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UNIVERSITI PUTRA MALAYSIA
DESIGN AND DEVELOPMENT OF A SEGMENTED RUBBER-TRACKED VEHICLE FOR SEPANG PEAT TERRAIN IN MALAYSIA
MD. ATAUR RAHMAN.
FK 2005 17
DESIGN AND DEVELOPMENT OF A SEGMENTED RUBBER- TRACKED VEHICLE FOR SEPANG PEAT TERRAIN IN
MALAYSIA
MD. ATAUR RAHMAN
Thesis Submitted to the School of Graduate Studies, Universiti Putra Malaysia, in Fulfilment of the Requirements for the Degree of Doctor of Philosophy
October 2005
Parents : Aa;lhuarliarn laher Zlriain andAa;lhyarhamah Khodaja Begum B r o t h Aa;lhyarharn !&ohul Islbrn
Abstract of thesis presented to the Senat of Universiti Putra Malaysia in fulfilment of the requirement for the degree of Doctor of Philosophy
DESIGN AND DEVELOPMENT OF A SEGMENTED RUBBER-TRACKED VEHICLE FOR SEPANG PEAT TERRAIN IN MALAYSIA
MD.ATAUR RAHMAN
October 2005
Chairman: Associate Professor Azmi Yahya, PhD
Faculty : Engineering
The study describes the design and development of a segmented rubber tracked vehicle
for operating on unprepared peat terrain. The vehicle was to traverse accurately and
reliably on the 1 8 . 7 9 k ~ l m ~ low bearing capacity peat terrain. The study observed four
main contributions towards determining the mechanical properties of peat terrain,
developing simulation models for optimizing the design parameters of the vehicle,
designing and developing the vehicle to be able to traverse accurately on low bearing
capacity peat terrain, and designing an innovative instrumentation system on the vehicle
for collecting relevant data to measure vehicle tractive performance.
An analytical framework for determining the mechanical properties of peat soil in view
of predicting the tractive performance of tracked vehicle was presented. It took into
account the load-sinkage and shearing characteristics of peat. An experimental study on
the mechanical properties of peat was conducted in Sepang, Selangor, Malaysia. The
stiffness values of surface mat and underlying weak peat deposit from load-sinkage test
were determined by specially made bearing capacity apparatus. The mean values of
surface mat stiffness before and after drainage were found to be 31kN/m3 and 4 6 k ~ l r - n ~ ~
respectively. The mean value of underlying peat stiffness before and after drainage were
found to be 252kN/m3 and 380kN/m3, respectively. The mean value of internal frictional
angle, cohesiveness and shear deformation modulus of the peat soil sample were
determined using a direct shear box apparatus in the laboratory. The mean value of
internal frictional angle, cohesiveness and shear deformation modulus of the peat soil
before and after drainage were found to be 22.80" and 24.3 lo, 2.63kN/m2 and 2.89kN/m2,
and 1.2 1 cm and 1.37cm7 respectively.
A new simulation technique for studying the basic design parameters of the vehicle with
rigid link tracks system on Sepang peat terrain in Malaysia was also presented. The
proper track width, ground contact length, pitch and grouser height, idler diameter and
location, sprocket diameter and location, road-wheel diameter and geometrical
arrangement, the ratio of the road-wheel spacing to track pitch, location of the center of-
gravity (CG) of the vehicle are important to select to ensure good tractive performance of
the vehicle on unprepared peat terrain. Simulation technique was then used to optimize
the design parameters of the vehicle by establishing mathematical models for the track-
terrain interaction mechanism. In the simulation study, the 25.5kN vehicle including
payloads of 5.89kN was considered to traverse on the peat terrain at lOkm/h.
