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No.
13492
PINITE ELEMERT STRESS KNALYSIS FOR

COMPONENT ADVANCED TECHNOLOGY TEST BED (CATTB)
NAY 1991
'TIC
jMELECTE
OCT 2 4 IbV
._-
:.
;-
*.-
Samir Khourdaji
"U.S.
By
APPROVED FOR PUBLIC RELEASE
DISTRIBUTION
Army Tank-Automotive Command

ATTN: AMSTA-TDS
Warren, MI 48397-5000
23SLIN9
185
U.S. ARMY TANK-AUTOMOTIVE COMMAND

RESEARCH, DEVELOPMENT & ENGINEERING CENTER
Warren, Michigan 48397-5000
V
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PROGRAM
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11. TITLE (Include Security Classification)
Finite Element Stress Analysis for Component Advanced Technology Test Bed
Tracked Vehicle (CATTB) (UNCLASSIFIED)
12. PERSONAL AUTKOR(S)
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Khourdaji, Samir
13a. TYPE OF REPORT
Final
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14. DATE OF REPORT ,Year, &onth, Dy)
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16. SUPPLEMENTARY NOTATION
17
COSATI CODES
FIELD
GROUP
18. SUBJECT TERMS (Continue on reverse if necessary .nd identify by tolck number)
Stress Analysis,
SUB-GROUP .
Mass Properties, Dynamic Anplysis

bull, Bulkhead, Road Load, Fri/ Load. 7,
_-'Turret,
19. 4STRACT (Continue on reverse if necessary and identify by block numbor)
This program was initiated to study the effect of the new lightweight
gun configuration on the turret and hull; to determine the physical and
ride properties of CATTB; and to ensure that the stresses in various CATTB
components under gun firing and terrain loads are within safe limits.
Road testing will be conducted after the prototype is built to verify
analysis results.
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np odn
bOin blacit a
%)r1~fl'1.
c~nt
jo r
20. DISTRIBUTION/AVAILABILITY OF ABSTRACT

[3 UNCLASSIFIED/UNLIMITED
E SAME AS RPT.
22a. NAME OF RESPONSIBLE :NDIVIDUAL
Samir Khourdai
DD FORM
1473,84 MAR
wl,
El
DTIC USERS
21. ABSTRACT SECURITY CLASSIFICATION

a
g
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22b. TELEPHONE (Include Area Code) 22c. OFFICE SYMBOL
(313) 574-5875
83 APR edition may be used until exhausted.
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NOTICES
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position.
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by the U.S. Government.
Destroy this report wheh it is no longer needed.

originator.
Do not return it to the
TABLE OF CONTENTS
PAGE
SECTION
1
Summary
Introduction
Discussion
Results
4.1
Solid Modeling
4.1.1
Tuiret Solid Model
4.1.2
Turret Mass Properties
4.1.3
Hull Solid Model
4.1.4
Hull Mass Properties
4.2
I
Static Finite Element Analysis
23
4.2.1
Turret Finite Element Model
23
4.2.2
Turret Applied Load
23
4.2.3
Turret Analysis (Turret Independent)
24
4.2.3.1
IRM Analysis Results
4.2.3.2
NISA Analysis Results
4.3.4
Turret Analysis (Turret as part of Chassis) 24
4.2.4.1
IRM Results
4.2.4.2. NISA Results

4.2.5
Trunnion Model
40
4.2.6
Trunnion Applied Load
40
42.7
Trunnion Analysis Results
40 ion
For
Availability Codes
Dist
Special
4.2.8
Turret and Hull Casting
47
4.2.9
Casting Analysis Results
47
41.2.9.1
Gun Firing at 0 degrees Horizontal
47
4.2.9.2. Gun Firing at 90 degrees Horizontal
47
4.2.10
Hull Model
58
4.2.11
Hull Applied Load
58
4.2.12
Hull Analysis Results
58
f
4.L.12.1 Gun Firing at 0 degrees Horizontal

4.2.12.2 Gun Firing at 90 degrees Horizontal
4.2.13
Hull Modification
(reduction of opening in middle bulkhead)
59
4.2.14
4.2.15
Hull Modification (add top plate to casting) 59
4.2.16
4.2.17
Hull Modification
(reduction of rear bulkhead height)
59
4.2.18
59
4.2.19
Sponsons, Skirts and Outriggers
86
4.3
Dynamic Analysis
105
4.3.1
DADS Model
105
4.3.2
DADS Results
106
4.3.2.1
Terrain Effects
106
4.3.2.2
Firing Load Effects
107
4.4
Dynamic Finite Element Analysis
153
4.4.1
Dynamic Effects of Terrain Forces
153
4.4.2
Dynamic Effects of Firing Forces
154
5.
Conclusions
167
6.
Recommendations
168
A
B
C
D
Distribution
Appendix
Turret Mass Properties

Hull Mass Properties
Tur-ret Support Reactions
DADS Model File
List
iv
LIST OF
ILLUSTRATIONS
Figure
Title
Page
Turret Geometry
11
Turret Geometry
12
Turret Geometry
13
Turret Solid Model
14
Turret Solid Model
15
Turret Solid Model
16
Turret Solid Model
17
Turret Solid Model
18
Hull Solid Model
19
10
Hull Solid Model
20
11
Hull-Solid Model
21
12
Suspension Solid Model
22
13
CATTB Turret with Conventional Trunnion
25
14
Stresses in CATTB Turret (Conventional Trunnion)
26
15
Deflections in CATT
(Conventional Trunnion)
27
16
CATTB Turret (New Trunnion)
28
17
CATTB Turret FEM Model
29
18
CATTB Turret (Casting)
30
19
IRM Stress Results (Turret Independant)
31
20
TPM Rtrects Reslt
(ror
~-
32
21
IRM Stress Results (Turret Independant)
33
22
IRM Deflection Results (Turret

Independant)
34
Page
Figure
Title
23
NISA Stress Results (Turret Independant)
35
24
NISA Deflection Results (Turret Independant)
36
25
NISA Stress Results (Turret as part of Chassis)
37
26
NISA Deflection Results

(Turret as part of Chassin)
29
Trunnion F M Model
42
30
Trunnion Stress Results (Firing Load)
43
31
Trunnion Stress Results (Firing Load)
44
32
Trunnion Stress Results (Pretension Load)
45
33
Trunnion Deflection Results (Firing Load)
46
34
Stresses in Turret and Hull casting (Top View)

gun firing at 00
48
35
Stresses in Turret and Hull casting (Bottom View)

gun firing at 00
49
36
Stresses in Turret and Hull casting (Front View)

gun firing at 0
50
37
Stresses in Turret and Hull casting

at ci
(Trunnion Area) gun firing
51
38

(Trunnion Area) gun firing at 00
52
39
Vertical Deformations in Turret and Hull casting

gun firing at 00
53
40
Stresses in Turret and Hull casting gun firing

at 90"
54
41
Stresses in Turret and Hull casting gun firing

at 900
55
42
Lateral Deflection in Turret and Hull casting gun

firing at 90
56
vi
Figure
Title
Page
43

(Trunnion Area) gun firing at 900
57
44
CATTB Hull FEM Model
60
45
CATTB Hull Geometry Model
61
46
CATTB Chassis FEM Model (Turret in

normal position)
62
47
CATTB Chassis FEM Model (Turret in

normal position)
63
4.8
Stress in CATTB Chas'sis (gun firing in

normal position)
64
49
GATTB Chassis FEM Model kY":ret rotated 90 )
65
50
Stresses in CATTB Chassis (gun firing at 900RW are fixed)
66
51
Stresses in CATTB Chassis (gun firing at 9 0 - 7

RW are fixed)
67
52
Deflections in CATTB Chassis (gun firing at

900 - 7 RW are fixed)
68
53
Deformed shape of CATTB Chassis (gun firing at

900 - 7 RW are fixed)
69
54
CATTB Hull FEM Model (Modification 1)
70
55
Stresses in Modified (i)CATTB Hull (gun firing

at 900 - 2 RW are fixed)
71
56
Stresses in Modified (1)CATTB Hull (gun firing

at 90o- 7 RW are fixed)
72
57
Deflection In Modified (1)CATTB Hull (gun firing

73
58
Deflection in Modified (1)CATTB Hull (gun firing

,,at 90c-, 7 iW are fixed)
74
59
Stresses in Modified (2)CATTB Hull (gun ftring

75
60
Deflectiotis in Modified (2)CATTB Hull (gun firing

90"- 7 PW are fixed)
76
vii
-
t~
flm
Figure
Title
Page
61
Stresses ir Modified (3)CATTB Hull (gun firing

