependent on the shear displacement. They derived equations of motion for
steady state circular maneuvers and solved these equations to find sprocket torques for corresponding turning radii.

In this paper, the contact force formulations of Kitano and Jyozaki [3] including the effect of lateral accelerations,
longitudinal accelerations, and track tension were expanded to the case of a general n-wheeled tracked vehicle with
unequally spaced wheels and parametrically located center of gravity. Track pretension is included in the contact force
calculations. Furthermore, the slip displacement – shear stress approach for steady-state developed by Wong and Chiang
[5] is re-derived to be used in transient motion. The differential equations, derived by Kitano and Kuma [4] to model
transient behavior of the vehicle are re-written considering the new expressions to calculate contact and shear forces. A
tracked vehicle model in Matlab/Simulink is constructed to solve the differential equations of the motion. The inputs to
the model are left and right sprocket speeds and the outputs are vehicle position, velocity, and acceleration in the
longitudinal, lateral, and yaw directions, and side slip angle. A comprehensive program of road tests has been
performed. The results from the model study and the road test program involving various steering scenarios show that
the agreement between them is satisfactory both in the steady state and transient steering simulations.

2. General Theory of Transient Steering of Tracked Vehicles

The following assumptions are made during the derivation of the theoretical model:

 The ground is hard non-deformable zero level terrain.

 The normal contact forces are concentrated on the bottom surface of the single track pads that are under
each road wheel. The normal contact forces of the other track pads are assumed to be zero.

 The suspension elements are identical and have linear spring rates.

 Mass and inertia of the suspension elements are lumped into vehicle hull

 Effect of track sag in track tension calculations is neglected

 Aerodynamic forces are neglected.

2.1 Coordinate Systems and Kinematics of the Vehicle

There are two coordinate systems shown in Fig. 1. First one is the ground fixed inertial XYZ coordinate system and
the second one is the vehicle body fixed xyz coordinate system. Initially, origins of these coordinate systems coincide
but later reference frame xyz moves and rotates relative to ground fixed coordinate system XYZ. Furthermore in Figure
1a, 𝜓 represents the yaw angle, 𝛽 represents the side slip angle, and 𝜑 represents the directional angle of course.

Proceedings of the ISTVS 8th Americas Regional Conference, Detroit, MI, September 12-14, 2016
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a)

b)

Fig. 1. Coordinate systems and kinematics of turning motion

Figure 1b shows velocity of various points on the vehicle hull including the velocity of the center of gravity (CoG)
and the velocity of points on vehicle hull right over the wheel track contact points. 𝜔 represents the yaw rate. It is
crucial that while deriving all velocities starting from velocity of CoG, yaw rate either increases or decreases the
velocity of that specific point. Furthermore, there is a specific point, Rc that is the radius of curvature of the trajectory of

Proceedings of the ISTVS 8th Americas Regional Conference, Detroit, MI, September 12-14, 2016
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the CoG and another specific point, Ih, the instantaneous center of rotation which moves in time. Ih is the center of the
planer rotation motion of the rigid body whereas point C is the curvature center of the CoG trajectory.

The velocity and the longitudinal and lateral accelerations of the CoG of the vehicle are as follows:

𝑉 = 𝑉𝑥2 + 𝑉𝑦2 (1)

𝑎𝑥 = 𝑉𝑥̇ − 𝑉𝑦 𝜔 (2)

𝑎𝑦 = 𝑉𝑦̇ + 𝑉𝑥 𝜔 (3)

Side slip angle 𝛽 is as follows:

𝑉𝑦
𝛽 = tan−1 (4)
𝑉𝑥

X and Y components of the velocity with respect to the XYZ coordinate system are as follows:

𝑋̇ = 𝑉𝑥 𝑐𝑜𝑠 𝜓 − 𝑉𝑦 𝑠𝑖𝑛 𝜓 (5)

𝑌̇ = 𝑉𝑥 𝑠𝑖𝑛 𝜓 + 𝑉𝑦 𝑐𝑜𝑠 𝜓 (6)

Location and heading of the vehicle with respect to the XYZ coordinate system are as follows:

𝑡
𝑋 = ∫0 𝑋̇𝑑𝑡 (7)

𝑡
𝑌 = ∫0 𝑌̇𝑑𝑡 (8)

𝑡
𝜓 = ∫0 𝜔𝑑𝑡 (9)

2.2 Kinematics of the Tracks

In tracked vehicles, slip velocities of the tracks relative to the ground have to be found to be able to calculate the
slip directions and slip displacements. Figure 2a shows the velocities of the track segments under each road wheel.

In the calculation of longitudinal and lateral forces, it is assumed that they are created only on a single track shoe
under each rod wheel. This assumption has proven to be valid by Garber and Wong [6]. Wong and Chiang [5] did not
discretize track shoes in their steady state analysis, however in this work the track shoes are discretized and the slip
velocities at the discretization points of each track shoe are derived to be used in the further slip displacement
calculations (see Fig. 2b). It should be noted that in Fig. 2b the track shoe is seen to have a rectangular area but the
formulation is flexible for adaptation to any geometry.