The simulation study for the vehicle of straight running motion showed that the nominal
ground pressure of the vehicle was 23.3% lower than the bearing capacity of the peat
terrain. From simulated tractive performance results, vehicle average motion resistance
coefficient of 6.8 to 7.9%, drawbar pull coefficient of 25.22 to 47%, and tractive
efficiency of 74 to 77%, were found for the slippage of 5 to 20%. For the simulation
study on the vehicle of turning motion, the result showed that the vehicle ground contact
pressure exit from outer track was 14.61% and from the inner track was 6.67% lower
than the bearing capacity of the Sepang peat terrain, the sinkage of the vehicle outer track
10.5% lower and inner track 22.5% lower, torque of the outer track sprocket 7.85%
higher than the turning moment resistance of the vehicle, and lateral resistance 7.4%
higher than the centrifugal force of the vehicle which was ensured the vehicle to maintain
the steady state turn on the Sepang peat terrain at a turning speed of 1 Okm/h.
The vehicle field tests were conducted on three different types of peat terrains: Terrain
Type I, Terrain Type 11, and Terrain Type I11 with two loading conditions at travel speeds
of 6km.h and 10km.h. The results showed that the tractive effort of the vehicle was
increased 13.7 1 % for Terrain Type 1, 1 1 .O9% for Terrain Type 11, and 13.53% for
Terrain Type I11 when the traveling speed was increased from 6kmh to 10krnIh. From
the variation of the vehicle tractive operating environment, it was found that the tractive
effort of the vehicle at traveling speed of 6kmih increased 8.08%, 5.12%, and 14.14% for
changing the vehicle operating environment from Terrain Type I to Terrain Type 11,
Terrain Type I1 to Terrain T w e 111, and Terrain Type I to Terrain Type 111, respectively.
Similarly, the tractive effort for the vehicle at a traveling speed of lOkm/h increased
6.32%, 7.42%, and 14.22% for changing the vehicle operating environment fiom Terrain
Type I to Terrain Type 11, Terrain Type I1 to Terrain Type 111, and Terrain Type I to
Terrain Type 111, respectively. Furthermore, the tractive effort of the vehicle at a traveling
speed of 6kmh increased 2.28% for Terrain Type I, 5.124% for Terrain Type 11, and
6.46% for Terrain Type 111 when the vehicle changing operating loading condition from
without payload to with full payload. Similarly, the tractive effort of the vehicle at a
traveling speed of 1 Okm/h increased 1.76% for Terrain Type I, 2.61% for Terrain Type 11,
and 6.69% for Terrain Type I11 when the vehicle changing operating loading condition
from without payload to with full payload.
Abstrak tesis yang dikemukakan Kepada Senat Universiti Putra Malaysia sebagai memenuhi keperluaan untuk ijazah Doktor Falsafah
MEREKA BENTUK DAN MEMBINA SEBUAH KENDERAAN TAPAK BERSEGMEN GETAH UNTUK PERMUKAAN TANAH GAMBUT
SEPANG Dl MALAYSIA
Pengerusi
Fakulti
Oleh
MD. ATAUR RAHMAN
October 2005
: Profesor Madya Azmi Yahya, PhD
: Kejuruteraan
Kajian ini menjelaskan pengujian dan mereka bentuk pembangunan bagi sebuah
kenderaan tapak bersegmen getah untuk beroperasi di atas rupa bumi tanah gambut yang
tak tersedia. Kenderaan ini seharusnya melakukan pejalanan secara mandatar secara tepat
dan berupaya bengerak dengan 18.79 k~lrn ' . Kapasiti galas rendah untuk rupa bumi
tanah gambut iaitu 18.79 k ~ i m ' . Objektif tersebut adalah sukar dan memerlukan
ketepatan sifat reka bentuk dan binaan pengeseran mantap untuk mengabut kenderaan ini
di kedua dua pengerakan samada lurus atau membelok. Kajian ini melaksanakan empat
sumbangan utarna kearah pencapaian objektif tersebut dan menentukan sifat sifat
mekanikal rupa bumi tanah garnbut, membangunkan model simulasi untuk
mengoptimalkan parameter reka bentuk kenderaan, mereka bentuk dan membangun
kenderaan, mereka bentuk dan membangun kenderaan yang lebih tepat bagi mengawal
kenderaan tersebut ketika melakukan perjalanan mendatar di rupa bumi tanah gambut
vii
yang terselia dan mereka bentuk pembinaan data sistem instrumentasi kenderaan untuk
mendapatkan data yang berkenaan bagi mengukur keupayaan bekas tapak kenderaan.