77
62
Stresses in MOdified (3)CATTB Hull (gun firing
78
at 900-
7 RW are fixed)
63
Stresses in Modified (3)CATTB Hull (gun firtng
79
65
Deflections in Modified (3)CATTB Hull (gun firing

ab 900 - 7 RW are fixed)
81
66
Deflection in Modified (3)CATTB Hull (gun firing
82
at 90
67
7 RW are fixed)
Shear Stress in Modified (3) CATTB Hull
83
(gun firing at 90O - 7 RW are fixed)

68
Deformed shape for CATTB Chassis (gun firing

at 90- 7 RW are fixed)
84
69
Deformed shape for CATTB Chassis (gun firing
85
at normal position)
70
Left Sponson and Skirt FEM Model
89
71
Streqs in Sponson and Skirt (1 G Lateral)
90
72
Deflection in Sponson and Skirt (1 G Lateral)
91
73
Stress in Sponson and Skirt (Combined

Acceleration)
92
74
Lateral Deflection in Sponson and Skirt

(Combined Acceleration)
Vertical Deflection in Sponson and Skirt
93
76
Deformed shape for Sponson and Skirt

(Combined Accelprtiton)
95
77
Left Sponson and Skirt FEM Model (Reinforcing

Strut added at first outrigger)
96
75
viii
94
Figure
Title
Page
78
Left Sponson and Skirt FEM Model (Reinforcing

Strut added at first outrigger)
97
79
Stresses in Reinforced Sponson and Skirt ( 1 G

Lateral)
98
80
Lateral Deflection in Reinforced Sponson and

Skirt ( 1 G Lateral)
99
81
Stress in Reinforced Sponson and Skirt (Combined

Acceleration)
100
82
Vertical Deflection in Reinforced Sponson and

Skirt (Combined Acceleration)
101
83
Lateral Deflection in Reinforced Sponson and

Skirt (Combined Acceleration)
102
84
Deformed shape for Reinforced Sponson and Skirt

103
85
Forces in outriggers and struc
104
86
CATTB Geometry - Roadwheels positions relative

to spocket
108
87

to C.G
109
88

to C.G
110
89
CATTB Geometry - Suspension
112
90
CATTB Geometry - Track and Suspension
'113
91
CATTB Geometry - Suspension Stiffness Curve
114
92
CATTB Geometry - Suspension Damping Curve
115
93
CATTB Geometry - DADS Suspension Curve
116
94
CATTB Geometry - DADS Damping Curve
117
95
CATTB Geometry - DADS Impulse Curve
118
96
CATTB Geometry - DADS ABG4 Terrain Curve
119
97
CATTB Geometry - DADS Custom Terrain Curve
120
98
CATTB Roll and Pitch Angle
121
99
Vertical Acceleration at Chassis C.G and first

roadwheel
122
100
Vertical Forces in roadwheels 1, 4, and 7
124
101
Vertical Forces in roadwheels 2, 3, 5, and 6
128
104
Maximum Forces in roadwheels LI, 4, and 7

(case 1)
134
105
Maximum Forces in roadwheels L2, 3, 5, and 6

(case 1)
135
106
Maximum Forces in roadwheels RI, 4, and 7
136
(case 1)
107
Maximum Forces in roadwheels R2, 3, 5, and 6
137
(case 1)
108
Maximum Forces in roadwheels Li, 4, and 7

(case 2)
138
109
Maximum Forces in roadwheels L2, 3, 5, 6
139
(case 2)
110
Maximum Forces in roadwheels Ri, 4, and 7

(case 2)
140
111
Maximum Forces in roadwheels R2, 3, 5, and 6

(case 2)
141
112
Fore
113
Pitch displacement during firing
114
Fore
Aft gun velocity during firing
144
115
Fore
Aft gun acceleration during firing
145
116
Chassis Acceleration during firing
Aft gun displacement during firing
142
143
146
11(
Roadwheels reactions due to firing force
147
118
Firing force roadwheels reactions (1,4, ad 7)
148
119
Firing force roadwheels reactions (2,3,5, and 6)
149
120
Fore - Aft displacement for LW gun and 120 mm gun
150
121
Pitch displacement for LW gun and 120 mm gun
151
122
Fore - Aft Acceleration for LW gun and 120 mm gun
152
123
CATTB Stress Analysis for static firing load

in first roadwheel
155
124
CATTB roadwheels reactions under static firing

load
156
125
CATTB Stresses due to 0.16 in vertical movement
157
126
CATTB Stresses for dynamic firing load
158
127
CATTB Stresses for dynamic firing load
159
128
CATTB Stresses for firing load and terrain load

(case 1)
160
129
nATTB Stresses for firing load and terrain load

(case 1)
161
130

(case 2)
162
131

(case 2)
163
xi
xii
LIST OF TABLES
Weight and C.G location for CATTB turret components
Mass properties for CATTB turret components about

axis passing through their C.G's
Mass properties of CATTB components about axis

passing through turret center of rotation
Mass properties for CATTB hull
10
CATTB Geometry - Mass properties
ill
CATTB EIGEN value-analysis results - frequency
164
CATTB EIGEN value analysis results - reaction

forces
165
CATTB EIGEN value analysis results - nodal stresses
166
xdii
xiv
PREFACE
This report illustrates the process necessary to make structural
analysis and design of tracked vehicles a systematic procedure
in which state-of-the art Etructu-al analysis, design and
simulation are fully utilized. It is a modest step towards
understanding the behavior of tracked vehicles under various
loading conditions. It will be a good starting point in any
subsequent research in this area. For this reason, the various
results and the approach utilized were presented chronologically
to keep the reader continuously in touch with the changes in
analysis approach, which was necessary for achieving the final
results.
The rapid development in computer hardware and software
technology make undertaking such a task possible, something not
even thought of a few years ago. Undoubtedly, this development
will allow TACOM Personnel to tap into new area of research,
which will allow them to revolutionize their design and analysis
process.
I would like to take this opportunity to express my appreciation
for the confidence and support that Mr. Art Adlam and John Korpi
have shown which allow me to dedicate myself to this
investigative study. Also I would like to thank Dr. Ron Beck
and Mr. Zoltan Janosi for allowing me to get hands-on training
on DADS program. Also I would like to thank Mr. Ken Cerelli and
Bob Garcia for their cooptration in utilizing the Finite Element
Code (IRM) and Patran Software. Also I would like to thank Mr.
John Weller for his support in utilizing DADS program in the
Dynamic Analysis area and providing access to mathematical
program (MATLAB) which was utilized in performing the necessary
mathematical calculation with high accuracy and great speed.
xv
xvi
1. Summary - In this study, the dynamic effects of terrain load,

in termof stresses in Components Advanced Technology Test Bed
The stresses in the chassis
(CATTB) Chassis, was investigated.
due to terrain load is in the range of 3,000 PSI, at which the
Chassis experience a vertical acceleration of 2 at its CG. To
anticipate the maximum terrain effects, either a more drastic
custom-made terrain can be used (Fig. 97) instead of ABG4
(utilized in Fig 96), or the traveling speed of the CATTB could
be increased from the 30 mph. For simplicity, the maximum
terrain effects can be assumed to be a factor of those
experienced by the chassis based on previous road tests.
In any
event, a follow-up stress analysis is required.
Stresses due to firing load (375,000 lb) is maximum in the
turret uop plate (70,000 PSI).
In the trunnion, it is in the
range of 40,000 PSI.
Stresses in the hull is maximum when the
gun is firing at 90 degrees, and it is in the range of 80,000
PSI. To maximize these stresses, only two road wheels were
assumed to provide resistance against lateral movement. In real
situations, all road wheels resist lateral movement in a complex
interaction between the track and terrain. To understand this
behavior, a separate 3D DADS analysis is required.
The
transient dynamic effect of gun firing force could not be
performed due to software difficulties. However, the model and
input file are saved for further studies in this area.
2.
INTRODUCTION
The continuous advancement in technology, the introduction of