Proceedings of the ISTVS 8th Americas Regional Conference, Detroit, MI, September 12-14, 2016
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a)

b)

Fig. 2. Kinematics of the tracks and kinematics of the track pads

Proceedings of the ISTVS 8th Americas Regional Conference, Detroit, MI, September 12-14, 2016
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In Figure 2b:

x(𝑖𝑗) = x axis of coordinate system belonging to the track shoe under ijth road wheel.

𝑦(𝑖𝑗) = y axis of coordinate system belonging to the track shoe under ij th road wheel.

𝑧(𝑖𝑗) = z axis of coordinate system belonging to the track shoe under ij th road wheel.

pl = Mean length of a track shoe

pw = Mean width of a track shoe

Δx = Length of a cell in x direction in ij th track shoe coordinate system.

Δy = Length of a cell in y direction in ij th track shoe coordinate system.

𝑖𝑗
𝑥𝑝𝑘𝑚 = x coordinate of point (k,m) on ij th track shoe in ijth track shoe coordinate system.

𝑖𝑗
𝑦𝑝𝑘𝑚 = y coordinate of point (k,m) on ij th track shoe in ijth track shoe coordinate system.

The components of the slip velocities of the track shoe cells under ijth road wheel at track shoe points k, m are
expressed as follows:

𝑖𝑗 𝑖𝑗
𝑉𝑠𝑥𝑘𝑚 = 𝑉𝑥 − 𝑦𝑤𝑖𝑗 𝜔 − 𝑦𝑝𝑘𝑚 𝜔 − 𝑉𝑡𝑗 (10)

𝑖𝑗 𝑖𝑗
𝑉𝑠𝑦𝑘𝑚 = 𝑉𝑦 + 𝑥𝑤𝑖𝑗 𝜔 + 𝑥𝑝𝑘𝑚 𝜔 (11)

The superscript “i” represents the number of the road wheel and superscript “j” represents the number of the track.
Furthermore xwij and ywij are coordinates of the center of the track shoe under ijth road wheel with respect to vehicle
fixed reference frame and Vtj is velocity of 1st sprocket and track if j=1 and it is velocity of the 2 nd sprocket and track if
j=2.

2.3 Slip Directions and Displacements of Track Shoe Cells

To be able to calculate the direction of slip forces, slip velocities of each track shoe cell, which is in the opposite
direction of slip forces, are to be calculated.

𝑖𝑗
𝑖𝑗 𝑉𝑠𝑦𝑘𝑚
𝜓𝑘𝑚 = sin−1 2 2
(12)
√𝑉 𝑖𝑗 𝑖𝑗
𝑠𝑥𝑘𝑚 +𝑉𝑠𝑦𝑘𝑚

Slip displacement formulation for steady state cases of Wong and Chiang [5] is re-derived for transient cases. Slip
displacements of cells used in the determination of shear forces under each track shoe are calculated as follows:

At time=t

𝑖𝑗 𝑡 𝑖𝑗
𝑗𝑥𝑘𝑚 = ∫𝑡−∆𝑡 𝑖𝑗 𝑉𝑠𝑥𝑘𝑚 𝑑𝑡 (13)
𝑘𝑚

𝑖𝑗 𝑡 𝑖𝑗
𝑗𝑦𝑘𝑚 = ∫𝑡−∆𝑡 𝑖𝑗 𝑉𝑠𝑦𝑘𝑚 𝑑𝑡 (14)
𝑘𝑚

Proceedings of the ISTVS 8th Americas Regional Conference, Detroit, MI, September 12-14, 2016
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𝑖𝑗 𝑖𝑗 2 𝑖𝑗 2
𝑗𝑘𝑚 = √𝑗𝑥𝑘𝑚 + 𝑗𝑦𝑘𝑚 (15)

Slip displacement integration step size, ∆𝑡, that Wong and Chiang [5] derived for steady state cases is constant.
However for transient cases this value depends on the instant track velocity and instant position of the track shoe.
𝑖𝑗
Therefore slip displacement integration step size, ∆𝑡𝑘𝑚 for each track shoe cell is calculated as follows:

1𝑗 𝑖𝑗
𝑖𝑗 𝑥𝑝𝑘 −𝑥𝑝𝑘𝑚
𝑚𝑎𝑥 𝑚
∆𝑡𝑘𝑚 = Vt > 0 (16)
𝑉𝑡𝑗

𝑛𝑗 𝑖𝑗
𝑥𝑝𝑘 −𝑥𝑝𝑘𝑚
𝑖𝑗 𝑚𝑖𝑛 𝑚
∆𝑡𝑘𝑚 = Vt < 0 (17)
𝑉𝑡𝑗

where n is total number of wheels at one side of the vehicle.

2.4 Contact Forces Applied at Track Pads

To be able to determine the shear forces under the tracks, total contact forces under each track shoe, Pij, for the track
shoes in the same direction with the road wheels has to be determined. Kitano and Jyozaki [3] reported that contact
forces are combinations of static load distribution, dynamic load changes due to lateral and longitudinal acceleration,
and load changes due to track tension. They derived expressions considering that the wheels of n-wheeled vehicle are
regularly spaced and the center of gravity of the vehicle is in the middle of the vehicle. In this work these equations are
re-derived by expanding the same approach for n-wheeled tracked vehicles with unequally spaced wheels and
parametrically located center of gravity. Furthermore the effect of track pretension which is not covered in the equations
of Kitano and Jyozaki [3] is also included in the expanded equations. It should be noted that the dynamic load change is
the force change in the contact forces under each track shoe due to longitudinal or lateral accelerations.