Analisis rangka kejuteraan dilaksanakan untuk menentukan sifat-sifat tanah gambut dan
ciri tanah gambut mericih. Kajian penyelidikan terhadap sifat sifat mekanikal tanah
gambut dilakukan di kawasan Sepang, Selangor, Malaysia. Nilai kekakuan untuk
permukaan balas dan lapisan kemah tanah gambut diperolehi dari ujian beban-bebanan
dari ianya ditentukan mengunakan alat kapasiti galas yang telah direka bentuk.
Nilai min untuk lapisan tanah garnbut kaku sebelum dan selepas pengairan yang
diperolehi adalah 252 kN/m3 dan 380 kN/m3. Nilai min untuk suatu rintangan dalaman
kelekatan dan modulus kerosakan ricih bagi sampel tanah gambut telah ditentukan
dengan menggunakan alat direct shear box. Nilai min untuk suatu rintangan dalaman
kelekatan dan modulus kerosakan ricih untuk tanah gambut bagi sebelum dan selepas
pengairan adalah 22.80' dan 24.31°, 2.63 kN/m2 dan 2.89 kN/m2 , dan 1.21 cm dan 1.37
cm, masing-masing.
Sebuah teknik simulasi telah dihasilkan parameter reka bentuk asas bagi kenderaan
tersebut melalui sistem rantaian keras bekas tap& di kawasan tanah garnbut di Sepang.
Lebar bekas tap& yang bersesuaian panjang, sukatan tanah pit dan tinggi gronser
diameter idler dan posisinya diameter sprocket dan posisinya diameter roda-jalan dan
penyasunan geometri. Teknik simulasi tersebut kemudiannya digunakan untuk
mengoptimumkan reka bentuk parameter kenderaan dengan mungujudkan model
... Vll l
matematik untuk mekanisma interaksi bekas tapak-permukan bumi melalui simulasi ini.
Kenderaaan dengan dengan berat 25.5 kN yang menanggung beban penuh sejumlah
5.89 kN adalah dipertimbangkan bergerak mendatar di atas rupa bumi pada 10 km/h.
Kajian simulasi untuk kendaraan yang bergerak lurus telah menunjukan bahawa tekanan
kecil bumi adalah 23.3% lebih rendah dari keupayaan galas bumi tanah gambut daripada
simulasi perlakuan bekas tapak. Dari simulasi rintangan pengerakan pada 6.8 hingga 7.9
% pekali tarikan heret pada 25.22% hingga 47% dan kekuatan tukisan pada 74 hingga
77% dan peratusan gelinciran pada 5 hingga 20%. Kajian simulasi untuk pengerakkan
pusingan kenderaan menunjukkan bahawa tekanan sentuhan bumi kendaraaan keluar
berlaku dari bekas tapak luaran 14.61% lebih rendah dari keupayaan galas permukaan
tanah gambut Sepang. Kikisan bekas tapak luaran 10.5% lebih rendah dan bekas tapak
dalaman 22.5% lebin rendah. Nilai kilasan gegancu bekas tapak luaran adalah 7.85%
daripada momen pusingan rintangan kenderaan dan rintangan sisi adalah 7.4% lebih
tinggi daripada gaya sentifugal yang mana menjamin kendraan tersebut untuk sentiasa
dalam keadaan mantap ketika membuat pusingan itu permukaan tanah gambut pada
kelajuan pusingan 10 kmlh.