the solid modelers, and the supercomputer lead to the evolution
of the design process at TACOM. The old design method "shave it
till it breaks" simply will not work due to the complexity of
automotive structure and the forces affecting it, and because of
the enormous amount of time required by such an approach. In
the new evolved design, all parameters and their effects can be
quantified, and better results can be achieved in a much shorter
period of time. This can be accomplished by building a
computer model which will serve as an inexpensive and expendable
prototype. The mass properties (weight, moments of inertia and
C.G location) for this prototype can be calculated easily by
using the solid modeler capabilities. The forces acting on this
prototype can be evaluated by performing a dynamic analysis
utilizing the Dynamic Analysis and Design Software (DADS)
available on the supercomputer. The strength of each component
will be assured by conducting a Comprehensive Finite Element
Analysis for this prototype under various loading conditions,
such as firing load terrain forces, vibration, airdrop or blast,
and other destructive testing. The new design will produce the
best and most efficient product within the shortest span of
time. In addition, it will provide understanding of the
interaction of the various design parameters, which will help
make any subsequent design modifications to be done with speed
and confidence. The purpose of this study is to apply this
systematic design approach to the design of the Components
Advanced Technology Test Bed (CATTB).
3.0 Discussion - The material. presented in this report

represents design stages for the Component Advanced Technology
Test Bed (CATTB). It is categorically divided into four stages
as follows:
Solid Modelingg
In this stage, CATTB geometry for turret and hull is
established, and their physical properties are
evaluated.
Static Finite Element Analysis:
The configuration of the CATTB chassis was established
to accommodate the new light weight gun. For this, a
complete static finite element analysis was performed
to assure the adequacy of the CATTB Chassis strength
under various loading conditions.
Dynamic Analysis:
In this stage, a CATTB dynamic model was built and
analyzed using DADS software. The forces and
acceleration acting on the various components were
established.
Dynamic Finite Element Stress Analysis:
A detailed finite element analysis was performed to
study the dynamic nature of terrain and firing forces
and the effects of vibration on CATTB structure.
The assumptions made and the results obtained for these four
stages as presented in detail on the following pages.
4,
Results:
The results of the four design stages are presented as

follows:
4.1
CATTB Solid Model
4.1.1
Turret Solid Model:
The objective of creating a solid model for the CATTB turret

is to study the effects of the new turret feature (trunnion, new
gun mount and side-plate locations) on the characteristic
behavior of the CATTB turret. Also, it was necessary to
determine the new turret mass properties for establishing the
requirement for the hydraulic system necessary to power the
turret. A solid model was created on the Intergraph CAD system
utilizing EMS software. This model was created from a series of
primitive solids (cubes Tetrahedron ..... ) because changing
dimensions length, height, and width can be achieved quite
easily by lifting the faces or edges of these primitive solids.
turret geometry is shown in Fig (1 - 3), turret solid model is
shown in Fig (4 - 8).
4.1.2
Evaluation of CATTB Turret Mass Properties:
The powerful capabilities of the CAD system were utilized to

evaluate CATTB mass properties. These properties, which include
weight, CG locations, and moments of inertias for the CATTB
turret's various components, are shown in Appendix A. Total
CATTB turret weight and the location of is C.G were determined
mathematically as, shown =.i Table 1. CATTB mass properties at
about any point can be determined by transforming mass
properties of the various components from their own CG to that
given point as shown in Table 2 & 3.
Plate thickness for CATTB turret structure is shown in Fig
(1) side-armor thickness is 40 inches in the front area and
projected through proper angles to both sides. The density of
side armor used is 0.095 lb/in and is baed on 550 lb/ft
For 52" armor, the density is 0.104 Wb/in and is based on 750
lb/ft .
Top-armoi thickness used is 4 inches, except over the L.W.
120mm gun front area, where it is 2 inches. At the rear gun
area, no top armor is used. The density of the top armor is
0.1215 lb/in3 and is based on 70 lbs. per square ft. for 4
inches thick.
Spall liner is used on the inside of the CATTB Turret crew
area. At thickness of one inch, the density of the spa!! liner
used is 0.04 lb/in and is based on weight of 5.7 lb. per
square ft.
,I
41
4;
To convert mass 2 properties from lbs. - in2 to slug (lbs. - ft - sec ), the following multiplication factor
was uaed:
ft2
32.
-2 1-2
12
0.0002157 or 2.151
4-1-3
10
MULL Solid Model:
CATTB solid model for the hull and suspension are shown in
Fig (9 - 11). The basic hu.ll structure, skirts, spansons,
grills and suspension (idler, roadarms, roadwheels and final
drive) were created as solids. Whereas, the power pack, fuel
tank, autoloader, and various electrical control boxes were not
modeled as a solid, but primitive solids were used to represent
their Geometry.
4.1.4
HULL Mass Properties:
The mass properties of the various hull components about

their own CG was calculated using EMS software and are shown in
detail in Appendix B. The hull CG was found and hull mass
properties about the axis, passing through its CG was obtained
by transforming mass properties of the various hull components
to the hull CG location, as shown in Table 4.
Table 1 Weicdht and C.G Location for CA7TIM Turret Cnponents

COMPONENT
WEIGHT
GUN (1)
10,000 -90.4
6,810 -67.8
0
0
17.0 -913,040
17.0 -461.718
0
0
171,700
115,770
SIDE ARMOR( 4 01") 15,770 -26.7

(50")24,150 -29.5
TOP ARMOR
2,900 14.0
+ 0.6
- 0.5
0.3
18.0 -421,060
18.4 -712,430
42.0
40,600
- 9 460
-12,080
870.0
283,860
444,360
121,800
SPALL LINER
(IN)
FIRST MOMENTS
(lbs
in)
18.0
0.3
26.0
22,500
375.0
32,500
BASKET
830 - 2.6
0.7
-32.5
- 2,158
581.0
-26,975
COM'DR CHAIR
160
18.4
-25.0
- 9.5
2,944
- 4,000
- 1,520
GUN CHAIR
180
12.0
25.8
-16.5
2,160
4,644
- 2,970
GUN HATCH
120
12.0
14.3
38.3
1,440
1,716
4,596
WEAPON ST
860
20.6
-23.6
40.3
17,716
-20,296
34,658
GEAR BOX
570 -23.4
27.3
4.4
-13,338
15,561
2,508
AUTO LOADER
1,250
C.G LOCATION
3,650
90.6
- 0.8
24.50
330,690
- 2,920
89,425
BASIC
STRUCTURE
13,560
54.7
- 0.7
21.0
741,730
- 9,490
284,700
TOP PLATE
3,650
47.1
0.4
37.4
BOTTOM PLATE
4,340
56.4
- 0.1
5.9
VERTICAL PLATE 2,885
18.7
- 3.4
19.4
101.0
- 0.4
24.7
- 1.50
(Crew Area)
VERTICAL PLATE 2,685

(Bustle Area)
BEARING
265
GUN SHIELD
210
-48.5
0.2
16.70
ELECTRICAL BOXES
900
- 2.5
0.4
16.70
GPS & MTAS
630
29.5
SIGNATURE SUPP
750 -25.0
17.70
10,185
398
42
351
2,250
360
-15,030
39.00
11,150
18,585
18.50
- 18,750
- 0.07
- 0.11
19,50
19.40
241,471
- 49,900
- 3,516
- 6,136
961,720
1,122,220
19.3
20.3
-209,850
-501,220
-3,516
-6,136
1,017,650
1,234,080
24,570
13,875
SKIN
TOTAI40"ArItmr)49,415
(1) (50"Aror)5 7 , 7 9 5
4.80
- 0.86
(2) 40" (Armr) 52,700 -4.0 -0.05

50" (Armor) 61,000 -8.2
-0.10
(1)Provided by Gun Manufacturer
(2) Calculated Using EMS
I'able 21 Aass Propertibs of 'CAMI' Turret

