Figure 1.
Design scheme of direct-drive in-wheel motor.
Figure 1.
Design scheme of direct-drive in-wheel motor.
Figure 2.
Special-wheeled vehicle model.
Figure 2.
Special-wheeled vehicle model.
Figure 3.
Schematic diagram of system-integrated modeling strategy for special vehicles.
Figure 3.
Schematic diagram of system-integrated modeling strategy for special vehicles.
Figure 4.
Dynamic modeling of hub bearing units.
Figure 4.
Dynamic modeling of hub bearing units.
Figure 5.
Dynamic modeling of tire subsystems.
Figure 5.
Dynamic modeling of tire subsystems.
Figure 6.
Dynamic modeling of suspension subsystems.
Figure 6.
Dynamic modeling of suspension subsystems.
Figure 7.
The 1/6 vehicle dynamics modeling in ADAMS.
Figure 7.
The 1/6 vehicle dynamics modeling in ADAMS.
Figure 8.
Equivalent multi-body modeling considering the entire vehicle.
Figure 8.
Equivalent multi-body modeling considering the entire vehicle.
Figure 9.
Vehicle system dynamics model in ADAMS environment.
Figure 9.
Vehicle system dynamics model in ADAMS environment.
Figure 10.
(a) The 1/6 vehicle model multi-body modeling. (b) The simplified 1/6 vehicle model multibody modeling.
Figure 10.
(a) The 1/6 vehicle model multi-body modeling. (b) The simplified 1/6 vehicle model multibody modeling.
Figure 11.
Wheel–suspension relationship for special vehicle with IWM.
Figure 11.
Wheel–suspension relationship for special vehicle with IWM.
Figure 12.
(a) First-order vibration pattern of rotor. (b) Second-order vibration pattern of rotor. (c) Third-order vibration pattern of rotor. Blue indicates minimal deformation, while red indicates maximum deformation.
Figure 12.
(a) First-order vibration pattern of rotor. (b) Second-order vibration pattern of rotor. (c) Third-order vibration pattern of rotor. Blue indicates minimal deformation, while red indicates maximum deformation.
Figure 13.
(a) Stator first-order vibration patterns. (b) Stator second-order vibration patterns. (c) Stator third-order vibration patterns. Blue indicates minimal deformation, while red indicates maximum deformation.
Figure 13.
(a) Stator first-order vibration patterns. (b) Stator second-order vibration patterns. (c) Stator third-order vibration patterns. Blue indicates minimal deformation, while red indicates maximum deformation.
Figure 14.
Suspension–road relationship for special vehicle with IWM.
Figure 14.
Suspension–road relationship for special vehicle with IWM.
Figure 15.
Bearing unit–road relationship for special vehicle with IWM.
Figure 15.
Bearing unit–road relationship for special vehicle with IWM.
Figure 16.
Input vibration transmission of right rear wheel.
Figure 16.
Input vibration transmission of right rear wheel.
Figure 17.
Input vibration transmission of right middle wheel.
Figure 17.
Input vibration transmission of right middle wheel.
Figure 18.
Input vibration transmission of right front wheel.
Figure 18.
Input vibration transmission of right front wheel.
Figure 19.
Input vibration transmission of the right front wheel with variable stiffness.
Figure 19.
Input vibration transmission of the right front wheel with variable stiffness.
Figure 20.
Input vibration transmission of right front wheel with a stiffness of 55 N/mm.
Figure 20.
Input vibration transmission of right front wheel with a stiffness of 55 N/mm.
Figure 21.
Vibration transmissibility comparison with or without damping.
Figure 21.
Vibration transmissibility comparison with or without damping.
Figure 22.
Rigidity of 85 N/mm right front wheel-input damped-vibration transmission.
Figure 22.
Rigidity of 85 N/mm right front wheel-input damped-vibration transmission.
Figure 23.
Simulink simulation model of random pavement.
Figure 23.
Simulink simulation model of random pavement.
Figure 24.
Power spectral characteristics of road-surface roughness.
Figure 24.
Power spectral characteristics of road-surface roughness.
Figure 25.
Displacement–time curve on a C-class road surface for different tires.
Figure 25.
Displacement–time curve on a C-class road surface for different tires.
Figure 26.
Acceleration–time curve of the car body center of mass at 10 m/s on the C-class road.
Figure 26.
Acceleration–time curve of the car body center of mass at 10 m/s on the C-class road.
Figure 27.
