2. Model concept

The concept of the optimal movement route model uses rasterized geographic data of the Digital Terrain Model and the Digital Relief Model for its work. The structure of the model is composed of several matrix layers that represent individual groups of horizontal (HF) and vertical (VF) factors of the passability (movement demands) of the area and safety. Each raster cell contains a numerical value of the difficulty of its covering (Pnp, cost surface of passability), derived from the current state of the effects of task variables at a given position in the area. These are represented by HF and VF related to the difficulty of movement, which depend on the criterion evaluation of their occurrence characteristics, described in [11, 12].

When designing a movement route of forces and equipment, the model evaluates the following layers:

<sup>1</sup> The TDSS is an experimental platform for testing of mathematic algorithmic models, using raster representation of data, having been developed at the Department of Tactics at the University of Defense since 2006 by Lt-Col. assoc. prof. Petr Stodola, PhD, and Lt-Col. assoc. prof. Jan Mazal, PhD.


The metrics of criterion evaluation are different for each layer in relation to its character and composition. The basic data for its calculation are cell dimensions, the average movement speed of a selected element on a given type of the ground surface that moves across the cell, and the resistance of the factor under consideration. The value calculated through the combination of Pnp1 and all layers of the model indicates the combined time of covering a given cell, influenced by all terrain and situation factors, in the form of the combined cost surface of passability (SPnp), shown in Figure 1.

b.Watercourses and water areas

Model of the Optimal Maneuver Route DOI: http://dx.doi.org/10.5772/intechopen.85566

d.Urbanized area

2. Elevation layer

c. Communication over land and buildings

expressed by the mathematical formula as follows:

is set in the range of �50° to +50°.

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Based on its Pnp1, the effects of other layers of the model are derived.

The hypsometry layer is formed by topography, which enters the calculation of

The limiting passable terrain slope is set for tracked vehicles in the range of �30° to +30° and for wheeled vehicles of �30° to +20°, derived from [14–16]. Out of the range of these values, the terrain slope in the model is assessed as impassable, with VF2 = 0. The course of VF2V has a linear character given by constant value KV2V = �0.004. The difficulty of the movement of a dismounted element in the field has a

dismounted movement downhill or uphill differently depending on the topography and the safe movement controllability. Its difficulty in walking uphill increases exponentially as the slope increases. When walking downhill, it drops down up to 20°, when it is equal to the difficulty of movement on the flat ground. When walking downhill with the angle of slope of more than 20°, the difficulty increases again with the increasing slope. Such a course is caused by a degree of gravity that facilitates the movement at first. However, when the terrain slope is more than 20°, it forces the dismounted movement of individuals to brake in order to maintain a safe control over their movement. The influence of the terrain slope on the dismounted movement is expressed by the vertical factor of the terrain slope for dismounted movement (VF2C). The coefficient of the vertical factor for dismounted individuals (KV2C) is included in its calculation shown in Figure 2, which represents the degree of difficulty of the dismounted movement for a given terrain slope. Its values have been borrowed from the thesis developed by Lenka Mezníková, described in [17]. The limiting passable terrain slope for the dismounted movement

nonlinear course as opposed to vehicles. The terrain slope (ω) affects the

ð1Þ

SPnp through the vertical factor (VF2) of the terrain slope. Its definition can be formulated as a measure of demanding movement in the elevated terrain. SPnp1,2 is created by a multiple of Pnp1 with a value of VF2. It varies according to the type of movement as a vertical factor of the terrain slope for vehicles (VF2V) and for dismounted units (VF2C). The calculation of these factors is expressed by mathematical formulas (1) and (2). In the case of the movement of tracked or wheeled vehicles, it is possible to refer to the so-called linear influence of the terrain slope on the average speed of a given type of a vehicle. The vehicle engine load increases evenly with the rise in the terrain slope, and, under unchanged operating conditions, it causes a steady drop in speed. On the contrary, when driving downhill, the vehicle speed increases steadily. However, its gravity increase, given by the downhill driving and the pull of gravity, is usually broken by the driver using the braking system of the vehicle. The vertical factor of the terrain slope for vehicles (VF2V) is
