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Journal o/Terramechanics, 1967, Vol. 4, No. 1, pp. 81 to 98. Pergamon Press Ltd.

Printed in Great Britain.

PREDICTION ON THE PART I.

OF RIGID ANALYSIS

WHEEL OF

PERFORMANCE

BASED

SOIL-WHEEL OF DRIVEN

STRESSES RIGID WHEELS

PERFORMANCE

JO-YUNG WONG* a n d A. R. REECE*

INTRODUCTION

RECENT investigations by the authors have shown that a sound theoretical basis for the prediction of wheel performance on soil can only be provided by knowledge of the actual soil failure phenomena beneath wheels [1]. For a very wide wheel (e.g. a wide roller or possibly a terra-tyre), soil failure only occurs in the direction of motion and it is, therefore, a two dimensional problem. On the other hand existing theory for wheels assumes soil failure and flow to be almost entirely sideways. The investigations referred to above have shown however, that beneath a conventional rather narrow wheel soil fails in a composite way, partly sideways and partly longitudinal. The longitudinal failure phenomenon usually cannot be ignored even for a quite narrow wheel, and the failure pattern is therefore much more complicated than existing theory assumes. A great deal of effort will be needed before a three dimensional failure pattern can be established and only when this has been completed can a sound theoretical analysis of the problem be attempted. However, recent investigations do indicate that the sideways soil failure still plays an important role beneath conventional wheels [1]. Therefore, as an expedient at the present stage of the development of soil-vehicle mechanics, a theory for predicting the performance of conventional wheels based on the plate penetration test but with considerations of the important aspects of the actual interaction between wheels and soil should be developed. This paper describes such an approach considering the distribution of both radial and tangential stresses on the soil-wheel interface and taking into account that they not only depend on soil properties and wheel dimensions but also on the slip (or skid). A comprehensive procedure for predicting the performance of conventional wheels is produced. It is shown that this method can give better prediction of wheel performance than existing theory. This work consists of two parts. Part I concentrates on the discussion of the performance of driven rigid wheels, particularly with reference to sand. Towed rigid wheels will be discussed in Part II.
1. THE DISTRIBUTION OF RADIAL AND TAN(~ENTIAL STRESSES ON THE SOIL-WHEEL INTERFACE

As is well known, the equilibrium of a wheel, working on horizontal ground with constant velocity, can be described by the following equations:
*Department of Agricultural Engineering, University of Newcastle upon Tyne. 81

82

JO-YUNG
01

WONG

a n d A. R. R E E C E
o1

(I)
0,2
02

o1

(2)
0 '2 0 '2

oj

T = r~b l r (0) dO.


02

(3)

Where or (0) and 7 (0) represent the average radial and tangential stress across the wheel width. Figure 1 illustrates the forces, torque and stresses acting on a wheel.

o"

FIG. 1

Forces, t o r q u e a n d stresses acting on a driven rigid wheel.

It is therefore necessary to determine the relationships between radial and tangential stresses and soil properties, wheel dimensions and the degree of slip, in order to predict the wheel performance.
1.1 Radial stress distribution

Existing theory assumes that the radial soil reaction at an element of the rim is the same as that beneath a plate penetrated to the same depth [2]. This implies that the basic characteristics of the distribution of radial stress and motion resistance are independent of slip. Experiments on clay by Uffelmann show that the radial stress distribution seems to be quite uniform and quite independent of slip [3]. But a number of experiments on sand have shown that the radial stress distribution is a function of slip and the maximum radial stress does not act at the point beneath the axle ("bottom~lead-centre") as would be expected from the plate sinkage analogy. It actually occurs in front of bottom-dead-centre and shifts forward with increasing slip [4-7]. This indicates that special attention should be

PREDICTION OF RIGID WHEEL PERFORMANCE. PART I

83

paid to analysing the characteristics of radial stress distribution on sand and the existing theory should be modified accordingly. The authors have previously shown that the m a x i m u m radial stress occurs at the point where the two soil failure zones beneath the wheel join each other, as at point A shown in Fig. 2 [1]. But it is not possible to locate this point for a driven

/ j j / ~ / / ' / "

J/

FI~. 2. Diagram showing the two failure zones l:eneath a driven rigid wheel on the longitudinal plane. wheel by a theoretical a p p r o a c h at the moment, owing to the difficulty in establishing the three dimensional failure pattern. However, several sets of experimental results are now available [4-7] and these show that the location of the point of the m a x i m u m radial stress can be expressed by the following equation, when the wheel is working on sand :

0M

0"-~ = cl + c,,_i.