Caiponent5 About Axis Passing Through Their C.G's
POMP0NENTS
.GN (1)
I y (lb - in )
I x (1b - i2)
I z (lb - i)
172,116
30,965,700
59,680,700
17,704,900
30,777,100
1,611,100
59,680,700
46,325,900
80,912,900
3,914,860
1,333,180
1,180,060
2,188,140
456,150
404,680
771,670
OCU4'D CRAR
38,790
40,260
6,860
GUN'R CHAIR
9,770
11,750
7,460
GUN'R HATCH
7,370
4,440
11,590
WEAPON STATION
90,740
85,660
172,140
GEAR BOX
33,820
26,980
25,080
AL/TIO[IC IADER
2,124,560
1,202,440
3,032,340
BASIC SIRUCffURE
13,976,550
20,823,640
33,667,790
TOPPLATE
2,206,820
7,791,350
9,987,530
BUT= PLATE
3,542,470
8,690,130
11,997,000
VERTICAL PLATE
(Crew Area)
VERTICAL PLATE
(Bustle Area)
BEARING
4,174,550
3,013,540
6,607,190
4,052,710
1,328,620
5,076,070
158,365
158,365
316,330
16,930
10,880
12,575
360,405
373,095
661,745
41,820
287,635
276,595
238,875
47,670
286,540
(2)
SIDE ARM R(40")
(50")
TOP ARMOR
SPALL LINER
BASIET
GUN SHIELD
ELECTICAL BOXES
GPS & MIAS
SIGNATURE SUPP SKIN
490,880
31,060,200
53,873,400
1,731j330
30,965,300
Table 3 Mass Properties of CATTB Components About
Axis Passing Through Its Center of Rotation

I y (lb - in')
I z (lb - in )
2,133,500
3,409,780
64,252,400
145,138,420
62,290,000
142,219,520
36,220,700
62,060,700
6,854,600
34,089,700
59,950,100
7,315,600
57,560,700
101,912,000
4,496,440
SPALL LINER
2,187,400
2,438,800
2,592,830
BASKET
1,340,000
1,293,900
777,900
COM'DR CHAIR
152,300
103,960
165,890
GUN CHAIR
183,930
89,486
157,880
GUN HATCH
245,560
191,030
96,780
1,978,800
1,856,800
1,025,180
66,780
57,815
44,240
4,320,000
33,417,000
33,056,000
21,989,340
79,068,730
83,967,880
7,314,150
20,999,400
18,089,100
22,633,300
25,789,800
5,297,430
5,116,830
7,653,480
5,684,880
30,319,200
32,435,500
158,365
158,365
316,330
74,510
553,560
497,690
611,180
629,115
667,250
GPS & MTAS
1,541c730
1,436,130
1,021,740
SIGNATURE SUPP SKIN
2,189,625
516,425
2,706,050
82,248,320
227,468,816
251,440,780
(50" Armor) 108.088;320
253;329;216
295;792;080
I x (lb - in%)
COMPONENT
GUN
(1)
(2)
SIDE ARMOR (40")

(50")
TOP ARMOR
WEAPON STATION
GEAR BOX
AUTOMATIC LOADER
BASIC STRUCTURE
TOP PLATE
BOTTOM PLATE
VERTICAL PLATES
(Crew Area)
VERTICAL PLATE
(Bustle Area)
BEARING
GUN SHIELD
ELECTRICAL BOXES
TOTAL (40" Armor)

(lb - in)
.3,692,880
TOTAL (40" Armor) (I)

(Slug - ft1 ) (50" Armor)
17,741
23,315
49,065
54,643
54,236
63,802
TAL (40" Armor) (2)

SLUG-FT 2 (50" Armor)
18,013
23,586
66,526
72,103
71,465
81,030
Mcment of Inertia of CATIB Turret About Axis

Passing Through its C.G
+Z)
I y-
(x + z)
zz-
(x +y)
x-
I x=I
I y
I zo =
(y
Where I x, I y, and I z are moment of inertia about turret rotational center

(table 4). x, y, z and M are given in table 2.
Using the above equations
I X, =
82,248,320 - (19.50 + 0.07 ) x 49,415
82,248,320 - 18,790,300
63,458,020
= 13,688
lb - in
slug - ft
(x 0.2157 x 10
a
I Y" = 227,468,820 - (4.8 + 19.50
) x 49,415
= 227,468,820 - 19,928,580
= 207,540,240
= 44,766
lbs - in
slug - ft
z
I z o = 251,440,780 - (4.8 + 0.07
) x 49,415
= 251,440,780 - 1,138,760
= 250,302,020
=
53,990
lbs - in
slug - ft
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TITLEi RACE RING SUPPORT AND BASE PLATES LAYOUT

DRAWN BYs0. LACAP
DATE- 15NOV 88
SCALE% 1/16
NOES
01.00THICK
ICK
TFG1.5
.TRITCK.
71
11
ITR
cr
1"
It
11
It
ti~~~I
ti~
------
--
II
II
FIG 2
TURRET GEOMETRY
12
C-i
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[n-i
FIG
3
TURRET GEOMETRY
13
<02u
FIG 4
v(JRET SOL)
14
MODEL
FIG
TUJRIRET
15
'5
SOLID MODETJ
InI
TURAZTE
FIG6
SOLID MODEL
16
. .....
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17
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FIG
HULL SOLID MO'DEL
20
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1,
Static Finite Element Analysis
4.2
A Finite Element
utilizing Intergraph
The FEM Turret Model
modeled, and the two
CATTB chassis model.
4.2.1
Model for the CATTB chassis was created

Randmicas Finite Element software (IRM).
was built first. Afterwards, the hull was
models were merged together to form the
Turret Mcdelt
The CATTB turret is unique in its geometry, specifically in

the location of the side plates and the manner in which the gun
mount interfanes with the Trunnion. To study the impact of this
new geometry on turret behavior, it was necessary to build a
Finite Element Model for the turret and analyze it under various
loading conditions. Since a 3D solid model was available on the
Intergraph CAD System, a wire frame was constructed from this 3D
model and transferred to the VAX Computer, after it has been
translated to IGDS, which is the graphic base for IRM. This
wire frame will serve as a skeleton on which the Finite Element
Model will be built.
The Turret FEM model consists of 132 four-noded shell
elements. Each node has six degrees of freedom, three
translations and three rotations about the global axis x, y, and
z, The thickness of the various plates forming the FEM model
The turret is fastened to the hull by a
are shown in Fig (1).
To reflect this geometry in
ring which has 48 mounting bolts.
the FEM model, the turret is assumed to be supported at 48
The turret FEM model will be used
nodes, as shown in Fig (18).
as a prototype to study the effect of the new trunnion design in
comparison with the conventional one Fig (13), As a result of
this study, the trunnion will be reshaped Fig (16 and 17).
4.2.2
Turret Loads
The following design loads are applied on the FEM Model:

2G
(turret's own weight)
3000 lb
(weight of the AutoLoader)
(Gun Firing wad at -10 degree or +15
375,000 lb
degree)
To study tne compounding effect of this load, two load

combinations were considered:
2G (Down) + AutoLoader + Firing at -10 degree
2G (Down) + AutoLoader + Firing at i5 degree
23
case(5)
case(6)
4.2.3
Turret Analysis Results
4.2.3.1
(turret is independent)
IRM Results
VON mise stresses (which reflect bending and shear effects

about the ;hree major axis) are in the 70,000 PSI range, as
shown in Fig (14).
The vertical deformations are shown in Fig
(15).
Reshaping the trunnion area resulted in a more refined
model. For the turret, as shown in Fig (16 & 17), VON mise
stresses in this refined model is 44,000 PSI and occurs around
the slot provided for the gun mounting block, as shown in Fig
(19 & 20), this area is shown in detail in Fig (21).
Maximum
vertical deflection is 0.07 inch, as shown in Fig (22).
The
forces in the 48 mounting bolts are tabulated in Appendix C.
4.2.3.2
NISA Results
Since the CATTB Chassis FEM Model had to be made available

on the Cray Supercomputer (to conduct Dynamic stress analysis,
as will be shown in section 4.4), a stress analysis for the
turret was conducted using NISA software. The results are shown
in Fig (23 & 24).
Comparing NISA results, with IRM results
which is shown in Fig (19 & 20), indicates that NISA yields
higher stresses in the top plate around hatche openings (76,000
PSI vs 45,000 PSI).
This is primarily due to the inherit
difference of stress and strain formulas in each code. NISA
results are more accurate, since stress in the top plate are
expected to increase due to the reduction of the resisting area.
14.2.4
Turret Analysis Results (Turret as part of Chassis):
It was found necessary when analyzing the hull to merge the

turret and hull models and study their interaction effects
(section 4.2.11).
This provides the following actual stresses
in the turret.
4.2.4.1
IRM Results
VON mise stresses are in the range of 36,000 PSI, as shown

in Fig (25 & 26)
4.2.4.2
NISA Results
VON mises stresses &re in the 67,000 PSI range, as shown in