Ujiankenderaan di dalam ladang telah dilaksanakan pada tiga keadaan permukaan tanah
garnbut. Jenis permukaan I, jenis permukaan I1 dan jenis permukaan 111. Dengan 2
keadaan bebanan dengan kelajuan perjalana 6 kmh dan 10 km/h. Keputusan
menunjukkan bahawa daya tarikan telah meningkat 13.71% untuk jenis permukaan I,
11.04% untuk jenis permukan I1 dan 13.53% untuk jenis permukaan 111 dengan
peningkatan kelajuan pengerakan dari 6 k m h di pada 1 O M . Daripada perlbagai daya
tarikan untuk permukaan berlainan didapati bahawa daya tukisan pada kelajuan
pergerakan 6kmh meningkat sebanyak 8.05%, 5.12% dan 14.14% bagi pertukaran
persekitaran operasi kenderaan dari jenis permukaan I ke jenis permukan 11, jenis
permukan I1 ke jenis permukan I11 dan dari jenis permukan I ke jenis permukan 111,
begitu juga, daya tukisan untuk kelajuan pergerakkan 1 0 M telah meningkat 6.32%,
7.42% dan 14.21% . Perubahan persekitaran operasi kenderaan dari jenis permukaan I ke
jenis permukan 11, jenis permukan I1 ke jenis permukan I11 dan dari jenis permukan I ke
jenis permukan 111 masing-masing. Tambahan lagi apabila operasi kenderaan bertukar
dari tanpa bebanan ke beban penuh, daya tarikan untuk kelajuan kenderaan 6kmh telah
meningkat 2.28% untuk jenis permukan I, 5.124% untuk jenis permukan I1 dan 6.46%
untuk jenis permukan 111. Begitu juga dengan daya tukisan untuk pergerakan pada
kelajuan 10kmh telah meningkat 1.76% untuk jenis permukaan I, 2.6% untuk jenis
permukaan I1 dan 6.69% untuk jenis permukaan I1 apabila beroperasi dari pada tiada
beban ke bebanan penuh.
ACKNOWLEDGEMENT
At the outset, I bow to the grace and mercy of the Almighty Allah without whose desire I
could not have materialized my dream to complete this thesis.
I would like to acknowledge my sincere gratitude to my respected supervisor Associate
Prof. Dr. Ir. Azmi Yahya, Dean, Faculty of Engineering, Universiti Putra Malaysia, for
his untiring inspiration, encouragement and invaluable guidance towards the write up of
this thesis. Without his scholastic criticisms, whole-hearted assistance, unfailing interest,
constructive criticism, continuous supervision and valuable suggestions throughout the
period of this research, I could not conclude this thesis.
I would also like to express my deepest gratitude and indebtedness for the kind
cooperation of my co-supervisors Prof. Dato' Dr. Ir. Mohd. Zohadie Bardaie, Vice
Chancellor, Prof. Dr. Ir. Wan Ishak Wan Ismail, Director, Institute of Advanced
Technology, and Prof. Dr. Ir. Desa Ahrnad, Department of Biological and Agricultural
Engineering, Faculty of Engineering, Universiti Putra Malaysia in the successfL1
completion of this study. Their contribution and suggestions helped to overcome many
errors and showed me the right path during the course of this work.
I would also like to express my gratitude to the School of Graduate Studies, Universiti
Putra Malaysia for granting Graduate Research Assistantship through the RM7 IRPA
project, Ministry of Science Technology and Environment, Malaysia for the financial
support during study in Universiti Putra Malaysia.
There are many other people whom I would like to thank for their help and support
during study in Universiti Putra Malaysia especially Mr. Abdul Aziz, Mr. Rushdi, Mr
P.C Tuang of MAC Engineering SDN. BHD. and Mr. William Wu of UEW SDN. BHD.
for their assistance in the fabrication process of the machine.
Thanks also go to the other members of the research group namely Dr. Mutalib, Darius El
Pebrian, Wee, Skgew, Boon, Hafiz, Rozlan and Yap with whom I shared idea for four
years. They not only helped me to complete this study but also helped me to make my
time in Malaysia more enjoyable.