(4)

Figure 3 shows the experimental results for the relative position of the m a x i m u m radial stress for different wheels under different working conditions [4-7]. T h e coefficients ci and c~ are tabulated in Table 1.

T A B L E 1
Soil Angle of internal shearing resistance & 33-3 31.1 36"0 24.0 Soil cohesion c (Ib/in. 2) 0" 10 0-12 0"10 -Density 2/ (lb/in. a) 0-0575 0.048 0-0617 -Coefficients for determining the relative position of maximum radial stress cl c~ 0"43 0"18 0-285 0"38 0-32 0"32 0"32 0-41 Remarks

Compact sand Loose sand Sand Dry sand

According to Onafeko According to Hegedus According to Sela

It is interesting to note that even though the experimental conditions are various, the coefficient c~ has almost the same value, only cl is different. This implies that the relationship between the relative position of the m a x i m u m radial stress and slip has the same basic characteristic, that is to say the characteristic lines [from equation (4)] have almost the same slope. The only difference between them is

84
90

JO-YUNG WaNG and A. R. REECE


9G

(a)
8C 7O 60 o~ 50

LC~poct sand
49.4x6in. rigid wheel, axle load 2000 b
2.Loose sand 8C

(b) I

x 49.4x6in. rigid wheel, axle load 1986 lb. o 49.4x12in. rigid wheel, axle load 2085 Ib ,I

70 6C

f x

' /

d;~ 40
30 2

40 30 20 I0
20 30 40 50 60

w Dry sond Wheel dio. 20 in. Axle load 3001b

20- ~.....,

,o

I
IO
70

x 0

2501b 2001b
IO01b

I0

20

30

i, 70 6O

40 50 i, %

60

70

80

() I f

50

40

..2~ ~-

~ J

20 10

Sand x 2Ox3in. rigid wheel, axle load 150 Ib * 20xSin. rigid wheel, axle load 150 Ib

I0

20

30

40

50 i,

60 %

70

80

90

I00

F I G . 3.

Variation of the relative position of the maximum radial stress point wil~hslip.

(a)

4 9 - 4 X 6 in. and 49"4x12 in. rigid wheels on compact and loose sand (according to Onafeko [4]). (b) 20 in. dia. rigid wheel on dry sand (according to Sela [6]). (c) 2 0 5 in. and 2 0 x 3 in. rigid wheels on sand (according to Hegedus [7]).

in the initial value. It therefore seems that the relative position of the m a x i m u m radial stress depends an the compressibility of the sand, and it is quite independent of wheel dimensions tnd sinkage. Of course, more theoretical and experimental investigations are needed )efore such a comprehensive conclusion can be completely justified. Experimental evidence [4], '.[5] has also shown that on sand from the beginning )f contact 01 to the m a x i m u m radial stress point 0M (Fig. 4), the radial stress around :he rim can be quite well described by the pressure-sinkage relationship proposed )y Reece :[8]. In other words, in the region between 01 and 0M (called the "front :egion" and illustrated in Fig. 4), the radial stress can be calculated by the following ;quation :
o-~ = (k~ + k2b)

(5)

PREDICTION OF RIGID WHEEL PERFORMANCE. PART I

85

If the relationship z = ( c o s 0 - c o s 01)r is used, then equation (5) can be re-written as follows :

o'~ (0) = (k~ + k2b)

--ff

(cos 0 - cos G)".

(6)

F r o m the m a x i m u m radial pressure point 0~ to the end of contact 02 (called the "rear region" and illustrated in Fig. 4), the radial stress around the rim decreases. But it is interesting to note that the radial stress distribution still has similar characteristics. This suggests that if the relative position to the corresponding free surface of a point in the rear region is the same as that of one in the front region, then both will have the same value of radial stress. This can be described by the

o',
Rear
region

[_
O'max

Front region

j
Oz
o

'
OR
OM

,
Ov
O, ~*

FIo. 4. Diagram illustrating the characteristic distribution of radial stress on the soil-wheel interface of a driven rigid wheel following equations and is illustrated in Fig. 4, i.e. OR0~ 02 0,, 0~ -

OF
'

01 - 0~

(7)
(8)

then

tron = o-oF.