𝑃𝑖𝑗 = 𝑃𝑆𝑖𝑗 + 𝛼𝑖𝑗 + 𝛽𝑖𝑗 + 𝛿𝑖𝑗 (18)

𝑃𝑆𝑖𝑗 : Static load for each track shoe

𝛼𝑖𝑗 : Dynamic load change due to lateral acceleration for each track shoe

𝛽𝑖𝑗 : Dynamic load change due to longitudinal acceleration for each track shoe

𝛿𝑖𝑗 : Load changes due to track tension for each track shoe

It is assumed that the suspension force produced for a certain suspension displacement is the same and a certain
change of the suspension displacement causes same change, which is linear, in the suspension force for all suspension
elements. Static load for each track shoe calculated assuming that weight of the vehicle is distributed to each road wheel
equally and every suspension element is compressed by the same amount.

𝑚𝑔𝐿(3−j)
𝑃𝑆𝑖𝑗 = 𝑗 = 1,2 (19)
𝐵𝑛

Dynamic load change due to lateral acceleration is calculated as follows:

The balance of moments with reference to point of application of G1 is (see Fig. 3a)

𝐺1 𝐵 = 𝑚𝑎𝑦 𝐻 + 𝐺𝐿2 (20)

The balance of moments with reference to point of application of G2 is

Proceedings of the ISTVS 8th Americas Regional Conference, Detroit, MI, September 12-14, 2016
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𝐺2 𝐵 = −𝑚𝑎𝑦 𝐻 + 𝐺𝐿1 (21)

Load difference under the tracks is calculated by using Eq. 20 & Eq. 21 as follows:

𝐺1 −𝐺2 𝐺(𝐿2 −𝐿1 ) 𝑚𝑎𝑦 𝐻

= + (22)
2 2𝐵 𝐵

2 1 𝐺(𝐿 −𝐿 )
The first term of load difference under the tracks, , appears when CoG is not in the center of the vehicle in
2𝐵
the y axis and it is already included while calculating the static load distribution. Therefore load change due to lateral
acceleration under each road wheel is reduced to

𝑚𝑎𝑦 𝐻 𝑗=1 ; +
𝛼𝑖𝑗 = ± 𝑗=2 ; −
(23)
𝑛𝐵

a) b)
Fig. 3. Load distribution under road wheels while the vehicle is experiencing lateral or longitudinal acceleration

To calculate the dynamic load change due to longitudinal acceleration, the balance of moments with reference to
point O is written as follows (see Fig. 3b):

1
𝑥𝑜𝑗 = ∑𝑖=𝑛
𝑖=1 𝑥𝑤𝑖𝑗 𝑗 = 1,2 (24)
𝑛

𝑚𝑎𝑥 𝐻
∑𝑖=𝑛 ′ 2
𝑖=1 𝛽𝑗 (𝑥𝑤𝑖𝑗 − 𝑥𝑜𝑗 ) + =0 𝑗 = 1,2 (25)
2

Note that 𝛽𝑗′ is gradient of the dynamic load change due to longitudinal acceleration and calculated as follows for
each track:

𝑚𝑎𝑥 𝐻
𝛽𝑗′ = − 𝑗 = 1,2 (26)
2 ∑𝑖=𝑛
𝑖=1 (𝑥𝑤𝑖𝑗 −𝑥𝑜𝑗 )
2

Finally load changes due to longitudinal accelerations are calculated by multiplying gradient of dynamic load
change and distance of each road wheel to the point O as follows:

𝛽𝑖𝑗 = 𝛽𝑗′ (𝑥𝑤𝑖𝑗 − 𝑥𝑜𝑗 ) (27)

Proceedings of the ISTVS 8th Americas Regional Conference, Detroit, MI, September 12-14, 2016
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While installing the track element to the vehicle, a pretension (Tp) is given to the track element so that it will not be
separated from the vehicle. Moreover, ride comfort depends on the pretension of the track. Therefore a proper
pretension must be given to the track elements.

Furthermore during acceleration, braking, or other maneuvering scenarios, there is a torque on sprockets which also
increases or decreases the track tension. The load difference created between the track segments around the sprocket is
equal to the tractive force created on the ground. (see Fig. 4a)

a)

b)
Fig. 4. Effect of pretension and sprocket torque on track tensions and load changes of suspension due to track tension

Track tensions T11, Tn1, T12, Tn2, are calculated as follows:

Proceedings of the ISTVS 8th Americas Regional Conference, Detroit, MI, September 12-14, 2016
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∑𝑛
𝑖=1 𝑄𝑥𝑖1
𝑇11 = 𝑇𝑝 − if 𝑇𝑛1 > 0 (28)
2

𝑇11 = − ∑𝑛𝑖=1 𝑄𝑥𝑖1 if 𝑇𝑛1 = 0 (29)