I owe my greatest debt to my late mother and my father and my brother who taught me
how to live and study. I would like to express my special thanks to my wife Dr. Rafia
Afroz who has given me love and support throughout my time here in Malaysia.
Finally, I would like to show my confidence in the manner that the followers will drive
maximum benefit from this study.
The Author
xii
I certify that an Examination Committee met on 13' October 2005 to conduct the final
examination of Md. Ataur Rahrnan on his Doctor of Philosophy thesis entitled "Design
and Development of a Segmented Rubber-Tracked Vehicle for Sepang Peat Terrain in
Malaysia" in accordance with Universiti Pertanian Malaysia (Higher Degree) Act 1980
and Universiti Pertanian Malaysia (Higher Degree) Regulation 198 1. The committee
recommends that the candidate be awarded the relevant degree. Members of the
Examination Committee are as follows:
Mohd Saleh Haji Jaafar Associate Professor Faculty of Engineering Universiti Putra Malaysia (Chairman)
Mohamed Daud, PhD Professor Faculty of Engineering Universiti Putra Malaysia (Internal Examiner)
Rimfiel Janius, PhD Lecturer Faculty of Engineering Universiti Putra Malaysia (Internal Examiner)
Vilas Salokhe, PhD Professor Agricultural System and Engineering Asian Institute of Technology (External Examiner)
AH ABDUL RASHID, PhD
School of Graduate Studies Universiti Putra Malaysia
Date:
This thesis submitted to the Senate of Universiti Putra Malaysia has been accepted as
fulfilment of the requirement for the degree of Doctor of Philosophy. Members of the
Supervisory Committee are as follows:
Azmi Yahya, PhD Associate Professor Faculty of Engineering Universiti Putra Malaysia (Chairman)
Mohd. Zohadie Bardai, PhD Professor Faculty of Engineering Universiti Putra Malaysia (Member)
Wan Ishak Wan Ismail, PhD Professor Institute of Advance Technolgy Universiti Putra Malaysia (Member)
Desa Ahmad, PhD Professor Faculty of Engineering Universiti Putra Malaysia (Member)
AINI IDERIS, PhD Professor1 Dean School of Graduate Studies Universiti Putra Malaysia
Date: f 2 JAN 2006
xiv
DECLARATION
I hereby declare that the thesis is based on my original work except for quotations and citations which have been duly acknowledged. I also declare that it has not been previously or concurrently submitted for any other degree at Universiti Putra Malaysia or any other institutions.
-
MD. ATAUR RAHMAN
Date: 67. 1 ~ 1 , O r
TABLE OF CONTENTS
Page
DEDICATION ABSTRACT ABSTRAK ACKNOWLEDGEMENTS APPROVAL DECLARATION LIST OF TABLES LIST OF FIGURES
CHAPTER
1 INTRODUCTION 1.1 Background of the Study 1.2 Statement of Problems 1.3 Objectives of the Study
2 LITERATURE REVIEW 2.1 Vehicle Performance Comparison
2.1.1 Performance Comparison Between Tracked and Wheel Vehicle 2.1.2 Performance Comparison Between Metal and Rubber Tracked
Vehicle 2.2 Parametric Study Method
2.2.1 Effect of Track Ground Contact Length and Track Width 2.2.2 Effect of Track Pitch 2.2.3 Effect of Grouser Size 2.2.4 Effects of Number of Roadwheels 2.2.5 Effects of Ratio of Road-Wheel Spacing to Track Pitch. 2.2.6 Effects Track Initial Tension 2.2.7 Effects of Vehicle Weight 2.2.8 Effects of the Center of Gravity Location
2.2.9 Effects of the Sprocket Location 2.3 Study on Developed Tracked Vehicle
2.5.1 Localized Vehicle 2.3.2 Globalize Tracked Vehicle
3 MATERIALS AND METHODS 3.1 Mechanical Properties of Peat
