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Cranfield University

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Laboratory Studies Into Undercarriage Systems<br />

Figure 25 shows a linear decrease in DBD increase with increasing speed. The general<br />

offset in displacement over the entire depth visible in Figure 24 was not represented ade-<br />

quately with the slope for the run at 0.29 m/s. Hence the increase in DBD seemed to de-<br />

crease linearly and not curvilinear with speed as the overall shape of the curve from<br />

Aboaba (1969) implied. The increase in DBD at 0.85 m/s was approximately 20 % greater<br />

than at 1.52 m/s. However, this difference is not accompanied by an offset as for 0.29 m/s.<br />

Therefore the speed of 0.85 m/s used by Ansorge (2005, a) seems suitable as compromise<br />

between real field travel speeds and operational safety.<br />

The greater increase in density originating from the experiment at 0.29 m/s emphasizes the<br />

possible damage caused to headlands due to slower machine speeds when turning.<br />

Increase in DBD<br />

18<br />

16<br />

14<br />

12<br />

10<br />

8<br />

6<br />

4<br />

2<br />

0<br />

Average Increase 900/5/0.5<br />

Average Increase (Aboaba)<br />

Multi Pass<br />

0 0,5 1 1,5 2 2,5 3 3,5<br />

Speed (m/s)<br />

Figure 25: Average increase in DBD vs. speed for measured data and multi pass ex-<br />

3.1.2.3 Rut Parameters<br />

periment and literature<br />

Rut parameters shown in Table 3 support the findings in soil displacement (Section<br />

3.1.2.2). Cross sectional area, rut width, and maximum rut depth all decreased with in-<br />

creasing speed.<br />

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

LSD<br />

35

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