Velocity–time curve of the vehicle body center of mass at 10 m/s on the C-class road.
Figure 27.
Velocity–time curve of the vehicle body center of mass at 10 m/s on the C-class road.
Figure 28.
Displacement–time curve of the vehicle body center of mass at 10 m/s on the C-class road.
Figure 28.
Displacement–time curve of the vehicle body center of mass at 10 m/s on the C-class road.
Figure 29.
Acceleration–time curve of the car body’s right rear at 10 m/s on the C-class road.
Figure 29.
Acceleration–time curve of the car body’s right rear at 10 m/s on the C-class road.
Figure 30.
Acceleration–time curve of the car body’s right front at 10 m/s on the C-class road.
Figure 30.
Acceleration–time curve of the car body’s right front at 10 m/s on the C-class road.
Figure 31.
Acceleration–time curve of the car body’s left rear at 10 m/s on the C-class road.
Figure 31.
Acceleration–time curve of the car body’s left rear at 10 m/s on the C-class road.
Figure 32.
Acceleration–time curve of the car body’s left front at 10 m/s on the C-class road.
Figure 32.
Acceleration–time curve of the car body’s left front at 10 m/s on the C-class road.
Figure 33.
Acceleration–time curve of the car body center of mass at 30 m/s on the C-class road.
Figure 33.
Acceleration–time curve of the car body center of mass at 30 m/s on the C-class road.
Figure 34.
Acceleration–time curve of the car body’s right rear at 30 m/s on the C-class road.
Figure 34.
Acceleration–time curve of the car body’s right rear at 30 m/s on the C-class road.
Figure 35.
Acceleration–time curve of the car body’s right front at 30 m/s on the C-class road.
Figure 35.
Acceleration–time curve of the car body’s right front at 30 m/s on the C-class road.
Figure 36.
Acceleration–time curve of the car body’s left rear at 30 m/s on the C-class road.
Figure 36.
Acceleration–time curve of the car body’s left rear at 30 m/s on the C-class road.
Figure 37.
Acceleration–time curve of the car body’s left front at 30 m/s on the C-class road.
Figure 37.
Acceleration–time curve of the car body’s left front at 30 m/s on the C-class road.
Figure 38.
Acceleration–time curve of the car body center of mass at 10 m/s on the E-class road.
Figure 38.
Acceleration–time curve of the car body center of mass at 10 m/s on the E-class road.
Figure 39.
Acceleration–time curve of the car body’s right rear at 10 m/s on the E-class road.
Figure 39.
Acceleration–time curve of the car body’s right rear at 10 m/s on the E-class road.
Figure 40.
Acceleration–time curve of the car body’s right front at 10 m/s on the E-class road.
Figure 40.
Acceleration–time curve of the car body’s right front at 10 m/s on the E-class road.
Figure 41.
Acceleration–time curve of the car body’s left rear at 10 m/s on the E-class road.
Figure 41.
Acceleration–time curve of the car body’s left rear at 10 m/s on the E-class road.
Figure 42.
Acceleration–time curve of the car body’s left front at 10 m/s on the E-class road.
Figure 42.
Acceleration–time curve of the car body’s left front at 10 m/s on the E-class road.
Table 1.
Design parameters of permanent-magnet synchronous IWM.
Table 1.
Design parameters of permanent-magnet synchronous IWM.
Structural Parameters | Values | Electrical Parameters | Values |
---|
Rotor outer diameter | 384 mm | Rated current | 57.7 A |
Stator inner diameter | 298 mm | Rated voltage | 380 V |
Number of slots | 36 | Rated torque | 450 Nm |
Number of poles | 32 | Rated speed | 750 rpm |
Air gap length | 1 mm | Rated power | 35.3 kW |
Permanent magnet pole arc coefficient | 0.86 | Overload current | 130 A |
Winding turns | 14 | Overload torque | 900 Nm |
Lead wire diameter | 0.88 mm × 13 | Maximum efficiency | 95.52% |
Slot space-factor (pure copper) | 0.68 | Electric load | 26.2 A/mm |
Permanent magnet material | N40 EH | Current density | 7.36 A/mm2 |
Material of iron core | B35A250 | D-Q inductance and resistance | 0.970 mH/0.0646 Ω |
Table 2.
Component quality parameter.
Table 2.
Component quality parameter.