∑𝑛
𝑖=1 𝑄𝑥𝑖1
𝑇11 = 0 if 𝑇𝑝 − ≤0 (30)
2

∑𝑛
𝑖=1 𝑄𝑥𝑖1
𝑇𝑛1 = 𝑇𝑝 + if 𝑇11 > 0 (31)
2

𝑇𝑛1 = ∑𝑛𝑖=1 𝑄𝑥𝑖1 if 𝑇11 = 0 (32)

∑𝑛
𝑖=1 𝑄𝑥𝑖1
𝑇𝑛1 = 0 if 𝑇𝑝 + ≤0 (33)
2

∑𝑛
𝑖=1 𝑄𝑥𝑖2
𝑇12 = 𝑇𝑝 − if 𝑇𝑛2 > 0 (34)
2

𝑇12 = − ∑𝑛𝑖=1 𝑄𝑥𝑖2 if 𝑇𝑛2 = 0 (35)

∑𝑛
𝑖=1 𝑄𝑥𝑖2
𝑇12 = 0 if 𝑇𝑝 − ≤0 (36)
2
∑𝑛
𝑖=1 𝑄𝑥𝑖2
𝑇𝑛2 = 𝑇𝑝 + if 𝑇12 > 0 (37)
2

𝑇𝑛2 = ∑𝑛𝑖=1 𝑄𝑥𝑖2 if 𝑇12 = 0 (38)

∑𝑛
𝑖=1 𝑄𝑥𝑖2
𝑇𝑛2 = 0 if 𝑇𝑝 + ≤0 (39)
2

Vertical forces applied on the 1st and nth wheels by tracks are as follows:

𝑡11 = 𝑇11 sin 𝜃𝑓1 (40)

𝑡𝑛1 = 𝑇𝑛1 sin 𝜃𝑟1 (41)

𝑡12 = 𝑇12 sin 𝜃𝑓2 (42)

𝑡𝑛2 = 𝑇𝑛2 sin 𝜃𝑟2 (43)

Assuming that load changes on each road wheel suspension is described as Δ ij, load changes due to track tension,
δij, are described as follows (see Fig. 4b):

𝛿𝑖𝑗 = ∆𝑖𝑗 − 𝑡𝑖𝑗 𝑓𝑜𝑟 𝑖 = 1, 𝑛 (44)

𝛿𝑖𝑗 = ∆𝑖𝑗 𝑓𝑜𝑟 𝑖 = 2,3 … , 𝑛 − 1 (45)

Following equations for the equilibrium of normal forces and the moments in regard to axis O 1-O2 are written to
find the load changes on each road wheel suspension. Note that the points O1 and O2 are arbitrarily selected points in the
direction of track segments at left and front and having the same x coordinate. By defining such points, it is possible to
take moment along the axis passing through O1 and O2 and calculate the load changes due to track tension for each track
shoe.

𝑚𝑔𝐿2
∑𝑛𝑖=1(𝑃𝑆𝑖1 + ∆𝑖1 ) − 𝑡11 − 𝑡𝑛1 = (46)
𝐵

Proceedings of the ISTVS 8th Americas Regional Conference, Detroit, MI, September 12-14, 2016
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𝑚𝑔𝐿1
∑𝑛𝑖=1(𝑃𝑆𝑖2 + ∆𝑖2 ) − 𝑡12 − 𝑡𝑛2 = (47)
𝐵

∑2𝑗=1 ∑𝑛𝑖=1(𝑃𝑆𝑖𝑗 + ∆𝑖𝑗 ) 𝐿𝑖𝑗 − 𝑡11 𝐿11 − 𝑡𝑛1 𝐿𝑛1 − 𝑡12 𝐿12 − 𝑡𝑛2 𝐿𝑛2 = 𝑚𝑔𝐿𝐺 (48)

Assuming that the load change of the suspension, Δij, are in proportion to the tilt slope of the hull, the following
equation is defined:

∆𝑖𝑗 = 𝛾𝐿𝑖𝑗 + 𝛾𝑗 (49)

𝐿𝑖𝑗 = 𝐿𝐺 − 𝑥𝑤𝑖𝑗 (50)

Inserting Eq. 49 into force and moment equations Eq. 46, Eq. 47, and Eq. 48, the resulting three force and moment
equations have 3 unknowns γ, γ1 and γ2.

𝑚𝑔𝐿2
(𝐿11 + 𝐿21 +. . . 𝐿𝑛1 )𝛾 + 𝑛𝛾1 = − (𝑃𝑆11 + 𝑃𝑆21 +. . . 𝑃𝑆𝑛1 ) + 𝑡11 + 𝑡𝑛1 (51)
𝐵

𝑚𝑔𝐿1
(𝐿12 + 𝐿22 +. . . 𝐿𝑛2 )𝛾 + 𝑛𝛾2 = − (𝑃𝑆12 + 𝑃𝑆22 +. . . 𝑃𝑆𝑛2 ) + 𝑡12 + 𝑡𝑛2 (52)
𝐵

(𝐿211 + 𝐿221 +. . . 𝐿2𝑛1 )𝛾 + (𝐿212 + 𝐿222 +. . . 𝐿2𝑛2 )𝛾 + (𝐿11 + 𝐿21 +. . . 𝐿𝑛1 )𝛾1 +