According to the above proposal, the radial stress acting in the rear region can be calculated by the following equation :

0-2

In

02 represents the degree of rut recovery. It is quite clear that rut recovery is a function of slip and wheel width [1], but the quantitative relationship between them has not yet been established. If rut recovery is small and neglected (e.g. the wheel is not wide and the degree of slip is not very high), the above equation can

86 be simplified as follows :

JO-YUNG WONG and A. R. REECE

o-2(O)=(k~+k2b) (-~-)"

[cos (0~-

0-~-(0~-0~))-cosG

]"

(10)

According to equation (4), 0M can be replaced by the following equation" 0~ = (cl + c20 01. E q u a t i o n (10) can then be rewritten as follows :

cr2(O)=(kt+k2b)(b)"[cos (01_0 (1-(c,+cd) (c,+cj) ) ) -cosO~] "

(11)

F r o m the foregoing analysis, it is clear that if the pressure-sinkage constants G, k2 and n, the coefficients ci and c2, the wheel dimensions r and b, sinkage z and slip i are known, then using equations (4), (6) and (9) or (11), the radial stress distribution on the soil-wheel interface can be determined quantitatively. Figures 5 and 6 show that this can give a satisfactory description of the radial stress distribution around a driven rigid wheel working on different sands. T h e predicted distribution is obtained from the measured sinkage using equations (4),

40
- Meosured

--

--

Predicted

3O

2O
d

/
0-10

,Y ,;?
I0
20

30

40

8o

FI6. 5. Comparison of the measured and predicted distribution of radial stress of a 49"4 6 in. rigid wheel at 22" 1 per cent slip with the same sinkage on compact sand "(measured values from Onafeko's experiments, soil values as in Table 2).
TABLE 2

Soil

Soil properties Angle of internal Soil Density shearing cohesion 3' resistance c (lb / in?) ~b (lb/in. ~) 33'3 31"1 0"10 0"12 0'0575 0.048

Pressure-sinkage constants kl k2 n

Shear Coefficients for defordetermining the mation relative position modulus of maximum
K radial stress

(in.) 20 0 2"5 2 0"4706 1"1504 1'5 1"5

o 0"43 0-18

c2 0'32 0-32

Compact sand Loose sand

PREDICTION OF RIGID WHEEL PERFORMANCE. PART I

87

(6) and (11), neglecting the effect of rut recovery. Soil properties and other constants used in the computation are tabulated in Table 2.
25

Meosured i
20

Predicted

J5

0* 1~o. 6. Comparison of the measured and predicted distribution of radial stress of a 49"46 in. rigid wheel at 22"1 per cent slip with the same sinkage on loose sand (measured values from Onafeko's experiments, soil values as in Table 2). 1.2 Tangential stress distribution It has been shown that shear stress developed in soil depends on shear deformation (displacement), and the relationship between them can be quite well described by the following simplified Bekker equation : -r = (c+ o- tan 6) (1 - e-i/x). In order to evaluate the shear (tangential) stress distribution around the rim, it is, therefore, necessary to find out the shear deformation j along the soil-wheel interface. The shear deformation beneath a track has been investigated by Bekker based on the analysis of the slip velocity vj of the track and is illustrated in Fig. 7(a). Following a similar approach, the shear deformation on the soil-wheel interface can be found. Beneath a driven rigid wheel, the slip velocity vj of the rim relative to the soil is the tangential component of the absolute velocity v, at the same point, as illustrated in Fig. 7(b). The slip velocity vj can, therefore, be expressed by the equation : vj =rto [ 1 - (1 - i) cos 0]. The shear deformation j along the soil-wheel interface can then be calculated in the following way:
t 01

-co

-to

io

2o

30 40

50

6o

j= f vj dt = / rw [t - (1- i) cs ] d-to
a o

= r [(01 - O) - (1 - 0 (sin 01 - - sin 0)].

(12)

88

JO-YUNG

WONG

a n d A. R. R E E C E

zz///fJfJ~

fjJ.~J/J/J.~J~ v i =rtoi j=[~vjdl = ix

z.

(O)

-------~-v

(b)

Vo

vj=rw [I- (I-i) cos 0]


J =.fo'vj dt = r ~Oi-O-(l-i) (sin Of-sin 0)] FIo. 7. D i a g r a m illustrating the d e v e l o p m e n t o f s h e a r d e f o r m a t i o n b e n e a t h (a) a track a n d (b) a rigid wheel.