3.1.1 Moisture Content and Bulk Density 3.1.2 Cohesiveness, Internal Friction Angle, and Shear Deformation 3.1.3 In-Situ Shearing Strength
. . 11 . . . 111
vii xi . . . Xl l l
xv xviii XX
xvi
3.1.4 Surface Mat Stiffness and Underlying Stiffness of Peat 3.2 Development of Mathematical Models
3.2.1 Vehicle Design Consideration 3.2.2 Description of Mathematical Model 3.2.3 Mathematical Model for Vehicle of Straight Motion with UPGPD 3.2.4 Mathematical Modeling for Vehicle of Straight Motion with 3.2.5 Mathematical Model for Vehicle of Turning Motion
3.3 Vehicle Design Parameter Optimization 3.4 Vehicle Development
3.4.1 Hydraulic Pressure Estimation for Proposed Tracked Vehicle 3.4.2 Vehicle Instrumentation
3.5 Vehicle Field Testing
4 RESULTS AND DISCUSSIONS 4.1 Mechanical Properties of Sepang Peat
4.1.1 Moisture Content and Bulk Density 4.1.2 Cohesiveness, Internal Friction Angle, and Shear Deformation 4.1.3 In-Situ Shearing Strength 4.1.4 Surface Mat and Underlying Stiffness of Peat
4.2 Vehicle Simulated Performance 4.2.1 Vehicle Performance During Straight Motion 4.2.2 Vehicle Performance During Turning Motion
4.3 Vehicle Design Parameter Optimization 4.3.1 Track Width and Ground Contact Length 4.3.2 Track Grouser Size 4.3.3 Sprocket Location and Size 4.3.4 Idler location and size 4.3.5 Road-wheel diameter, Track pitch, and Number of road-wheel 4.3.6 Center of Gravity Location 4.3.7 Basic Design parameters
4.4 Vehicle Development 4.4.1 Vehicle Instrumentation
4.5 Vehicle Field Testing 4.5.1 During Straight motion 4.5.2 During Turning Motion 4.5.3 Model Validity
5 CONCLUSIONS AND RECOMMENDATIONS AND LIMITATIONS 5.1 Conclusions 5.2 Recommendations 5.3 Limitations
REFERENCES APPENDICES BIODATA OF THE AUTHOR
xvii
LIST OF TABLES
Table
2.1
2.2
2.3
2.4
2.5
2.6
2.7
3.1
3.1
4.1
4.2
4.3
4.4
Performance parameters at 20% slip for various track pitch
Technical specifications of Super Crawler
Technical specifications of peat tractor prototype
Technical specifications of peat tractor prototype
Technical specifications of Tracked FFB Picker MRK-1
Technical specifications of KC-SOL
Technical Specification of EG3O Rubber Crawler Carrier
Values of KO and A, for various Types of Terrain
Page
18
2 7
29
3 1
3 3
36
3 8
5 3
Basic design parameters of the special segmented rubber tracked vehicle 53
Variation of moisture content and bulk density of peat 152
Variation of the shearing strength of peat in laboratory analysis 154
ANOVA of the shearing strength of peat 156
Variation of the cohesiveness, internal friction and shear deformation 157
modulus of peat
Variation of the in-situ shear shearing strength of peat with depth 158
ANOVA of the in-situ shear testing shearing strength of peat 159
Variation of the surface mat stiffness of peat with depth 162
ANOVA of the surface mat stiffness of peat 162
Variation of the underlying stiffness of peat with depth 162
ANOVA of the underlying stiffness of peat soil 163
Basic design parameters of the special segmented rubber tracked vehicle 197
Regression Analysis of the sprocket Torque 200
ANOVA on the torque of the sprocket 200
Regression analysis for actual velocity transducer 204
xviii
4.15 Summaries of the moisture content 207
4.16 Analysis of variance on the vehicle tractive effort for without payload 226
4.17 Variation of the tractive effort of the vehicle without payload on 227
different peat terrains
Comparison on tractive effort of the vehicle having without payload on 227
different peat terrains
4.19 Analysis of variance on the slippage of the vehicle without payload
