(1) This study aims to define a simple and effective method to calculate skidding distances on steep karst terrain, rich in ground obstacles (stoniness and rockiness) to support decision planning of secondary and primary forest infrastructure network for timber extraction in productive selective cut forests. Variations between geometrical extraction distances and actual distances were highlighted on the operational planning level (i.e., compartment level) through GIS-related calculation models, focusing on cable skidder timber extraction. Automation in defining geometrical and real extraction distances, as well as relative forest openness were achieved by geo-processing workflows in GIS environment. Due to variation of extraction correction factors at the compartment level from a minimum of 1.19 to a maximum of 5.05 in the same management unit, it can be concluded that planning harvesting operations (timber extraction) at operational level should not include the use of correction factors previously obtained for entire terrain (topographical) categories, sub-categories or even management units.
The use of forestry vehicles in mechanised harvesting systems is still the most effective way of timber procurement, and forestry vehicles need to have high mobility to face various terrain conditions. This research gives boundaries of planning timber extraction on sloped terrain with a cable skidder, considering terrain parameters (slope, direction of skidding, cone index), vehicle technical characteristics and load size (5 different loads) relying on sustainability and eco-efficiency. Skidder mobility model was based on connecting two systems: vehicle-terrain (load distribution) and wheel-soil (skidder traction performance) with two mobility parameters: (1) maximal slope during uphill timber extraction by a cable skidder based on its traction performance (gradeability), and (2) maximal slope during downhill timber extraction by a cable skidder when thrust force is equal to zero. Results showed mobility ranges of an empty skidder for slopes between −50% and +80%, skidder with 1 tonne load between −26% and +63%, skidder with 2 tonne load between −30% and +51%, skidder with 3 tonne load between −34% and +39%, skidder with 4 tonne load between −35% and +30% and skidder with 5 tonne load between −41% and +11%.These results serve to improve our understanding of safer, more efficient timber extraction methods on sloped terrain.
The paper shows that, during abrupt wheel torque transients for ice surface and low vehicle speeds, the tyre can develop significantly larger longitudinal force than the peak value of the tyre static curve. This so-called dynamic tyre friction potential (DTFP) effect has many influencing factors such as the rate of change of the wheel torque, the vehicle speed, and the tyre dwell time. The paper presents a detailed analysis of the DTFP behaviour based on the experimental data collected by using an in-wheel motorbased tyre test vehicle. The analysis results and an insight into the brush structure of a tyre model lead to the hypothesis that the different influencing factors may be predominantly explained by the bristle dwell time (BDT) effect. Following this hypothesis, the LuGre model of the tyre friction dynamics is extended with a physical BDT sub-model. The experimental validation results show that the proposed model can accurately capture the low-speed tyre-ice friction behaviour during abrupt wheel torque transients.
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