(𝐿12 + 𝐿22 +. . . 𝐿𝑛2 )𝛾2 = 𝑚𝑔𝐿𝐺 − (𝑃𝑆11 𝐿11 + 𝑃𝑆21 𝐿21 + ⋯ 𝑃𝑆𝑛1 𝐿𝑛1 ) −

(𝑃𝑆12 𝐿12 + 𝑃𝑆22 𝐿22 + ⋯ 𝑃𝑆𝑛2 𝐿𝑛2 ) + 𝑡11 𝐿11 + 𝑡𝑛1 𝐿𝑛1 + 𝑡12 𝐿12 + 𝑡𝑛2 𝐿𝑛2 (53)

𝐿𝑒𝑡 𝑎 = (𝐿211 + 𝐿221 +. . . 𝐿2𝑛1 ) + (𝐿212 + 𝐿222 +. . . 𝐿2𝑛2 )

𝐿𝑒𝑡 𝑏 = (𝑃𝑆11 𝐿11 + 𝑃𝑆21 𝐿21 + ⋯ 𝑃𝑆𝑛1 𝐿𝑛1 ) + (𝑃𝑆12 𝐿12 + 𝑃𝑆22 𝐿22 + ⋯ 𝑃𝑆𝑛2 𝐿𝑛2 )

These equations can be solved for γ, γ1 and γ2 in matrix format as follows:

−1
𝛾 (𝐿11 + 𝐿21 +. . . 𝐿𝑛1 ) 𝑛 0
[𝛾1 ] = [(𝐿12 + 𝐿22 +. . . 𝐿𝑛2 ) 0 𝑛 ]
𝛾2 𝑎 (𝐿11 + 𝐿21 +. . . 𝐿𝑛1 ) (𝐿12 + 𝐿22 +. . . 𝐿𝑛2 )

𝑚𝑔𝐿2
− (𝑃𝑆11 + 𝑃𝑆21 +. . . 𝑃𝑆𝑛1 ) + 𝑡11 + 𝑡𝑛1
𝐵
𝑥[ 𝑚𝑔𝐿1 ] (54)
− (𝑃𝑆12 + 𝑃𝑆22 +. . . 𝑃𝑆𝑛2 ) + 𝑡12 + 𝑡𝑛2
𝐵
𝑚𝑔𝐿𝐺 − 𝑏 + 𝑡11 𝐿11 + 𝑡𝑛1 𝐿𝑛1 + 𝑡12 𝐿12 + 𝑡𝑛2 𝐿𝑛2

After solving for the unknowns γ, γ1 and γ2, they are inserted in Eq. 49 to find load changes of the suspensions and
they are inserted into Eq. 44 and Eq. 45 to find the load changes due to track tensions.

2.5 Shear Forces in Longitudinal and Lateral Directions

The longitudinal and lateral shear forces created under the tracks are developed due to the shear stresses created on
the bottom surface of the track shoes. Wong and Chiang [5] proposed that the shear stress for steady state cases is
dependent on the shear deformation modulus K, the coefficient of friction µ, the slip displacement j, and the normal

Proceedings of the ISTVS 8th Americas Regional Conference, Detroit, MI, September 12-14, 2016
 12

pressure 𝑝. For the transient cases, however, the shear stress is dependent on the shear deformation modulus K, the
coefficient of friction µ, the instant values of normal pressure, and the slip displacement:

𝑖𝑗
𝑖𝑗
𝜏𝑘𝑚 = 𝑝𝑖𝑗 𝜇(1 − 𝑒 −𝑗𝑘𝑚 /𝐾 ) (55)

In the above equation µ is coefficient of friction between terrain and the track shoe and 𝑝𝑖𝑗 is the normal pressure
over the bottom surface of the ijth track shoe and calculated as follows:

𝑃𝑖𝑗
𝑝𝑖𝑗 = (56)
𝐴𝑡𝑝

where Atp is a track shoe area that is in contact with the ground. Note that the normal pressures are the same for each
cell of a track shoe.

The longitudinal forces created by shear forces are expressed by:

𝑄𝑥 = ∫ 𝑑𝑄 cos(𝜓 + 𝜋) (57)

Since the track shoes are divided to cells, the above integral is written as a summation of the forces created on each
individual cell as follows:

𝑚=𝑚 𝑘=𝑘 𝑖𝑗 𝑖𝑗
𝑄𝑥𝑖𝑗 = ∑𝑚=𝑚𝑚𝑎𝑥
𝑚𝑖𝑛
∑𝑘=𝑘𝑚𝑎𝑥 𝜏𝑘𝑚 cos(𝜓𝑘𝑚 + 𝜋)Δ𝑥Δ𝑦
𝑚𝑖𝑛
(58)

where

Δx=length of a track shoe cell in x direction

Δy=length of a track shoe cell in y direction

The lateral forces created by shear forces are expressed by:

𝑄𝑦 = ∫ 𝑑𝑄 sin(𝜓 + 𝜋) (59)

𝑚=𝑚 𝑘=𝑘 𝑖𝑗 𝑖𝑗
𝑄𝑦𝑖𝑗 = ∑𝑚=𝑚𝑚𝑎𝑥
𝑚𝑖𝑛
∑𝑘=𝑘𝑚𝑎𝑥 𝜏𝑘𝑚 sin(𝜓𝑘𝑚 + 𝜋)Δ𝑥Δ𝑦
𝑚𝑖𝑛
(60)