4.20 Variations of the slippage of the vehicle without payload on different 229
peat terrains
Comparison on slippage of the vehicle without payload on different peat 230
terrains
4.22 Analysis of variance on the tractive effort of the vehicle full payload
4.23 Variations of the tractive effort of the vehicle full payload on different 231
peat terrains
4.24 Comparison on tractive effort of the vehicle without payload on 232
different peat terrain
4.25 Analysis of variance on the slippage of the vehicle having full payload 232
4.26 Slippage of the vehicle with full payload on different peat terrain
4.27 Comparison on the slippage of the vehicle having full payload on 235
different peat terrains
4.28 Analysis of variance on tractive effort of the vehicle outer track during 240
turning motion
4.29 Variations of tractive effort of the vehicle outer track during turning 240
motion
4.30 Analysis of variance on tractive effort of the vehicle's inner track during 241
turning motion
4.31 Variations of tractive effort of the vehicle's inner track during turning 242
motion
Peat terrain parameters
xix
LIST OF FIGURES
Figure
2.1
2.2
2.3
2.4
2.5
2.6
2.7
2.8
3.1
3.2
3.3
3.4
3.5
3.6
3.7
3.8
3.9
3.10
3.1 1
3.12
3.13
3.14
3.15
Ground Pressure Distributions Under a Track
Ground Pressure Distribution Under the Track System
Super Crawler
Peat Tractor Prototype
Photo of MALTRAK
FFB Picker Mrk- 1
KC-SOL KUBOTA Tracked Vehicle
Hitachi EG30- Rubber Crawler Carrier
Tested Site before Drainage
Tested Site after Drainage
Bearing Capacity Measuring Scenario
Wykeham Farrance 25402 Shear Box Apparatus
Typical Trend of Shearing Stress Versus Normal Stress
RMU I012 Digital Vane Shear Test Apparatus
In Situ Shearing Test Determinng Scenerio
Bearing Capacity Measuring Apparatus
Typical Load-Sinkage Trend of Peat
Track System
Flow Chart for the Mathematical Model of Vehicle Straight Motion with
Force Acting on the Driven Belt of Vehicle with UGPD
Variation of the Terzaghi Bearing Capacity Factors
Flow chart for the mathematical model of vehicle straight motion with
Forces Acting on the Driven Track Belt of Vehicle with NUGPD
Page
16
2 0
26
2 8
30
32
35
3 7
4 1
42
43
45
45
47
47
49
49
53
55
5 7
5 8
73
74
Sinkage of the Vehicle Track System During Traversing
Force Diagram on the Track System Components
Flow Chart for the Mathematical Model of Vehicle Turning Motion
Six Degrees of Freedom of the Vehicle Movement
Track System for the Vehicle During Turning
Force Acting on the Track During Turning at 6km/Hr
Force Acting on the Track During Turning at 1 OkmIHr
3D-CAD Drawing and Geometrical Dimension of the Vehicle
3D -CAD Assembly Drawing of Undercarriage
3D-CAD Drwaing of Vehicle Track System
Track Frame and its Geometrical Dimension
Track ~ r a m e Cross-sectional Area
Front Idler and its Geometrical Dimension
Road-Wheel and its Geometrical Dimension
Rear Sprocket and its Geometrical Dimension
Driving Shaft and its Geometrical Dimension
Notch Sensitivity and Notch Radius
Stress Concentration Factor
Driving Unit Assembly Drawing
Supporting Wheel and Its Geometrical Dimension
Track Initial Tension Unit
Integrated Hydraulic Circuit Diagram for the Vehicle
Dewe-2010 PC Instrument
Pictorial Programming on ~ a s ~ l a b @
Touch-Screen Virtual Control Interface
Torque Transducer
Torque Transducer Calibration Setup
xxi
Output Electrical Circuit of Torque Transducer
DICKEY-John Radar I1 Velocity Sensor (RVSII).
