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The goal of this thesis is to develop a dynamic stability and control module that can be used in the concept exploration phase of design. The purpose of the module is to determine the hydrodynamic coefficients/derivatives and stability characteristics of a given design. Two tools, GEORGE and CEBAXI and LA_57, were used to model a submarine, calculate its hydrodynamic coefficients, and determine its stability in the horizontal and vertical plane. GEORGE was developed and used heavily at Naval Coastal Systems Laboratory (NSWCPC) in Panama City, FL and the CEBAXI and LA_57 program was developed partially at University of California State at Long Beach and at the Carderock Division of the Naval Surface Warfare Center (NSWCCD) and is in use at NSWCCD in Bethesda, MD. Both programs require the hull offsets and geometry of the control surfaces as input. The hull offsets were determined by assuming an idealistic teardrop shape and a method for sizing control surfaces was developed by using previous designs to determine sizing trends. ModelCenter software was used to integrate the methods to determine the offsets and control surface geometry with the stability programs. A design of experiments was performed to determine the influence of various input variables on the stability indices and response surface models were created. The response surfaces were implemented into a Total Ship Systems Engineering optimization process used in the senior ship design course at Virginia Tech. / Master of Science

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This study provides a comprehensive modeling evaluation of the dynamic stability of Long Combination Vehicles (LCVs) that are commonly operated on U.S. highways, using multibody dynamic simulations in MATLAB/Simulink®. The dynamic equations for a tractor with two trailers connected by an A-frame converter dolly (A-Dolly) are developed. The dynamic model is used for running MATLAB® simulations, with parameters that are obtained through measurements or obtained from other sources. The simulation results are verified using track test data to establish a baseline model. The baseline model is used for parametric studies to evaluate the effect of trailer cargo weight, center of gravity (CG) longitudinal location, and trailer wheelbase. The dynamic model is further used to analyze both single-trailer and double-trailer trucks through nondimensionalization. The nondimensionalization method has the added advantage of enabling studies that can more broadly apply to various truck configurations. The simulation results indicate that increasing the trailer wheelbase reduces rearward amplification due to the damping effect of the longer wheelbase. A larger momentum ratio due to increased trailer gross weight increases rearward amplification. The detailed models of pneumatic disc and drum brakes in LCVs, including the airflow delay and thermal characteristics, are also developed and are coupled with the articulated vehicle dynamic models. The disc and drum brake braking performance are evaluated and compared in straight-line braking and combined steering and braking at a 150-ft J-turn maneuver. In straight-line braking, the simulation results indicate that disc brakes provide significantly shorter braking distance than drum brakes at highway speeds on a dry road, mainly due to their larger braking torque. On a slippery road surface, however, the greater braking torque causes more frequent wheel lockup and ABS activation at higher speeds, and disc brakes do not provide a substantially shorter braking distance than drum brakes. The simulations also point out that the disc brakes' cooling capacity is higher than the drum brake, with the cooling efficiency heavily dependent on the airflow speed. At higher driving speeds, the airflow accelerates to a turbulent flow and increases the convection efficiency. For braking in-turn maneuvers, at higher entering speeds, disc brakes decelerate the vehicle slightly sooner and then scrub speed faster, resulting in better roll stability when compared with drum brakes. / Doctor of Philosophy / Long combination vehicles (LCVs) are the combination of a tractor and two or more trailers and have been widely used on U.S. highways for cargo transport. Although LCVs have a larger cargo volume and provide more modularity in transporting goods, at higher speeds, they can be more prone to rollovers and require longer stopping distances and space to maneuver from one lane of travel to another. This study investigates the dynamic stability of an LCV, A-double trailer that includes a tractor, two trailers, and a dolly through modeling and simulation. The dynamic equations of each vehicle unit are derived based on Newtonian Mechanics (i.e., F = ma). The dynamic models are tuned to match the track testing results for similar vehicles, performed by the Center for Vehicle Systems and Safety (CVeSS) at Virginia Tech in the past. A novel evaluation method that nondimensionalizes the equations is used to allow for ease of use for LCVs with different cargo weights, lengths, and other similar variations. The dimensionless parameters are the function of vehicle parameters and express the relationship among the magnitude of vehicle parameters. Using the nondimensionalized model, the study performs a frequency analysis of the effect of trailer cargo weight, CG longitudinal position, and trailer wheelbase on roll stability and rearward amplification. Rearward amplification is the ratio of peak lateral acceleration between the tractor and the rearmost trailer. Slow-sweeping sinusoidal steering from 0.01 Hz to 0.6 Hz is used for the simulation analysis. The simulation results show that by increasing the trailer wheelbase—the distance from the trailer kingpin to the axle—the vehicle is more laterally stable because the longer wheelbases make the trailer more resistive to spinning around. Additionally, the pneumatic disc and drum brake models and thermal models are developed and coupled with the vehicle dynamic model. The disc and drum brake braking performance are investigated during both straight-line braking and combined steering and braking in a curve. The disc brakes generate a greater brake torque compared with drum brakes, and as such can decelerate the vehicle more efficiently on dry road surfaces, particularly at higher speeds such as highway speeds. This improves avoidance during emergency stops and roll stability during traveling in a curve, such as at a highway exit. The disc brakes also have greater cooling capacity because they can transfer the generated heat to the air due to the greater airflow and turbulence caused naturally by their design. This greatly helps to keep the brakes cooler on the track and to improve their stopping efficiency.