Fig (27).
Comparison of the results (4.2.3.1) and (4.2.3.2)
indicate that analyzing the turret independently from the hull
yield higher stresses, because support points are considered as
rigid. In contrast, when this support is considered flexible
(has relative movement), it yields lower stresses. The latter
are the actual results which reflect turret-hull interaction.
24
E4
E4
25
-,i
let. I L.A.J I t .
i'-:r-..
c.sz
LU.J I~...
cc
cj
Lx..
-n-
vr
q-
~..)j
-.-
c C t
-r
- L.iJ L-J..J 1j4 L-... L.L. I

c-
--.
FIG 14
STRESS 11N GATTB (COiVENYrc'NAL
26
TRUNNION)
r-
C-N
-
EE
-L
L~.!LL-J
LJ.
gm
LL
ftLLj
--
G-
EE
La...)
L ,4JLL
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L
lQ
EE
r=
.J.
LL.Ji
Li
G 2~. F
4---j1
W5
C IG
*-.
:5
.FIG
DEFVL-:CTION .IN CATTB (CONVENTIONAL

27
TRUNNION)
~4zo
4me
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pl
i-n
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28
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lii~l~!r~fl~.
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FIG 27
NISA ST'ZFSS RESULTS-TOP
39
PLATig
4.2.5
Trunnion Model
Preliminary turret stress analysis indicates high stress in

Since the trunnion strength
the trunnion area (44,000 PSI).
will be reduced by the 8 holes (necessary to accommodate the
mounting bolts), a detailed stress analysis for the trunnion is
For this, a solid finite element model for the trunnion
needed.
was built (Fig. 28 & 29).
This model consists of 1860
eight-noded solid brick elements and each node has three degrees
of freedom (translation in x, y and z directions). The trunnion
was constrained at the location of the turret casting and top
plate.
4.2.6
Trunnion Load
If this force
The gun firing force is (375,000 lb).
increased by dynamic load factor of 2 (To account for the
transient nature of load application), then each trunnion must
transmit 375,000 lbs to the turret casting and top plate. This
force is applied at the depth of the slot provided for mounting
the gun block. The gun mounting block had to be secured by 8
mounting bolts to the trunnion to prevent any movement due to
rebound effects. To accomplish this, it is necessary to torque
the load mounting bolt so that the total pretension in them can
resist the rebound recoil force. This pretension force is a
compressive force applied at the perimeter of each mounting-bolt
hole. A pretension load of 3200 lbs per bolt was used. This
will give a 50,000-lb resistance or about 14% of the recoil
force.
4.2.7
Trunnion Analysis Results
The maximum VON mises stress is 57,000 PSI, and it occurs