Calibration Setup of the Radar I1 Ground Speed Sensor
Output Electrical Circuit Diagram of the RVSlI Sensor
Proximity Sensor Electrical Circuit Layout
Speed Transducer
Terrain Type I
Terrain Type I1
Terrain Type III
Scenario of the Vehicle CG Measurement
Typical Trend of Moisture Content Versus Depth
Typical Trend of Bulk Density and Depth 153
Typical Consolidation Test of Peat 155
Example of Shearing Strength Variation with Shear Displacement 155
Typical Trend of Shearing Strength versus Depth 159
Typical Load-Sinkage Trend of Peat 161
Effect of Vehicle Slip on Sinkage 165
Effect of Vehicle Slip on Vehicle External Motion Resistance 167
Effect of Vehicle Slip on Vehicle Drawbar Pull 168
Effect of Vehicle Slip on Vehicle Tractive Efficiency 169
Relationship Between Ground Contact Pressure and Turning Radius 172
Relationship Between Vehicle Sinkage and Turning Radius 173
Relationship Between Vehicle Sprocket Torque and Turning Moment 175
Resistance
4.14 Relationship Between Vehicle Tractive Effort and Turning Radius
4.15 Relationship Between Vehicle Centrifugal Force and Lateral Resistance
xxii
4.16 Variation of Ground Pressure Distribution
4.17 Variation of Vehicle Sinkage
4.18 Effect of Track Size on Vehicle Tractive Performance 184
4.19 Variation of Sprocket Torque and Turning Moment with Turning Radius 188
4.20 Variation of Tractive Efficiency and Sprocket Torque with Sprocket 188
Diameter
Relationship Between Track Entry Angle, Sinkage and Idler Diameter 1 92
Track Entry Angle, Tractive Performance and Slippage 192
Relationship between Tractive Efficiency and Ratio of the Road-wheel 193
Spacing to Track Pitch
Relationship Between ~ract ive Efficiency and Slippage for CG location 195
Relationship Between Tractive Efficiency and Slippage for loading 195
condition
Developed Vehicle 198
Calibration Curve for the Right Track Torque Transducer 202
Calibration Curve for the Left Torque Transducer 202
Verifications Curve of Measurements Accuracy for Torque Transducer 203
Calibration Curve for the Vehicle Actual Velocity Transducer 205
Verification Curve of Measurements Accuracy for Velocity Transducer 205
Tractive Effort of the Vehicle during Traveling on the Terrain Type I 209
without Payload
Tractive Effort of the Vehicle during Traveling on the Terrain Type I 210
with full Payload
4.34 Slippage of the vehicle during straight motion on the Terrain Type I 21 1
without payload
xxiii
4.35 Slippage of the Vehicle During Straight Motion on Terrain Type I with 212
full Payload
4.36 Tractive Effort of the Vehicle during Straight Motion on Terrain Type I1 215
without Payload
4.37 Tractive Effort of the Vehicle during Straight Motion on Terrain Type I1 216
with full Payload
4.38 Slippage of the Vehicle during Straight Motion on Terrain Type I1 217
without full Payload
4.39 Slippage of the Vehicle during Straight Motion on Terrain Type I1 with 21 8
full Payload
4.40 Tractive Effort of the Vehicle on Terrain Type I11 During Straight 220
Motion without Payload.
4.41 Tractive Effort of the Vehicle on Terrain Type 111 During Straight 221
Motion with full Payload
4.42 Slippage of the Vehicle on the Terrain Type 111 During Straight Motion 222
without Payload.
4.43 Slippage of the vehicle on the Terrain Type I11 During Straight Motion 223
with full Payload.
4.44 Tractive Effort of the Outer and Inner Track of the Vehicle without 236
Payload during Turning on the Terrain Type I
4.45 Tractive Effort of the Outer and Inner Track of the Vehicle without 237
Payload during Turning on the Terrain Type I1
4.46 Tractive Effort of the Outer and Inner Track of the Vehicle without 238
xxiv