The moments created by the longitudinal forces are obtained as:

𝑀𝑥 = ∫ 𝑑𝑄 cos(𝜓 + 𝜋) (𝑦𝑤 + 𝑦𝑝) (61)

𝑚=𝑚 𝑘=𝑘 𝑖𝑗 𝑖𝑗 𝑖𝑗
𝑀𝑥𝑖𝑗 = − ∑𝑚=𝑚𝑚𝑎𝑥
𝑚𝑖𝑛
∑𝑘=𝑘𝑚𝑎𝑥 𝜏𝑘𝑚 cos(𝜓𝑘𝑚 + 𝜋)Δ𝑥Δ𝑦 (𝑦𝑤𝑖𝑗 +𝑦𝑝𝑘𝑚 )
𝑚𝑖𝑛
(62)

Finally the moments created by the lateral forces are given by:

𝑀𝑦 = ∫ 𝑑𝑄 sin(𝜓 + 𝜋) (𝑥𝑤 + 𝑥𝑝) (63)

𝑚=𝑚 𝑘=𝑘 𝑖𝑗 𝑖𝑗 𝑖𝑗
𝑀𝑦𝑖𝑗 = ∑𝑚=𝑚𝑚𝑎𝑥
𝑚𝑖𝑛
∑𝑘=𝑘𝑚𝑎𝑥 𝜏𝑘𝑚 sin(𝜓𝑘𝑚 + 𝜋)Δ𝑥Δ𝑦 (𝑥𝑤𝑖𝑗 +𝑥𝑝𝑘𝑚 )
𝑚𝑖𝑛
(64)

Since the value of external rolling resistance is relatively small compared to the tractive and brake forces on hard
ground, it is reasonable to consider that the rolling resistance is proportional to normal load [3]. Therefore it is
expressed as follows:

Proceedings of the ISTVS 8th Americas Regional Conference, Detroit, MI, September 12-14, 2016
 13

𝑉𝑥 −𝐿𝑗 𝜔−𝑉𝑡𝑗
𝑅𝑗 = − 𝑓 ∑𝑛𝑖=1 𝑃𝑖𝑗 (65)
|𝑉𝑥 −𝐿𝑗 𝜔−𝑉𝑡𝑗| 𝑟

2.6 Equations of Motion

The formats of equations of motion given by Kitano and Kuma [4] are changed to make them consistent with the
formulations derived in this paper. The corresponding equations of motion of the system are written as follows:

𝑚𝑎𝑥 = ∑2𝑗=1 ∑𝑛𝑖=1(𝑄𝑥𝑖𝑗 ) + 𝑅1 + 𝑅2 (66)

𝑚𝑎𝑦 = ∑2𝑗=1 ∑𝑛𝑖=1 𝑄𝑦𝑖𝑗 (67)

𝐼𝑍 𝜔̇ = ∑2𝑗=1 ∑𝑛𝑖=1(𝑀𝑥𝑖𝑗 + 𝑀𝑦𝑖𝑗 ) + 𝑅1 𝐿1 − 𝑅2 𝐿2 (68)

where IZ is moment of inertia about z axis of the vehicle.

3. Simulation of Transient Steering and Comparison with Field Test Results

Road tests are conducted on zero level hard paved roads by FNSS Defense Systems Inc. in FNSS test field. Several
maneuvers are used to verify the theoretical calculations. GPS device is installed to measure velocity and trajectory, and
gyro device is installed to measure yaw angle of the vehicle. Furthermore the sprocket speeds are recorded to be used as
an input to the simulation model.

3.1 Vehicle Specifications

Field tests and simulations are performed with a 5 wheeled military tracked vehicle. The terrain parameters that
were used by Wong and Chiang [5] are used since the paved roads are assumed to be similar. The vehicle, terrain and
simulation parameters are given in Table 1.

Table 1 – Simulation Data

Vehicle Parameters
Number of Wheels 5 ϴf1 [deg] 21.5
Mass [kg] 13200 ϴf2 [deg] 21.5
Inertia – Iz [kg.m2] 22325 ϴr1 [deg] 29.6
Track Pretension [N] 7770 ϴr2 [deg] 29.6
B [mm] 2240 pw [mm] 56
H [mm] 1028 pl [mm] 414
L1 [mm] 1120 L2 [mm] 1120
xw11 [mm] 1355 xw12 [mm] 1425
xw21 [mm] 688 xw22 [mm] 758
xw31 [mm] 22 xw32 [mm] 92
xw41 [mm] -645 xw42 [mm] -575
xw51 [mm] -1313 xw52 [mm] -1243
yw11 [mm] -1120 yw12 [mm] 1120
yw21 [mm] -1120 yw22 [mm] 1120
yw31 [mm] -1120 yw32 [mm] 1120
yw41 [mm] -1120 yw42 [mm] 1120
yw51 [mm] -1120 yw52 [mm] 1120
GPS Position X [mm] -931 GPS Position Y [mm] -625
Ground Parameters
Shear Deformation Modulus K [m] 0.075

Proceedings of the ISTVS 8th Americas Regional Conference, Detroit, MI, September 12-14, 2016
 14

Coefficient of Friction, µ, Between the Track and

0.9
Ground
Coefficient of External Motion Resistance, fr 0
Simulation Parameters
Number of Division of Track Shoe Area in x
2
Direction
Number of Division of Track Shoe Area in y
2
Direction

3.2 Step Steering Input

In this maneuver the vehicle is steered by step steering input. Sprocket speeds, velocity, and trajectory of the
vehicle are recorded.