The shear stress around the rim can, therefore, be expressed by the following equation : r (0)= (c+ tr (0) tan th) (1 - e -j/K) = ( c + o" (0) tan th) (1 - e-r/K lll-)-~'-'> I'i"l-sin)J)

(13)

In the front and rear regions, o-(0) can be determined by equations (6) and (9) or (11) respectively. Incidentally, the shear deformation along the soil-wheel interface has also been investigated by Onafeko using a different approach and the same result has been obtained [4, 5]. In order to carry out calculation of tangential stress from equation (13), the shear deformation modulus K should be determined beforehand. Experiments by Wills [9] and the authors have shown that the shear deformation modulus K seems to depend on normal stress. But the quantitative relationship between them still needs to be determined by further investigations. In this analysis, an average value of K is taken in the computation for a particular soil. It has been shown that equation (13) can give fairly good prediction of tangential stresses around the rim of a driven w h e e l particularly at high slip and on compact sand [4, 5]. But it needs some modification before it can be applied to predict the tangential stresses on the soil-wheel interface of a towed wheel, and this will be discussed in Part I I of this paper.

PREDICTION OF RIGID WHEEL PERFORMANCE. PART I

89

2. PROCEDURE FOR PREDICTING THE PERFORMANCE OF DRIVEN RIGID WHEELS If soil values c, th, K, kt, k2, n , wheel dimensions r, b, the coefficients for determining the relative position of the m a x i m u m radial stress Cl, c2 and vertical axle load of the wheel W are known, the wheel performance can be predicted by the following procedure.

2.1 Prediction o[ sinkage If rut recovery is neglected, by using equations (4), (6), (11) and (13), the equilibrium equation (1) can be rewritten as follows:
01 (c1+c2i) 01

W : rb
(c1+c2i } 01 01 (c1+c2i) 01 0

(c1+c21101
01

(cos 0 - cos Oa)"cos 0 dO


(Cl-}-2i)01

(c1+c2t)01

+ ;,~+~
0 01

(~). (~os(o1_o(,-,~,+~,~1+~ ))

-- COS 01) n cos 0 dO

(ci+c2i) 01

x (I - e - r ~ K t%-o)-II-~l I,i.ol-.i.olj ) sin 0 dO


(el-t-c2i) 01

+ f[~+(~l+~,~)(~)
0

(cos(01 0

Cl+C~,

,,
.

0,
(14)

x (1 - e-r/K t%-o)-(1-i~ (.i.o:-,i,o)]) sin 0 dO

When W is given and other constants are known, the contact angle 01 can be found from the above equation (14), and the wheel sinkage z0 can then be determined from z0 = (1 - cos 01)r. (15)

PREDICTION OF RIGID WHEEL PERFORMANCE. PART 1 nfortunately, equation (14) is too complex to be integrated by the normal ess. Therefore, in practice, Simpson's rule is used to evaluate the integrals and mccessive approximation method is then applied to find out the contact angle 7ais process can easily be carried out on a high speed digital computer. is interesting to point out that by using equation (14) to predict the wheel age, the effect of supporting part of the axle load by the vertical components angential stresses is considered. This is neglected in existing theory when icting sinkage (2).

Prediction o[ drawbar pull and torque input


hen the contact angle 01 has been determined by equation (14), the drawbar D can be predicted by the following equation : 01 D.=rb {f'rl(O)cosOdO+ (c1+c2t)01
Ol

(Cl+C2i)01 fr2(O)cosOdO} 0 (Cl+C2i)O1

-rb{f~l(O)sinOdO+f~2(O)sinOdO}
(c1+c2i) 01 0 01

= rb
(Cl+C2i)01

(COS 0 - COS 0a)" tan 4) ]

x (1 - e -','K I(l-'-(1-i) (8i'~5-~n0)1)COS 0 dO (Cl+C2i)01 -- COS 01 ) n tan 4) ]


0

x (1 - e -r/K l(el-0>-(l-i) (sin01-sin0)]) COS 0 dO}


01

(cos 0 - cos 01)" sin 0 dO (c1+c2i) 01 (Cl+C2Q O 1

+ f (kl
0

(cos

e \ c---~ c~

--COS O~ ) " sin 0 dO

(16)

PREDICTION OF RIGID WHEEL PERFORMANCE. PART I

91

The first term on the right hand side of equation (16) is usually defined as thrust H and the last term as motion resistance R. This indicates that not only thrust but also motion resistance is a function of slip. The torque T is similarly obtained from :
01 (Cl-t-c2i)01

