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Cranfield University

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Ancillary Experiments<br />

contrary, the bow wave and therefore forward soil movement was smaller due to the<br />

smaller rake angle and reduced sinkage. However, the backward flow pattern was more<br />

pronounced due to the constant slip conditions leading to an overall backward soil move-<br />

ment.<br />

Figure 101 shows backward soil movement at the very beginning of a passage of a<br />

track/tyre and agreed with the results above. When a track started, soil was moved back-<br />

wards as shown by the left hand figure which shows a clear shear failure boundary com-<br />

pared to the edge of the footprint from the track. In contrast, after the start of the tyre, no<br />

shear displacement could be seen, see right hand figure, although the soil lug disturbance<br />

pattern indicate high slipage at the start.<br />

Shear Failure Track Unit Starting No Shear Failure Wheel Unit Starting<br />

Figure 101: Soil disturbance after the track (left) and tyre (right)at the onset of move-<br />

ment<br />

Therefore the following conclusions can be drawn:<br />

� The peak in penetrometer resistance is not caused by the increased bearing capacity<br />

created by the pass of the front sprocket whereby afterwards merely the surface<br />

compacts as the load can be carried by the deeper soil because it is spread. This<br />

pronounced vertical compaction should be detectable in soil displacement curves.<br />

� The peak in penetrometer resistance for the track is caused by the application of a<br />

constrained shear force for a long period of time (average slope in Figure 97 for<br />

tracks larger than for tyres, thus there is no additional vertical compaction close to<br />

the surface).<br />

Ph.D. Thesis Dirk Ansorge (2007)<br />

145

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