Fig. 5. Measured left and right sprocket speeds in field tests

b)
a)
Clockwise rotation
Starting points x, y=0

Fig. 6. Test and simulation comparison of combined vehicle velocities and vehicle trajectories

Figure 5 shows the recorded sprocket speeds which are inputs to the simulation model. Figure 6a shows the
corresponding vehicle velocity and Fig. 6b shows the trajectory to the input sprocket velocities in test and simulation.

Proceedings of the ISTVS 8th Americas Regional Conference, Detroit, MI, September 12-14, 2016
 15

3.3 Double Lane Change

In this maneuver the vehicle is steered to make a double lane change maneuver. Sprocket speeds, velocity, and
trajectory of the vehicle are recorded.

a) b)

Fig. 7. Measured left and right sprocket speeds in field tests and test and simulation comparison of combined vehicle velocities

Starting points x, y=0

a) b)
Zoomed

Fig. 8. Test and simulation comparison of vehicle trajectories

Figure 7a shows the recorded sprocket speeds which are inputs to the simulation model and Fig. 7b shows the
corresponding vehicle velocity in test and simulation. Figure 8a and Fig. 8b show the corresponding vehicle trajectory
in test and simulation.

3.4 Pivot Turn

In this maneuver the vehicle is steered to make a pivot turn. Sprocket speeds and the direction of the vehicle are
recorded.

Proceedings of the ISTVS 8th Americas Regional Conference, Detroit, MI, September 12-14, 2016
 16

Simulation = 355.8O

a) b)
Initially both 0
Test = 324.1O

Fig. 9. Measured left and right sprocket speeds in field tests and test and simulation comparison of yaw angles

Figure 9a shows the recorded sprocket speeds which are inputs to the simulation model and Fig. 9b shows
corresponding vehicle yaw angles. While test vehicle turns 324.1O with the given sprocket speeds, the simulation model
turns 355.8O with the same sprocket speeds. The yaw angle difference between the test and the simulation at the
completion of the pivot turn is calculated as:

355.8𝑂 − 324.1𝑂
𝜖ψ = 𝑥100% = 9.8%
324.1𝑂

3.5 Additional Transient Steering Scenario

This steering scenario is simulated to show the capabilities of the proposed model clearly in transient cases. The
tracked vehicle is suddenly steered at t = 3 [sec] while it is travelling at a forward speed of 20 km/h.

a) b)

Fig. 10. Left and right sprocket speeds of simulation model and the resulting trajectory and direction of the vehicle

Figure 10a shows the left and right sprocket speeds given to the simulation model while it is travelling with 20
km/h. Figure 10b shows that the radius of turn is decreasing with time, becomes constant and the vehicle comes to the
steady state after speed difference is steady.

Proceedings of the ISTVS 8th Americas Regional Conference, Detroit, MI, September 12-14, 2016
 17

4. Discussion of the Results and Conclusion

A general transient steering model, taking into account the slip displacement-shear stress relationship for n-wheeled
tracked vehicles with unequally spaced wheels and parametrically located center of gravity in addition to the effect of
pretension, has been developed. The slip displacement–shear stress approach for steady-state cases developed by Wong
and Chiang [5] is re-derived to be used in transient cases.

The inputs to the developed Matlab/Simulink model are sprocket velocities and the outputs are vehicle acceleration,
velocity, position in the longitudinal, lateral and yaw directions, and side slip angle. The comparisons of the simulations
of several steering scenarios with field tests are made. The comparisons show that the simulation results are in good
agreement with the test results. An additional steering scenario is created in simulation environment to illustrate the
capabilities of the developed model more clearly in transient cases.

The developed steering model can be used in concept and detailed design stages of tracked vehicles to improve
operation and safety in complicated maneuvers. Further, studies are continuing to extend the model to transient motion
of tracked vehicles on deformable terrain.

Nomenclature

𝑎𝑥 Longitudinal acceleration [m/s2]

𝑎𝑦 Lateral acceleration [m/s2]
Atp Single track shoe bottom surface area [m2]
B Vehicle tread [m]
CoG Center of gravity of the vehicle
f Coefficient of external motion resistance
g Gravity [m/s2]
G Total vehicle weight [N]
G1 Total weight on first track [N]
G2 Total weight on second track [N]
H Z coordinate of center of gravity [m]
i Number of the road wheel
j Number of the track
𝑖𝑗
𝑗𝑥𝑘𝑚 Slip displacement of a track shoe cell in x direction in vehicle coordinate system [m]
𝑖𝑗
𝑗𝑦𝑘𝑚 Slip displacement of a track shoe cell in y direction in vehicle coordinate system [m]
𝑖𝑗
𝑗𝑘𝑚 Total slip displacement of a track shoe cell in vehicle coordinate system [m]
K Shear deformation modulus [m]
L1 Y distance of CoG to the first track in vehicle coordinate system [m]
L2 Y distance of CoG to the second track in vehicle coordinate system [m]
LİJ X distance of road wheel to O1-O2 axis in vehicle coordinate system [m]
M Total vehicle mass [kg]
Mxij Moment created by longitudinal force at track shoe [Nm]
Myij Moment created by lateral force at track shoe [Nm]
n Total number of wheels
O1 Arbitrarily selected point in the direction of first track
O2 Arbitrarily selected point in the direction of second track
𝑖𝑗
𝑝 Normal pressure over the bottom surface of a track shoe [N/m2]
pl Mean length of a track shoe [m]
pw Mean width of a track shoe [m]
Pij Total contact force of a track shoe [N]
Psij Static load under each track shoe [N]
Rj Longitudinal force created by external rolling resistance [N]
Qxij Longitudinal force on each track pad [N]