(cl+c2i) 01
01

= r~b

tcos 0 - cos 01)" tan ff ]


{Cl+C2i)01

x (1 (c1~c2i)01

e -r/K

1(1-)-(1-i)

(sinOl-sinO)l) dO

cos(ol O(X
0

,,
}.

cos 0,

tan ]

x (1 -e-r/K tll-)-Ii-~l (~na-~i~)l)dO

(17)

Again, Simpson's rule is used to calculate the integrals in both equations (16) and (17) on a digital computer. A block scheme illustrating the computer program for predicting the performance of driven rigid wheels using the above procedure is given in the appendix. The comparison of the measured and predicted performance of two rigid wheels on different sands using this computer program is shown in Figs. 8, 9 and 10. Soil properties and other constants used in the computation are shown in Table 2. As examples, Figs. 11, 12 and 13 show the comparison of the measured and predicted radial and tangential stresses distribution on the soil-wheel interface of driven wheels under different conditions. It is shown that within the experimental range there is a quite close agreement between the measured and predicted performance, particularly on compact sand. It is hoped that the procedure described can also be applied to predict the performance of rigid wheels on clay, if the coefficients in the equations are substituted with the appropriate ones for clay. However, this needs further investigation. CONCLUSIONS 1. A comprehensive frame work for predicting the performance of driven rigid wheels has been established. All known major factors affecting driven wheel performance, especially the effect of slip on sinkage, motion resistance and thrust, have been taken into account. It is shown that the method described can give better prediction than existing theory.

92

J O - Y U N G W O N G and A. R. REECE

I ZOO

(a)

I i
/ / x f x

(b)

1000

800
/ /

,x

/1

x ix /

J~ m

60C

./
x

f
40C x Thrust obtained from inlegroting the measured tangentio~ stresses Motion resistance obtained from integrating the measured radial stresses Predicted 40 i, %

x/!.

'/.
/e x

I
Orawbor pull obtained team integrating the measured radial and tangential stresses Drawbar pull obtained from drowbor dynamometer - - - - Predicted

/ ~//
I00 0 20

20C

20

60

80

40 i, %

60

80

I00

3000C

[c)
~"

(d)
x x

2500C /

II I
!
x x
--

2000C

.E J= ISOOC

I000( x Torque input obtained from integrating the measured tangential stresses Torque input obtained from torquemeter -- -- Predicted Sinkage calculated from the measured entry angle Sinkage measured from the original soil surface
-Predicted

500( -

I
0 20 40 60 80 I00 ZO 40 60 80

i,

i,

100

FIG. 8. Comparison of the measured and predicted performance of a 49"4X6 in. driven rigid wheel with axle load 2000 lb on compact sand (measured values from Onafeko's experiments). (a) thrust and motion resistance vs. slip; (b) drawbar pull vs. slip; (c) torque input vs. slip: (d) sinkage vs. slip.

PREDICTION OF RIGID WHEEL PERFORMANCE. PART I

93

1400

(o1
1200

(b)

x Orowbor pull obtained from integrating the measured radial and tangential stresses Drowbor pull obtained from drawbor dynamometer -- - Predicted x x x

1000

-;
800 .o

--I _ H
x

I-- - ~

x
R ~ ~

a:"
"I600

\ \
X

400 x Thrust obtained from integrating the measured tangential stresses Motion resistance obtained from integrating the measured radial stresses Predicted 40 60 80 I00 0

\ \i x

200-

20

2O

40

60

80

IO0

i,

i,%

30000

(c)
25000
x X

L
.

(d)
. . .

20000

.E
] 5000

x IO00C

,e Torque input obtained from integrating the measured tangential stresses Torque input obtained from torquemeter - - --Predicted x X
--

5000-

Sinkage calculated from the measured entry angle S i n k a g e measured from the 0rigina~ soil surface Predicted

20

40

60

80

I00

20

40

GO

80

I00

i,

i,

FIG. 9. Comparison of the measured and predicted performance of a 49"46 in. driven rigid wheel with axle load 1986 lb on loose sand (measured values from Onafeko's experiments). (a) thrust a n d motion resistance vs. slip; (b) drawbar pull vs. slip; (c) torque input vs. slip; (d) sinkage vs. slip.

