## 3 Results
### Simulation Results
#### 3.1.1 Results and Analysis of the Transportation of a Single Bee Frame
The clockwise turning phase corresponds to 17-29 s, where vibration in the XY direction increases gradually and then tends to 0. During this run, the variation ranges in the X-direction are (\(-\)2.95-2.81 mm) in clayey soil, (\(-\)0.70-1.38 mm) in dry sand, and (\(-\)17.05-18.80 mm) in upland sandy loam; those in the Y-direction are (0-0.4 mm) in clayey soil, (0-0.26 mm) in dry sand, and (0-4.6 mm) in upland sandy loam. In the last phase, from 29 to 32 s, uniform deceleration occurs until the frame stops. According to Figure 17, there is almost no change in the XY direction when the vehicle is driven in a straight line. When the tracked vehicle is driven along a curved path, vibration occurs from the time when the vehicle enters the corner, and it decreases as the vehicle leaves the corner; the vibration peaks as the vehicle travels through the corner. The ranges of vibration of the first and second amplitude changes are different because the position of the bee frame in the loading box changes after the first turn, and it is different from the initial symmetrical placement, which leads to a greater shake during the second turn. The changes in the Z-direction are different from those in the X- and Y-directions. As the vehicle starts to enter the first turn, the surface contact friction between the bee frame and the loading box changes to linear contact friction due to the generation of oscillation; moreover, the friction force decreases, and the bee frame gradually moves in the direction opposite to the vehicle travel direction because of inertia. During the subsequent straight-line driving phase, the change in the Z-direction shifts somewhat forward with the directional shift of the loading box. Finally, in the uniform deceleration phase, vibration starts to slowly become smaller. The ranges of variation are (\(-\)0.70-0.09 mm) in clayey soil, (\(-\)0.15-0.26 mm) in dry sand, and (\(-\)2.31-0.03 mm) in upland sandy loam. The range of variation was the widest in upland sandy loam, and the maximum value of 2.31 mm did not exceed half of the difference between the length of the loading box and the length of the bee frame by 2.5 mm. Therefore, the simulation results are consistent with the actual results. In the box plot of the s-curve, the results under clayey soil and dry sand pavement show that the displacement variations in each direction are relatively small, with the most significant variation occurring in the X-direction due to driving along the curve. The greatest variation occurred under the upland sandy loam pavement condition, where the variation in the XYZ directions was several times higher than that under the first two pavement conditions. The reason is that, under the same driving function, the vehicle completes the turn phase simultaneously and starts driving straight under the clayey soil and dry sand conditions. By contrast, under the upland sandy loam condition, the driving trajectory of the vehicle is not the standard s-curve. Compared to those in the clayey soil and dry sand conditions, the angle of turn in the upland sandy loam condition is greater than the expected value of 180\({}^{\circ}\), so stronger vibration is generated. The velocity variation of the bee frame centroid under the upland sandy loam condition during s-curve driving is shown in Figure 18. Because the range of variation under the upland sandy loam condition during s-curve driving is the greatest among the two driving conditions, the displacement data obtained under the upland sandy loam condition in each direction during s-curve driving is used as the basis to determine the velocity variation of the bee frame in each direction during driving.