just below the surface of the inner face of the trunnion at the
edge of the slot for mounting the gun block (Fig 30).
A
detailed stress plot for this area is shown in (rig 31).
The
maximum stress due to pretension load of 3200 lb/bolt is in the
range of 4000-5000 PSI, as shown in (Fig 32).
Maximum
horizontal deformation is 0.022 inches, as shown in (Fig 33).
To keep stresses and deformations at their current level. The
distance between slot and trunnion edges had to be increased
from 3.0 to 3.75 inches, and trunnion thickness was increased
from 4.5 to 5.5 inches as a result of this analysis.
40
~~
*~iill
T.-
a~aall
e.i.
'pa
alli
itit
rr.la
'1'~~~~~~~~
.... a
~~~ta~~atu...
r0..lr
Rua.
Pr.2"l
PalAIO
SO.I
wa to < al
7-7
fn Oiit
WIR
-la;
ll
-- a-It
A2*..-
TR[UNNION
FF'M MODET,
42
~I
jC.
i'7H
..
. ...
......
.
..
.. .
.......
..
.. .
..
........ ..
. .......
C.
.... .
THH
...... ... .3
UNIX I
HIH
'-!1:4:
FIlijl'
HHh
V0
0
LH--
0-70
butIi'
VMm
4.2.8
Turret and Hull Castings
The turret and hull casting, are complicated parts and their
interaction through the race ring deserves a separate study by
itself. To represent turret and hull casting in this study in
the best possible way some simplifications were necessary. The
turret race ring was replaced in the FEM Model with a stiff
truncated cone (2.5 inches thick).
This allowed the forces to
be transferred from the turret to the hull with minimum
deformations. The hull casting configurations in the finite
element model were obtained in such a way that the hull casting
FEM model has the same mass properties obtained for the 3D solid
model available on the Intergraph CAD System and obtained
utilizing EMS.
4.2.9
Casting Analysis Results
Stresses and deformation for the turret and hull castings

were extracted from the total chassis results for the following
two cases:
4.2.9.1
Gun Firing At 0 degrees Horizontal
Maximum VON mises stress in the turret and hull casting is

in the range of 30,000 PSI as shown in Fig (34 - 36).
Stresses
in these casting around the trunnion area are shown in Fig (37 &
38).
Vertical deformation plots are shown in Fig (39).
4.2.9.2
Max VON mises stress is 36,000 P31I as shown in Fig (40 &
41).
Lateral displacement are shown in Fig (42).
Stresses in
trunnion and hull casting and around road where no 3 are shown
in Fig (43).
47
L)
a)
V)
Ou w
a)a
'
Mc
oso AT)
Ld
W
co.i
U)
in
a!
inz
Lw
ru
U)
LO
"
fll
It
m.
M~
N(s
Ni
-t
ru
\~
1
(x m
x>
in
w-
03~3
~K
0.
CC
1-4
C.
r_
a
-JJ
C-:
FIG 34
STRESS IN TYRRET AND HULL CASTINGS-GUN
48
FIRING AT U
En V)
OU
uw
Ifl
44
H
(
czL
ED
OZh
:0
ro
(n.
'J
0-,
I~l
aU
STRES
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FIG 43
GNFRN
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Hull Model
4.2.10
The MIAI hull will be used and modified where necessary to

assure strength and space utilization. The hull finite element
model was created using IRM software in similar fashion to turret
FEM model. A wire frame was created from a 3D solid model
available on the Intergraph CAD System. Then this wire frame was
translated to IGDS and transferred to the VAX computer to serve as
a skeleton for the finite element model Fig (44).
Thickness of the
various plates are shown in Fig (45).
The hull was constrained in
the vertical direction at all roadwheel attachment points. In the
horizontal direction, the hull was constrained at the attachment
points of the roadwheels 1 and 7, to maximize the bending effects
in the chassis due to lateral loads.
Hull Loads
4.2.11
The reaction forces in the 48 mounting bolts found in the FEM

turret analysis (Appendix C) was applied on the hull model and
analyzed. The results indicated high stress (130,000 PSI) in the
hull top plate around the trunnion area. In this preliminary
analysis, the interaction between the turret and hull was not
considered, resulting in high stress. To represent the real
situation, this interaction must be considered. For this, it was
necessary to merge turret FEM model with hull FEM model resulting,
in chassis FEM model Fig (46 & 47).
This model will be analyzed as
one entity.
4.2.12
Gun-firing load was applied to the chassis FEM model, and the
results are as follow:
4.2.13.1
Stresses in the hull are in the range of 60,00U PSI, as shown

in Fig (48).
4.2.12.2
To investigate this case, another CATTB FEM model had to be

created by rotating the turret 90 degrees as shown in Fig (49).
This model was analyzed, and the hull stresses are in the range of
(95,000 - 130,000) PSI Fig (50 & 51).
Depending on the number of
roadwheel attachment points constrained in the lateral direction (7
and 2 respectively), the hull lateral deformation for these two
ranges from 0.16 - 0.25 inches, as shown in Fig (52).
The hull's
deformed shape are shown is Fig (53).
tto
n ote that shear stress if, the hull (36,000
PSI) is closer to its yield limit (50,000 PSI) than bending stress
(65,000 PSI) to its yield limit (100,000 PSI).
This is due to the
dominant shear behavior in the trunnion, turret, and hull casting
near the trunnion area. Chassis deformed shapes are shown in Fig
(68 & 69).
i
58
4.2.13
Hull Modification (1)
Hull stresses and deformations were excessive, and the hull

had to be strengthened. This was accomplished by eliminating the
blow-off panel in floor plate and by reducing the size of the
opening in the middle bulkhead as shown in Fig (54).
4.2.14
After these modifications, the chassis was analyzed again.

The stresses were reduced to (70,000 - 90,000) PSI Fig (55 & 56),
and the lateral deflection were reduced to 0.15 - 0.2 inches Fig
(57 & 58) for the two cases of roadwheel attachment points
constraints mentioned previously.
4.2.15
Hull Modification (2)
Stresses and deformations are still reasonably high. The

hull had to strengthened in the lateral direction. This was
accomplished by extending the hull casting plate between the two
side-plates as shown in Fig (54).
4.2.16
Stresses were reduced to the 45,000 PSI range and

These values are
deformation to 0.10 inches Fig (59 & 60).
over-estimated due to the simplicity of contraints assumption.
In reality, all seven roadwheels resisted lateral displacement to
a varied degree. To understand this behavior, a dynamic analysis
is required when the turret is rotated 90 degrees.
4.2.17
Hull Modifications (3)
It was found necessary to reduce the height of the rear

The
bulkhead, in order to be able to install the Auto Loader.
rear bulkhead contribute to hull's lateral strength. To study
the effects of the bulkhead height on the chassis strength and
stiffness, the bulkhead height was varied (from 33 to 20 & 13
inches).
4.2.18
Stresses in the hull were observed and are shown tn Fig (61 Deformations are shown in Fig (64 - 67). The results
63, & 67).
indicated that the rear bulkhead height could be reduced to half
of its original height before any significant reduction
in 1 ,,ll
o4-....
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59
FIG 41,
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4.2.19
SPONSONS, SKIRTS, AND OUTRIGGERS
A separate finite element model was built exclusively to

study the stress behaviour of the sponsons and skirts and to
study the interaction between them and the outriggers. Sponson
and skirt model consist of 720 plate elements (eight noded quad
and 6 noded triangle), were used to model the outriggers, and
142 beam elements were used. Total number of the FEM active
nodes for the whole model is 1136. Each node has six Degrees of
freedom-three rotations and three translations. Thickness of
the sponson plates are 0.50 in., whereas the skirts and the
various bulkhead are 0.31 in. thick. The various outriggers
consist of 1.5 in. Dia tube. The sponsons are constrained at
the nodes coinciding with the location of the main side plates.
The load on the sponsons bottom plate consist of the weight
of six batteries and the weight of the NBC unit and the various
control boxes. This load is 800 lbs. and distributed over an
area of 25 x 60 sq in. which represent a uniform pressure of 0.2
lb/in. To study the effect of acceleration effects, a mass
density of 0.000732 slug/in, was used.
The finite element model was analyzed using IFEM available
at the intergraph work station, because IRM is no longer
To account for the various
available ou the vax computer.
forces acting on the sponsons and skirts, a combined case of
acceleration load of 12 G2 6 G, and 3 G in the longitudinal,
vertical and lateral direction respectively was used.
86
Fig. (70) shows the finite element model including

sponsons covers. The stress for the 1 G lateral case is
13,500 PSI, as shown in Fig. (71). The lateral displacement
is 0.3 in., as shown in Fig. (72). The stress due to the
compound acceleration is 122,500 PSI Fig. (73). Lateral and
vertical deformations are in the range 3 to 4 in. as shown in
Fig. (74 and 75).
The deformed shape is shown in Fig. (76).
It is obvious that stresses and deformations are excessive and
the skirts had to be reinforced, this was accomplished by
adding a 1.5 in. tube (3/16 in. thick) at the location of the
first outrigger. Fig. (77 and 78) show the FEM model without
the sponson cover plates. This model was analyzed under the
same loading conditions; stresses and deformations were
reduced substantially. For the 1 G lateral the stress is
reduced to 13,400 PSI and the deflection to 0.4 in. as shown
in Fig. (79 and 80).In the case of the combined acceleration,
the stress is reduced to 41,000 PSI Fig. (81), and the
deformations to 0.5 - 1.2 in. as shown in Fig. (82 and 3);
the defcrmed shape is shown in Fig. (6)
By comparison,
adding the strut, the stresses and deformations were reduced