No. | Object | Value | Quantity | Unit |
---|
1 | Motor system | Rotor | 32.47 | 6 | kg |
2 | Stator | 46.63 | 6 | kg |
3 | Gear trains | Gear trains | 115.50 | 6 | kg |
4 | Suspension system | Control arm | 68.20 | 6 | kg |
5 | Suspension | 34.43 | 6 | kg |
6 | Car body | Car body | 3505.6 | 1 | kg |
Table 3.
Material properties.
Table 3.
Material properties.
Material | Poisson’s Ratio | Density (g/cm3) | Modulus of Elasticity (GPa) |
---|
RbFeB | 0.25 | 7.5 | 160 |
Stainless steels | 0.28 | 7.85 | 210 |
Table 4.
Main parameters of the vehicle integrated model.
Table 4.
Main parameters of the vehicle integrated model.
No. | Parameter Category | Object | Parameter Name | Numerical | Units |
---|
1 | Quality parameter | Motor system | Motor system quality | Table 1 Component quality parameter | kg |
2 | Gear train | Gear train quality | kg |
3 | Suspension system | Suspension system quality | kg |
4 | Vehicle body | Vehicle body quality | kg |
5 | Kinetic parameter | Suspension | Suspension spring | 85 | N/mm |
6 | Suspension damping | 1 | N.S/mm |
7 | Gear train | Tire radial stiffness | 1000 | N/mm |
8 | Tire radial damping | 0.2 | N.S/mm |
9 | Tire side stiffness | 250 | N/mm |
10 | Tire side damping | 0.2 | N.S/mm |
11 | Tire circumferential stiffness | 1000 | N/mm |
12 | Tire circumferential damping | 0.2 | N.S/mm |
Table 5.
Vehicle modal analysis.
Table 5.
Vehicle modal analysis.
Step Mode | Vibration Mode Description | Damp Ratio | Frequency (Hz) |
---|
1 | The car body rotates around the Z axis | 0.025 | 0.94 |
2 | The car body rotates around the X axis | 0.027 | 1.14 |
3 | The car body translation around the Y axis | 0.038 | 1.47 |
4 | The whole vehicle rotates around the Y axis | 0.004 | 2.26 |
5 | The whole vehicle rotates around the Z axis | 0.002 | 2.58 |
6 | The whole vehicle rotates around the X axis | 0.016 | 4.30 |
Table 6.
Rotor modal frequency simulation table.
Table 6.
Rotor modal frequency simulation table.
Order | Simulation Frequency (Hz) | Vibration Pattern |
---|
1 | 263.24 | Ellipses |
2 | 612.72 | Hexagon |
3 | 1045.30 | Octagon |
Table 7.
Stator modal frequency simulation table.
Table 7.
Stator modal frequency simulation table.
Order | Simulation Frequency (Hz) | Vibration Pattern |
---|
1 | 821.94 | Ellipses |
2 | 1403.00 | Quadrilateral |
3 | 2365.20 | Octagon |
Table 8.
Response measurement point location description.
Table 8.
Response measurement point location description.
Measurement Reference Point | Position |
---|
Output—right rear | Farthest rear right point of the vehicle |
Output—right front | Farthest front right point of the vehicle |
Output—left rear | Farthest rear left point of the vehicle |
Output—left front | Farthest front left point of the vehicle |
Output—centroid | Center of mass of the vehicle |
Table 9.
Main parameters of vehicle system in time domain.
Table 9.
Main parameters of vehicle system in time domain.
No. | Road Class | Speed (m/s) | Position | Peak Acceleration (m/s2) | Acceleration RMS (m/s2) |
---|
1 | C class | 10 | Centroid | 1.671 | 0.619 |
2 | 10 | RR | 6.180 | 1.750 |
3 | 10 | RF | 6.550 | 1.995 |
4 | 10 | LR | 6.977 | 2.075 |
5 | 10 | LF | 6.369 | 1.837 |
6 | 30 | Centroid | 6.673 | 2.399 |
7 | 30 | RR | 11.082 | 3.781 |
8 | 30 | RF | 10.612 | 3.641 |
9 | 30 | LR | 12.103 | 4.113 |
10 | 30 | LF | 12.286 | 3.539 |
11 | E class | 10 | Centroid | 12.291 | 2.970 |
12 | 10 | RR | 33.973 | 8.802 |
13 | 10 | RF | 34.871 | 9.917 |
14 | 10 | LR | 42.979 | 10.463 |
15 | 10 | LF | 40.914 | 8.729 |