A major function of the central nervous system (CNS) during locomotion is the ability to maintain dynamic stability during threats to balance. The CNS uses reactive, predictive, and anticipatory mechanisms in order to accomplish this. Previously, stability has been estimated using single measures. Since the entire body works as a system, dynamic stability should be examined by integrating kinematic, kinetic, and electromyographical measures of the whole body. This thesis examines three threats to stability (recovery from a frontal plane surface translation, stepping onto and walking on a compliant surface, and obstacle clearance on a compliant surface). These threats to stability would enable a full body stability analysis for reactive, predictive, and anticipatory CNS control mechanisms. From the results in this study, observing various biomechanical variables provides a more precise evaluation of dynamic stability and how it is achieved. Observations showed that different methods of increasing stability (eg. Lowering full body COM, increasing step width) were controlled by differing CNS mechanisms during a task. This provides evidence that a single measure cannot determine dynamic stability during a locomotion task and the body must be observed entirely to determine methods used in the maintenance of dynamic stability.

A major function of the central nervous system (CNS) during locomotion is the ability to maintain dynamic stability during threats to balance. The CNS uses reactive, predictive, and anticipatory mechanisms in order to accomplish this. Previously, stability has been estimated using single measures. Since the entire body works as a system, dynamic stability should be examined by integrating kinematic, kinetic, and electromyographical measures of the whole body. This thesis examines three threats to stability (recovery from a frontal plane surface translation, stepping onto and walking on a compliant surface, and obstacle clearance on a compliant surface). These threats to stability would enable a full body stability analysis for reactive, predictive, and anticipatory CNS control mechanisms. From the results in this study, observing various biomechanical variables provides a more precise evaluation of dynamic stability and how it is achieved. Observations showed that different methods of increasing stability (eg. Lowering full body COM, increasing step width) were controlled by differing CNS mechanisms during a task. This provides evidence that a single measure cannot determine dynamic stability during a locomotion task and the body must be observed entirely to determine methods used in the maintenance of dynamic stability.

An assessment of the longitudinal motion of a hybrid configuration called the aerodynamically alleviated marine vehicle (AAMV) with the presence of waves, is demonstrated in the thesis. The development of this type of vehicle requires a mathematical framework to characterise its dynamics with the influence of external forces due to the waves’ motion. An overview of the effect of waves towards the models of dynamics developed for wing in ground effect (WIGE) craft and high-speed marine vehicles (planing craft) is carried out. However, the overview only leads to a finding that the longitudinal stability of a lifting surface over wavy ground effect is not entirely established. Taking this fact into account, the analysis of the model is proposed for a WIGE craft configuration. A simplification is adopted considering heave motion only in the modelling of oscillation. The simplification is made to thoroughly capture the effect of oscillation toward dynamic stability of the vehicle. To support the model verification, a numerical simulation followed by a semi-empirical design method was adopted to produce aerodynamic data, both in two-dimensional and three-dimensional domains, respectively. The results show that the combination of underpinning parameters, i.e. ride height, frequency and amplitude of oscillation, remarkably influence the aerodynamics. The characteristics in aerodynamics affect the production of stability derivatives and eventually stability behaviour of the chosen configuration. Some patterns in the results are identified but there also some data that show the peculiarity. Thus further investigation is needed.

Low back pain (LBP) affects many individuals worldwide. The established association between LBP and spine motor control has led to the development of many control assessment techniques. To understand the association between motor control and LBP, it is essential to understand the relationship between separate assessment techniques. Systems identification (SI) and local dynamic stability (LDS) are two methods commonly used to quantify spine control. SI provides a detailed description of control but uses linear assumptions, whereas LDS provides a “black box” non-linear assessment and can be quantified during dynamic movements. Although both SI and LDS techniques aim to measure the control of the spine, each employs different experimental setups and data processing strategies. Therefore, the purpose of this thesis was to compare the motor behaviour outcomes of SI and LDS quantification techniques. To do this, 15 participants completed two tasks (SI and LDS) in a random order. For the SI task, participants were seated and ventrally perturbed at the level of the 10th thoracic vertebrae (T10). They completed this task under instructions to resist the perturbations (resist condition) or relax and remain upright (relax condition). Admittance was represented using frequency response functions, and a validated neuromuscular control model quantified lumbar stiffness, damping and muscle spindle feedback gains. The LDS task involved participants completing three repetitive movement blocks consisting of flexion/extension, axial rotation, and complex movements. In each block, the maximum finite-time Lyapunov exponent (λmax) was estimated. A stepwise linear regression determined that λmax during the rotation task was best predicted by SI outcomes in the relax condition (adjusted R square = 0.65). Many conditions demonstrated no significant relationship between λmax and SI outcomes. These findings outline the importance of a consistent framework for the assessment of spine control. This could improve clinical assessment efficiency as well as the understanding of the association between LBP and motor control.

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