by more than 70%.
Forces in the outriggers are maximum in the attachment
bolt at rear skirt element no. 13 in Fig. (85) from which
maximum stresses can be easily obtained as follows:
87
Fx
Mz
A-
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My
S9y
Where
f
Maximum Stress
Fx
Axial Force (ibs)
A
Sy, Sz
Iy, Iz
My, Mz
Cross Section Area

Section Modulus About y and z axis
Moment of Inertia About y and z axis
Bending Moments About y and z axis
(PSI)
Applying above equation yields

f=
72
0.78
90
92,630
5770
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0.5
57,690
<
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4.3
Dynamic Analysis
The desire to determine the CATTB geometric arid operating
characteristics, such as gun, breach displacement, velocity and

acceleration, chassis roll and pitch angle and suspension effects
on the CATTB chassis due to terrain and firing loads, all
necessitate conducting a dynamic analysis for the CATTB. This
was accomplished by building a dynamic model and analyzing it,
using the DADS program on the Cray supercomputer. This study
supplements a concurrent simulation, study prepared by another
TACOM directorate, since it mainly deals with the effect of the
various dynamic forces on the CATTB Chassis.
4.3.1
DADS Model
To create a DADS model, the geometry of the CATTB chassis

had to be established. Road arms, idler and sprocket positions
must be established with regard to Chassis CG. This is shown in
Figures (86 - 88). The mass properties are established from
CATTB solid models (section 3.2) and summarized in Table 5. The
DADS model consists of 17 rigid bodies, guns, turret, hull and 14
road wheels. These bodies are connected by 16 joints, trunnion,
ring, and 14 roadwheel attachment points, as shown in Fig (89).
The track and suspension and terrain characteristics are imposed
on this model, as shown in Fig (90).
Suspension stiffness and
damping curves utilized where those of Teledyne 3870 ESS Series
as shown in Fig (91 & 92).
105
These two curves are transformed into torque versus

angular displacement and torque versus angular velocity by using
the following formulas:
T = FR cos 0
A = R sin 0
WHERE:
T
R
F
A
0
:
:
:
:
:
(lb - in)
Torque
Road Arm Length (17 inches)
(lbs)
Force
(inches)
Wheel Travel
Road Arm Angle From horizontal position.
The
The resulting curves are shown in Fig (93 & 94).
in
Fig
(95).
is
shown
gun
used
impulse curve for the lightweight
(96).
Fig
in
shown
is
profile
4
whose
APG
The terrain used was
A more drastic custom-made profile with a series of bumps and
holes (spaced to maximize terrain effects on the Chassis), can
The CATTB DADS model was driven at a
be used in Fig (97).
constant speed (30 mph), and the acceleration and forces at
various location were calculated. It is worthwhile to mention
that the hydroneumatic suspension model runs on DADS were not
successful. In lieu of waiting for the DADS code to be fixed,
In the
an MI suspension was used on the CATTB DADS model.
future, when the DADS code is fixed, a follow-up study can be
performed with minimum efforts. A detailed input file for the
DADS model is attached in Appendix D.
4.3.2.
DADS Results
A DADS model was analyzed under two separate load cases so

that they could be combined at any time step and with any
proportion desired. The first load case is ABG4 terrain effects
on the CATTB. This can be presented in the form of
time-dependent curves for the following parameters:
4.3.3
Terrain Effects
Pitch and Roll Angles
Fig 98
Vertical Acceleration of Chassis at C.G
Fig 99
Vertical Acceleration of First Road
Fig 99
Vertical Forces in Road Wheels 1,4 and 7
Fig 100
Vertical Forces in Road Wheels 2,3,5 and 6
Fig 101
Maximum Vertical Chassis Acceleration
Fig 102
Maximum Chassis Angular Acceleration
Fig 103
106
Maximum Vertical Forces in roadwheels (Case 1):

LI, L4 and L7
Fig 104
L2, L3, L5 and L6
Fig 105
RI, R7 and R7
Fig 106
R2, R3, R5 and R6
Fig 107
Maximum Vertical Forces in roadwheels (Case 2):

LI, L4 and L7
Fig 108
L2, L3, L5 and L6
Fig 109
RI, R4 and R7
Fig 110
R2, R3, R5 and R6
Fig 111
Case (i) assumed maximum bending to cocur under first

roadwheel and it occurred at 23.8 seconds. Case (2) assumed
maximum bending to be under the forth roadwheel and it occurred
at 30.5 seconds.
In reality, there are many cases for the
bending of the chassis which falls between these two load cases,
and their effects must be considered. However, the complexity
of the process leads to this simplification. This will be
discussed later when addressing the bending stresses in the
dynamic finite element analysis.
4.3.4
Firing Load Effects

Fore AFT Gun Breach Displacement
Fig 112
Fore AFT Gun Pitch Angle Displacement
Fig 113
Fore AFT Gun Velocity
Fig 114
Fore AFT Gun Acceleration
Fig 115
Chassis Longitudinal Acceleration
Fig 116
Chassis Vertical Acceleration
Fig 116
Maximum Vertical Forces in Road Wheels:

L I to L7
Fig 117
Li, L4 and L7
Fig 118
L2, L3, L5 and L6
Fig 119
Results of the previous DAD analyses are attached for comparison

Fig (120 - 122).
107
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ROADWHEELS POSITIONS-RELATIVE TO C.G
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4.4
Dynamic Finite Element Stress Analysis:
In the previous finite element analysis section (4.2), the

dynamic nature of the load (terrain and gun firing) was not
investigated.
To complete this study, the dynamic effects of
this load on the CATTB Chassis must be evaluated. Dynamic
analysis software NISA (Numerically Integrated System Analysis)
was utilized. To have access to this software, it was necessary
to transfer the CATTB FEM model to the Cray Supercomputer. To
accomplish this, the CATTB FEM model, which was built using IRM
Software on the Intergraph CAD System, had to be transferred to
the prime computer and had to be translated into PATRAN and then
into NISA. Then it had be brought back to the Cray for
analysis.
This tedious procedure proved to be useful, due to
the amazing speed at which the analysis could be performed on
the Cray supercomputer.
4.4.1
Dynamic Effects of Terrain Forces
In the dynamic analysis of CATTB (section 4.3), the forces

in the roadwheel attachment points were found to be time
dependent and were maximum at roadwheels 3 and 4, as shown in
Fig (117).
In the static FEM analysis (section 4.2), these
forces were calculated as support reactions and were maximum at
roadwheels 1 and 7 (Fig. 124).
To reconciliate between the two
results, the roadwheel attachment points had to be allowed to
have relative movement to each other so that the corrected
support reactions in the Static FEM analysis would equal those
found in the dynamic analysis.
153
The relative movement for all roadwheels attachment points

created additional stress in the chassis which had to be added
to static FEM analysis stresses (Fig 125 shows the chassis
stresses due to vertical movement of 0.10 inches at first left
roadwheel).
To maximize the effects of Terrain Dynamic Forces,
the forces in the roadarms attachment points obtained from DADS
analysis were chosen in such a way that they caused maximum
bending in the chassis. Two cases for these terrain forces were
considered; the ftrst case yielded maximum bending at first
roadwheel, whereas the second assumed maximum bending at the
fourth roadwheel. The dynamic effects of the terrain forces
could easily be visualized by comparing the results of the
static FEM analysis (Fig 123) and the results of Dynamic FEM
analysis (Fig 126 & 127)
Total VON Mise stresses for the two terrain cases are
shown in Fig (128 & 129) and Fig (130 & 131)
4.4.2
respectively.
Dynamic Effects of Firing Load:
In the previous FEM analysis (section 3.2) the firing load

was considered static. To account for its dynamic nature, a
dynamic load factor of 2 was used as a multiplier. To study the
dynamic nature of the gun firing load, a transient dynamic
analysis was required. The first step in this type of analysis
was the modal analysis or EIGEN VAWE and EIGEN VECTOR analysis
(natural frequency and vibrated shape).
This was accomplished, and the results were satisfactory
(Table 6 - 8).
However, the binary files, which will be used in
the transient dynamic analysis, could not be properly translated
from analysis results. Further studies in this area can be
resumed when future software revision enables correct
translation of the binary files.
154
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5.
Conclusions:
5.1 Turret Design - The new locations of the turret side-plates

significantly increased turret strength and kept stress at its
current level. Whereas locating these side-plates in similar
fashion to the MI Turret could have resulted in higher stresses
and deformations, due to the reduced turret strength.
5.2 Trunnion Design - It is recommended that the size of the
bolts in the gun-mounting block not exceed 3/8" to minimize the
loss of the resisting area, and the pretension load in these
bolts should not exceed 6000 - 8000 lb/bolts, because it will
create additional stress in the trunnion in the range of (9,000
- 12,000) PSI.
5.3 Casting - Hull casting reinforcement is needed. It can be
achieved by extending the casting plate to the chassis
side-plates and should not be compromised.
5.4 Power Pack Mounting - From stress analysis results, it is
clear that the power pack will not cause excessive stress in the
hull floor plate. But the current analysis did not consider the
rigidity of the power-pack, which is more than enough to
transfer its weight to hull side-plates. In this case, the
floor mounting will not only be ineffective but it might be a