Proceedings of the ISTVS 8th Americas Regional Conference, Detroit, MI, September 12-14, 2016
 18

Qyij Lateral force on each track pad [N]

t1j Track force on 1st wheel [N]
tnj Track force on nth wheel [N]
Tp Track pretension [N]
TS Tension applied by sprocket to the track segments [N]
T1j Track tension in front [N]
Tnj Track tension in rear [N]
V Combined velocity of the vehicle [m/s]
𝑖𝑗
𝑉𝑠𝑥𝑘𝑚 Velocity of the track shoe cell in x direction in global coordinate system [m/s]
𝑖𝑗
𝑉𝑠𝑦𝑘𝑚 Velocity of the track shoe cell in y direction in global coordinate system [m/s]
Vtj Velocity of track [m/s]
Vx Velocity of the vehicle in x direction in vehicle coordinate system [m/s]
Vy Velocity of the vehicle in y direction in vehicle coordinate system [m/s]
𝑖𝑗
𝑥𝑝𝑘𝑚 X coordinate of a track shoe cell center in track shoe coordinate system [m]
xw𝑖𝑗 X coordinate of a track shoe center in vehicle coordinate system [m]
X X location of the vehicle in global coordinate system [m]
𝑖𝑗
𝑦𝑝𝑘𝑚 Y coordinate of a track shoe cell center in track shoe coordinate system [m]
yw𝑖𝑗 Y coordinate of a track shoe center in vehicle coordinate system [m]
Y Y location of the vehicle in global coordinate system [m]
𝛽 Side slip angle [rad]
ψ Yaw angle [rad]
𝜔 Yaw rate [rad/sec]
𝜔̇ Yaw acceleration [rad/sec2]
𝜃𝑓𝑗 Approach angle of track [rad]
𝜃𝑟𝑗 Departure angle of track [rad]
𝜖𝜃 Relative error of yaw angle [%]
𝑖𝑗
𝜓𝑘𝑚 Direction of slipping of track shoe cell [rad]
Δ𝑖𝑗 Load change on road wheel suspension [N]
Δx Length of a track shoe cell in x direction in track shoe coordinate system [m]
Δy Length of a track shoe cell in y direction in track shoe coordinate system [m]
𝑖𝑗
∆𝑡𝑘𝑚 Slip displacement integration step size [s]
𝛼𝑖𝑗 Dynamic load change due to lateral acceleration under each track shoe [N]
𝛽𝑗′ Gradient of dynamic load change due to longitudinal acceleration under each track [N]
shoe
𝛽𝑖𝑗 Dynamic load change due to longitudinal acceleration under each track shoe [N]
𝛿𝑖𝑗 Load changes due to track tension [N]
𝑖𝑗 The shear stress over bottom surface of track shoe cell [N/m2]
𝜏𝑘𝑚

Acknowledgements
The work presented here is a university-industry collaboration project between the Middle East Technical University
and FNSS Defense Systems Inc. The authors are grateful for the contribution by Onur Bütün who conducted the field
tests.

References
[1] Steeds, W., April, 1950. Tracked Vehicles, Automobile Engineer, p. 143.
[2] Weiss, K. R., April, 1971. Skid Steering, Automobile Engineer, p. 22.

Proceedings of the ISTVS 8th Americas Regional Conference, Detroit, MI, September 12-14, 2016
 19

[3] Kitano, M., Jyozaki, H., 1976. A Theoretical Analysis of Steerability of Tracked Vehicles, Journal of
Terramechanics , v. 13, n. 4, pp. 241-258.
[4] Kitano, M., Kuma, M., 1977. An Analysis of Horizontal Plane Motion of Tracked Vehicles, Journal of
Terramechanics , v. 14, n. 4, pp. 211-225.
[5] Wong, J. Y., Chiang, C.F., 2001. A General Theory for Skid Steering of Tracked Vehicles on Firm Ground, Proc.
Instn. Mechananical Engineers, v. 215, n. 3, pp. 343-355.
[6] Garber, M., Wong, J. Y., 1981. Prediction of Ground Pressure Distribution Under Tracked Vehicles-I. An
Analytical Method For Predicting Ground Pressure Distribution, Journal of Terramechanics , v. 18, n. 1, pp.1-23.

Proceedings of the ISTVS 8th Americas Regional Conference, Detroit, MI, September 12-14, 2016

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