94

]O-YUNG WONG and A. R. REECE

1200

,00

(ol
H
1000

(b)
I f x x x x ~0 ^
/"

[
x

IE
!

iO0 l

I
[

/ 8O0 ..a
, . __ ~ L

,I
/
x Orowbor pull obtained from integrating the measured radial and tangential stresses Drawbar pull obtained from drawbar dynamometer Predicted

6go

.~o

d
-I40C--

|* x Thrust obtained from integrating the measured tangential stresses Motion resistance obtained from integrating the measured radial stresses -- --Predicted

20C

20

40 i, %

60

80

I00

20

40 i,

60 %

80

log

30000

(c)
2500(

!I
i

(d)
x_ /

|
2000( .E .0
-

I
i

/ t/

1500C t
--

ix x-xx-ee X __ ~-~

10000

x 4 x Torque input obtained from integrating the measured tangential stresses Torque input obtained from torquemeter --Predicted

5 0 0 0 - - -

Sinkage calculated from the measured enlry angle Sinkage measured from the original soil surface -- -- Predicted

I
20 40 i, % 60 80 lO0 20 i,

I
60 % 80

40

FIG. 10. Comparison of the measured and predicted performance of a 49"412 in. driven rigid wheel with axle load 2085 lb on loose sand (measured values from Onafeko's experiments). (a) (b) thrust and motion resistance vs. slip; drawbar pull vs. slip; torque input vs. slip;

(c) (d)

sinkage vs. slip.

P R E D I C T I O N OF R I G I D W H E E L P E R F O R M A N C E . P A R T I

95

40

Meosured -- - Predicted

3C "3 7

cr ~T.

\
t( / / \

O-to

io

20

30

"

4o

Oo

FIG. 1 l. Comparison of the measured and predicted distribution of the radial and tangential stresses of a 49"46 in. driven rigid wheel with axle load 2000 lb at 22-1 per cent slip on compact sand (measured values from Onafeko's experiments).

25 (7

-20

Meosured - - Predicted

2,

15

//

\\

b"
5

30 40 50 60 8" I~G. 12. Comparison of the measured and predicted distribution of the radial and tangential stresses of a 49-46 in. driven rigid wheel with axle load 1986 lb at 22"1 per cent slip on loose sand (measured values from Onafeko's experiments). --Io o. io 2o

0-20

/,

,N.x

2O
I

Meosured Predicled

15 . d. I0

/
5

SS

\\

-io 0 io 20 30 40 50 8" FIG. 13. Comparison of the measured and predicted distribution of the radial and tangential stresses of a 49-4 12 in. driven rigid wheel with axle load 2085 lb at 22"1 per cent slip on loose s~nd (measured values from Onafeko's experiments).
0.20

96

J O - Y U N G W O N G and A. R. R E E C E

2. The relationship between the radial stress distribution on the soil-wheel interface and slip is described, taking into account the fact that the maximum radial stress shifts forward with increasing slip. This leads to the result that motion resistance and sinkage are functions of slip, which is consistent with the usually observed "slip-sinkage" phenomenon. 3. Based on the analysis of the relative movement between the rim and the soil, a theoretical expression to describe the shear deformation along the soil-wheel interface has been derived. It gives a satisfactory prediction of shear stress distribution at high slips. 4. The effect of supporting part of the axle load by the vertical components of tangential stresses is considered in the prediction of wheel sinkage. This gives more accurate results. 5. When using the method described to predict the performance of driven rigid wheels, the coefficients for locating the relative position of the maximum radial stress on the soil-wheel interface have to be determined by experiment. Although, it is believed that the empirical values of the coefficients given in the paper could probably cover quite a wide range of working conditions on sand, a general theoretical approach for locating the maximum radial stress point still needs to be developed in order to make a more comprehensive picture. 6. Before this theory can be accepted as generally true it will need more experimental support.