nuisance, since the floor plates are not stiff, and it might
transmit unnecessary vibration to the power-pack components.
For this reason, it is better to utilize side-plate mounting for
all major CATTB components, such as the auto-loader and the
power-pack. This will allow effective optimization for floor
plates.
5.5 Design Optimization - It is recommended to optimize the
design (when optimization software becomes available) to reduce
the percentage of CATTB basic structure weight (currently it is
about 30%).
167
6.2 Recommendations:
This study was conducted under extraordinarily difficult
circumstances due to the relatively recent software utilized
(EMS, IGDS, IRM, IFEM, PATRAN, NISA), which is under continuous
revision, not to mention the operating difficulties encountered
on the VAX computer. All this combined complicated and hindered
the interface between various design stages, and it did not
allow this study to be concluded to the extent intended.
Therefore, the following recommendations are directed toward
improving the operating system.
6.1 It is beneficial to obtain a translator from intergraph FEM
software (IFEM) to analysis software ABAQUS. This translator
must provide complete translation for FEM Model (Load, Material
and Element Properties etc.) and it must be available in the
Cray supercomputer.
6.2 It will be beneficial to obtain a translator from future
analysis software ABAQUS to DADS software. This will make
building a DADS model for dynamic analysis much easier, and it
will allow an iteration process between Dynamic Analysis and
Finite Element Analysis, which is essential for design
optimization.
6.3 It will be beneficial to obtain optimization software to
work closely with analysis software ABAQUS.
6.4 The implementation of the various software and hardware
revisions should be made coincidently and not more than once a
year to allow smoother transition between design stages of long
project.
6.5 DADS program (Tracked Super Element) should be enhanced so
that it can handle hydroneumatic suspensions and DADS software
must be debugged thoroughly.
168
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DEC 2871988
THI N SHELL
ANLYSIS NO.2
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-856.,114
14:18
PAGE 416
*
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0.0000
0.0000
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0-.0000

AITTIll
MICAS REV 8,8,2

ANtISIS NO,2
:V**
DEC 2871988
1H1N SHELL
14'18
PAGE 417
SuFport Reactior s*,
Node
325
33*
380
390
LC
3
4
5
6
1
2
3
4
5
6
1.
2
3
4
5
6
1
2
3
4
5
43Z'
44,5
494
6
1
2
3
4
5
6
1
2
3
4
5
6
1
2
3
4
5
6
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A T'f DI
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A.
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3 ,A,
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A t
MICAS REV 8,8*2

ANALYSIS NO02
***
A "* ,
A.
'
A,
'
.A
'.
'!
DEC 28,1988
"HXH
SHIELL
14'19
PAGE 418
Support Reactions ***
Nodv
506
z-.force
LB5
x-iuront
LBS-IN
1
4
5
6
1
2
3
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655
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729
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1
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ATTDI
MICAS REV 8.8,2
DEC 28,1988
ANALYSIS NO.2
THIN SHELL
14119
PAGE 419
5.pport~ Reactionis*4<
Su4
Nodo
729
798
805
.862
878
LC
946
985
V-f orce
LBS,
z-force
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C.5

ATTD1.
************************:I******************** **************
MICAS REV 8.8.2
ANALYSIS N ,2
***** *
DEC 28?1988
'11A N SHELL
* ** * ** *
14!19
PAGE 420
*** Support Reactions *

x-force
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U-MORerit
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0,0000
0,0000
0,0000
0+0000
0,0000
0,0000
010000
0+0000
010000
0,0000
0.0000
0.0000
0.0000
0.0000
0.0000
0,0000
0.0000
0,0000
0+0000
0.0000
0,0000
0..0000
0.0000
0,0000
0+0000
0.0000
0.0000
0,0000
0.0000
0,0000
0.0000
0+0000
0.0000
040000
0.0000
0,0000
0.0000
0*0000
0,0000
0.0000
0.0000
010000
0,0000
0.0000
0.0000
0.0000
0,0000
0,0000
0.0000
0+0000
0.0000
0,0000
0,0000
0.0000
0,0000
1006
1041
1048
1049
:0'9
1099
C.6
z-momrent
I*i**4*.*4"t**

A44444*444
:
444 43C:k *P,*A
.
A~". A44
*A* *
A*I'
I'D I
MICAS REV 8.8*2
ANALYSIS NO.2
P*
DEC 28,1988
THIN SHELL
14:19
PAGE 421
Support Reactions *
x-force
LBS
z-force
LBS
Node
LC
1115
207.0277
755,5904
1147
2
3
4
5
6
1
-. 1848E+05
.-.1089E+05
-125,6902
-. 1840E+00
-41081E+05
1343,2218
0M1702E+05
0,1148E+05
459+3162
O.1823E+03
0.1269E+05
1030,7711
0,2631E+05
0.1777E+05
688,7649
04.2808E.105
O.1955E+05
991.4389
0.1020E405
0.1004E+05
7704.7197
3
4
5
6
1
2
3
4
5
6
1
2
7516t9448
71-3.8812
0.1226E+05
9574,0478
538.7063
-,1079E+05
-6174.7016
216,4391
-1004E+05
-5419.5561
803.2297
3725.0524
6462t3671
681,8010
01175E+05
8174.9394
530.9070
0*1373E+ 05
8556.0439
426*2145
0.1468E+05
9513.1660
1136.4099
0;1130E+05
5646.6157
53149371
9228,0957
7169,9916
4:,6+6375
0.124UE+05
7736.9340
382,1062
0.1329E+05
8575.6777
460o3804
2111.9001
3215.4704
7547.8354
1825.0178
4
5
6
1
2
3
4
5
6
1
2
3
4
5
6
1
2
3
4
507,5852
5035.8676
4526,2856
916,3430
-5524.2480
-2773,1635
565,7381
-4042+1672
-1291,0823
566,3385
--8('4,5958
112,7531
449.8986
2J.11641Z
1128-,9903
1041.8327
1437,4622
2020,4791
736.4599
789,9555
(01322E+05
9474,2001
659+9765
0.1062E+05
6662,3232
508.+1165
0.1179E+00
7830,4165
1055.2404
0.1006E405
6817,4291
787,3642
O.IlE+O5
8660,0341
935.3t52
0,1132EI.05
7444.3?69
678,4474
290,92S7
2863.2065
2576.3242
368.8496
5632,.1621
3463.0075
297.6970
6298.7089
4129.5541
247.8643
-524,8756
-74+8023
195.7b79
--81.2532
368.8199
301.5941
2469.9167
1606,9025
258.5570
1162
1192
1194
1195
1197
.BS
1082.0546-
~c.7
x-MOment
LBS-IN
v-1ormert
LBS-IN
z-moment
LBS-IN
0,00000
0.0000
010000
0.0000
0.0000
0.0000
0.0000
00000
0.0000
010000
00000
0,0000
0.0000
0.0000
0,0000
0,0000
0,0000
0.0000
0,0000
0,0000
0*0000
0,0000
0.0000
0,0000
0,0000
0.0000
0.0000
040000
0,0000
0,0000
0.0000
0,0000
0,0000
0,0000
0+0000
0,0000
010000
0.0000
0.0000
0.0000
0.0000
0;0000
0,0000
0.0000
0+0000
0,0000
0.0000
0.0000
0.0000
0,0000
0.0000
0,0000
040000
0,0000
0,0000
0.0000
0,0000
0.0000
0,0000
0,0000
0,0000
0.0000
0.0000
040000
0,0000
0,0000
0,0000
0,0000
040000
0,0000
0,0000
0,0000
0.0000
0,0000
0,0000
040000
0.0000
000000
0,0000
0+0000
0,0000
0,0000
0.0000
0+0000
0,0000
0+0000
000000
0.0000
0,0000
0.0000
0.0000
000000
010000
0,0000
0.0000
0,0000
0,0000
0,0000
0,0000
0+0000
0,0000
0,0000
0.0000
0,0000
0,0000
0,0000
0*0000
0,0000
0+0000
0.0000
0,0000
0,0000
0,0000
0*0000
010000
0,0000
0,0000
0,0000
0,0000
040000
ATTI'D
M'ICAS REV 8.8*2

ANALYSIS NO.2
DEC 28,1988
THIN SHELL
14:19
PAGE 422
*** Support Reactions *
Node
1197
1198
x-force
LBS
;-f'orce
LBS
z-force
LBS
x-moment
LBS-IN
V-iol-rerit
LBS-IN
3215,7501
3798.7719
654.5590
-2642,6074
-1106,5146
528.2020
-1459.7564
76,3364
0,1294E+05
9058,1494
1078t3424
9895.3447
6861,8051
814,7612
0.1179E+05
8754,9091
3030,0681
2167,0539
210,3894
-1285,0812
-673,4409
172.5353
-902,1565
-290,5161
0.0000
0,0000
0.0000
0.0000
0.0000
0.0000
0,0000
000000
0.0000
0,0000
0,0000
000000
0,0000
00000
0.0000
0.0000
0.0000
040000
0,00()
00001)
0.0000
0.0000
0.0000
000000
Node/LC
1049/ 5
0.2306E+05
MIN
112/ 5
-*5109E+05
Ncde/LC
66/ 5
0.6965E+05
333/ 5
-,5876E4-05
Node/LC
266/ 3
0,3512E+05
66/ 5
-t4524E+05
Node/LC
1198/ 6
010000
1198/ 6
0,0000
Node/LC
1198/ 6
0.0000
1198/ 6
0.0000
Node/LC
1198/ 6
010000
1198/ 6
0.0000
LC
5
6
1.
2
3
4
5
6
GLOBAL MIAX
C.8
z-moment
LBS-IN
I I0000000
N,
cN I
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o0
1
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PINITE ELEMERT STRESS KNALYSIS FOR

Army Tank-Automotive Command

U.S. ARMY TANK-AUTOMOTIVE COMMAND

REPORT DOCUMENTATION PAGE

OMB No. 0704.0188

la. REPORT SECURITY CLASSIFICATION

lb. RESTRICTIVE MARKINGS

2a. SECURITY CLASSIFICATION AUTHORITY

Approved for Public Release

.1.PERFORMING ORGANIZATION REPORT NUMBER(S)

6a. NAME OF PERFORMING ORGANIZATION

5. MONITORiNG ORGANIZATION REPORT NUMBER(S)

6b. OFFICE SYMBOL

7a. NAME OF MONITORING ORGANIZATION

U.S. Army Tank-Automotive

6c. ADDRESS (City, State, and ZIPCode)

7b. ADDRESS (City, State, and ZIP Code)

8a. NAME OF FUNDING/SPONSORING

8b. OFFICE SYMBOL

9. PROCUREMENT INSTRUMENT IDENTIFICA1ION NUMBER

8c. ADDRESS (City, State, and ZIP Code)

10. SOURCE OF FUNDING NUMBERS

11. TITLE (Include Security Classification)

14. DATE OF REPORT ,Year, &onth, Dy)

13b. TIME COVERED

IS. PAGE COUNT

16. SUPPLEMENTARY NOTATION

Mass Properties, Dynamic Anplysis

19. 4STRACT (Continue on reverse if necessary and identify by block numbor)

20. DISTRIBUTION/AVAILABILITY OF ABSTRACT

21. ABSTRACT SECURITY CLASSIFICATION

SECURITY CLASSIFICATION OF THIS PAGE

Mention of any trade names or manufacturers in this report shall not be

Destroy this report wheh it is no longer needed.

Do not return it to the

Tuiret Solid Model

Turret Mass Properties

Hull Solid Model

Hull Mass Properties

Static Finite Element Analysis

Turret Finite Element Model

Turret Applied Load

Turret Analysis (Turret Independent)

IRM Analysis Results

NISA Analysis Results

Turret Analysis (Turret as part of Chassis) 24

4.2.4.2. NISA Results

Trunnion Applied Load

Trunnion Analysis Results

Turret and Hull Casting

Casting Analysis Results

Gun Firing at 0 degrees Horizontal

4.2.9.2. Gun Firing at 90 degrees Horizontal

Hull Applied Load

Hull Analysis Results

4.L.12.1 Gun Firing at 0 degrees Horizontal

Hull Analysis Results

Hull Modification (add top plate to casting) 59

Hull Analysis Results

Hull Analysis Results

Sponsons, Skirts and Outriggers

Firing Load Effects