Acknowledgement--This
reserved.

p a p e r is published by permission of H.M.S.O. NOTATION

C r o w n copyright

b
c Cl, c2

D H i K k~, k~
n r

R T V
1)a 13j

W
Z Z0 o" o- t o- 2 ,7gl 'F2

wheel width soil cohesion coefficients for determining the relative position of the maximum radial stress on the soil-wheel interface drawbar pull thrust slip shear deformation along the soil-wheel interface shear deformation modulus pressure sinkage moduli exponent of sinkage to width ratio radius of the wheel motion (rolling) resistance torque input forward velocity of the wheel axle absolute velocity of a point on the rim slip velocity of a point on the rim (the tangential component of the absolute velocity va) vertical axle load of the wheel sinkage wheel sinkage radial stress on the soil-wheel interface radial stress in the front region of the soil-wheel interface radial stress in the rear region of the soil-wheel interface tangential (shear) stress on the soil-wheel interface tangential (shear) stress in the front region of the soil-wheel interface tangential (shear) stress in the rear region of the soil-wheel interface

PREDICTION OF RIGID WHEEL PERFORMANCE. PART I 0 01 03 O~ th to angle entry angle (or contact angle when rut recovery is neglected) exit angle a n g u l a r position of the m a x i m u m radial stress angle of i n t e r n a l shearing resistance of soil a n g u l a r velocity of the wheel REFERENCES [l]

97

JO-VUNGWONG and A. R. REECE. Soil Failure Beneath Rigid Wheels. Proceedings of the Second International Conference of the International Society for Terrain-Vehicle Systems, Quebec, Canada (1966). [2] M . G . BEKKER. Theory of Land Locomotion, The University of Michigan Press 0956). [3] F. L. UFFELMANN. The Performance of Rigid Cylindrical Wheels on Clay Soil. Proceedings" of the First International Conference on the Mechanics of Soil-Vehicle Systems, Turin (1961). [4] O. ONAFEKO.An Analysis of the Soil Stresses and Deformations Beneath a Rigid Wheel. Ph.D. thesis, The University of Newcastle upon Tyne (1965). [5] O. ONAFEKO and A. R. RE~CE. Soil Stresses and Deformations Beneath Rigid Wheels. J. Terramechanics, 4, No. 1, 59 (1967). [6] A. D. SELA. The Shear to Normal Stress Relationship Between a Rigid Wheel and Dry Sand. Paper presented at the annual meeting of the A.S.A.E. (1964). [7] E. HEGEDUS. Pressure Distribution under Rigid Wheels. Trans. Am. Soc. Agric. Engrs. 8, No. 3 (1965). [8] A. R. REECE. Principles of Soil-Vehicle Mechanics. Proc. Inst. Mech. Engrs. 180, No. 2 0965). [9] B. M. D. WILLS. The Measurement of Soil Shear Strength and Deformation Moduli and a Comparison of the Actual and Theoretical Performance of a Family of Rigid Tracks. J. Agric. Engng. Res. 8, No. 2 (1963).

98

J()-YtJN(I W O N ( i and A. R. REE('E

APPENDIX
BLOCK SCHEME OF T H E COMPUTER PROGRAMME FOR PREDICTING q-HE PERFORMANCE OF DRIVEN RIGID W H E E L S

Input data Soil properties: angle of internal shearing resistance q~, cohesion c, shear deformation modulus K, pressure sinkage moclulikm, kz, exponent of sinkage to width ratio n. Wheel parameters radius r, width b, vertical axle load W. Coefficients for determining the relative posJhon of max. radial stress c h c2,

[Choose on initial value of the contact angle Ol .J. t I Alter the value l For slip (i) at increments of 5%, using Simpson's rule of the contact calculate the vertical components of the resultant radial and angle 81 I tongential forces, W~ from the following equation:

w'=~b~_J,~,.~,,~ ~ ~ o;(8 cos #dO+J"o,


I

al

(CtC2,)St

o-2(81cos d O _ 8
T2 (#)sinO d#~

+Jlc,+c2,1o,r' (8) sin Od8 +jo

8~

r [01+C2:)~

Compare the given vertical axle load of the wheel Wand the calculated value W' The difference between Wand W' ~ i r I The differencet between Wand W" 3 s greater than o given error eps,] ] Iw-w'l-eps I I is smaller than a given error eps,I

'L

IW-W'I-eps
T

Using the correct contact angle e~ and Simpson's rule, calculate the lhrust H, motion resistance R, drawbar pull L) and torque input Tfrom the followina equations:
8~ C1.C2~81 H:,b~f r,(0)cos 8dO +[_ rz(O)cos 8d8} LJ(CIC 2 z 81 u --

81
D=H R

CI+C z )81

T: , ~-[ o , r,(O dO+jo ctc2' o, rziOldO} LJ(C~+Cz ~)8~


Print Slip i. Thrust H, Motion resistance /7, Drowbor pull D, Torque input T, Contact angle ~l
out

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