DYNAMIC CHARACTERISTICS OF MULTI-VEHICLE-BRIDGE COUPLING SYSTEM BASED ON INTELLIGENT DRIVING ELECTRIC VEHICLE
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摘要: 迫于能源和环保问题的压力, 电动汽车及智能驾驶受到了各国高度重视. 轮毂电机驱动电动汽车车轮振动剧烈, 与桥梁路面动力学相互作用更加突出, 现有研究主要针对传统汽车, 关于电动车轮与公路桥梁接触动力学相互作用及智能驾驶车队的多车−桥梁耦合作用研究尚不多见. 本文以轮毂电机驱动电动汽车为研究对象, 考虑车轮和桥面多点接触关系, 研究了两个智能驾驶汽车过桥时的车桥耦合动力学特性. 分析了电机质量、电机激励、轮胎悬架刚度非线性、车距、车速对系统振动特性的影响, 以及桥面不平顺激励、三重耦合激励对电动汽车平顺性的影响. 研究表明: 车距和车速是影响车−桥系统振动特性的重要因素, 在车−桥耦合动态设计中, 车距和车速的影响应重点关注; 桥面越平坦, 电机激励及桥面二次激励对车辆平顺性和道路友好性影响越加显著, 当汽车行驶在平坦桥面时两种激励对轮毂电机驱动电动汽车的影响不容忽视. 所建模型有望为智能驾驶电动汽车与桥梁的耦合作用研究提供理论参考.Abstract: Under the pressure of energy and environmental protection, the electric vehicle and intelligent driving have been attached great attention in recent years. The wheel vibration of the electric vehicle driven by hub motors is severe, which has the more interaction with the bridge pavement. Current studies are mainly aimed at traditional vehicles, while there are few works on the dynamic interaction between the electric wheels with highway bridge and the vibration of multi-vehicle-bridge coupling system based on intelligent driving fleets. In this paper, the researches are carried out based on the electric vehicle driven by hub motors. Considering the multi-point contact relationship between the wheel and bridge deck, the vehicle-bridge coupling dynamic characteristics of two intelligent driving electric vehicles driven by hub motors crossing the bridge are studied. The influences of motor mass, motor excitation, tire and suspension stiffness nonlinearity, vehicle distance and vehicle speed on vibration response of the coupling system, as well as the influences of bridge irregularities excitation and triple coupling excitation on ride comfort of the electric vehicle are analyzed. The results show that, the vehicle distance and vehicle speed are important factors which affecting the vibration characteristics of the vehicle-bridge coupling system. In the dynamic design of the vehicle-bridge coupling system, the influence of the vehicle distance and vehicle speed should be pay more attention. The more flat the bridge deck is, the more significant of influence of motor excitation and bridge deck secondary excitation on vehicle ride comfort and road friendliness are. When the vehicle is driving on a flat bridge deck, the influence of the two kinds of excitation on the hub motors electric vehicle should not be ignored. The proposed model in this paper is expected to provide a theoretical reference for the study of coupling vibration of the intelligent driving electric vehicles and bridge.
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图 2 t = 1, 3 s时, 选取不同阶模态时全桥挠度曲线
Figure 2. The deflection curves of the bridge with different modes at t = 1,3 s
图 3 选取不同阶模态时桥梁跨中挠度时程曲线
Figure 3. The time-history curves of mid-span deflection of bridge with different modes
图 4 选取不同电机质量时桥面二次位移激励时程曲线
Figure 4. The time history curves of bridge deck secondary excitation with different motor masses
图 5 选取不同电机质量时桥梁跨中挠度时程曲线
Figure 5. The time-history curves of mid-span deflection of bridge with different motor masses
图 6 选取不同电机激励时桥面二次位移激励时程曲线
Figure 6. The time history curves of bridge deck secondary excitation with different motor excitations
图 7 选取不同电机激励时桥梁跨中挠度时程曲线
Figure 7. The time-history curves of mid-span deflection of bridge with different motor excitations
图 8 考虑和不考虑非线性因素时桥梁跨中挠度时程曲线
Figure 8. The time-history curves of mid-span deflection of bridge with consider and disregard nonlinearity
图 9 选取不同车距时桥面二次位移激励时程曲线
Figure 9. The time history curves of bridge deck secondary excitation with different vehicle distances
图 10 选取不同车距时桥梁跨中挠度时程曲线
Figure 10. The time-history curves of mid-span deflection of bridge with different vehicle distances
图 11 三车过桥不同车距时桥梁跨中挠度时程曲线
Figure 11. The time-history curves of mid-span deflection of bridge with different vehicle distances for three vehicles
图 12 选取不同车速时桥面二次位移激励时程曲线
Figure 12. The time history curves of bridge deck secondary excitation with different vehicle speeds
图 13 选取不同车速时桥梁跨中挠度时程曲线
Figure 13. The time-history curves of mid-span deflection of bridge with different vehicle speeds
图 14 三车过桥不同车速时桥梁跨中挠度时程曲线
Figure 14. The time-history curves of mid-span deflection of bridge with different vehicle speeds for three vehicles
图 15 前车4个平顺性指标时程曲线
Figure 15. The time history curves of four ride comfort indexes of first vehicle
图 16 不同车距情况下两车指标均方根值
Figure 16. The root mean square values of the ride comfort indexes with different vehicle distances
表 1 选取不同阶模态时桥梁跨中挠度均方根值及相邻阶数均方根值差别
Table 1. The root mean square values of mid-span deflection of bridge with different modes and relative differences of adjacent modes
Mode RMSV Difference/% 1 0.0037723 0 2 0.0037723 0 3 0.0037672 0.1352 4 0.0037672 0 5 0.0037645 0.0716 
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表 2 非线性系数取不同值时桥面二次位移激励均方根值
Table 2. The root mean square values of bridge deck secondary excitation with different nonlinear coefficients
${\beta _1}$ 0 10 20 FV 0.00334639 0.00332113 0.00329550 SV 0.00340481 0.00337996 0.00335843 ${\beta _2}$ 0 50 100 FV 0.00334614 0.00334614 0.00334614 SV 0.00340455 0.00340426 0.00340397 ${\beta _3}$ 0 5 10 FV 0.00334614 0.00334149 0.00333659 SV 0.00340458 0.00339322 0.00338858
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表 3 不同电机激励情况下平顺性指标均方根值
Table 3. The root mean square values of ride comfort indexes with different motor excitations
ME Index 1 Index 2 Index 3 Index 4 FV 0.7512637 0.0086458 36.0152089 0.0926743 SV 0.7603110 0.0088057 36.1252287 0.0950474 NME Index 1 Index 2 Index 3 Index 4 FV 0.5656559 0.0086142 0.4664723 0.0797586 SV 0.5780783 0.0087935 0.4595906 0.0820047 NM Index 1 Index 2 Index 3 Index 4 FV 0.5608293 0.0085426 0.4954468 0.0839643 SV 0.5728288 0.0087151 0.4899481 0.0862821
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表 4 不同车速情况下平顺性指标均方根值
Table 4. The root mean square values of ride comfort indexes with different vehicle speeds
v = 10 m/s Index 1 Index 2 Index 3 Index 4 FV 0.7512637 0.0086458 36.0152089 0.0926743 SV 0.7603110 0.0088057 36.1252287 0.0950474 v = 20 m/s Index 1 Index 2 Index 3 Index 4 FV 0.8911322 0.0092226 35.9892211 0.1087254 SV 0.9157432 0.0098392 36.0233338 0.1091283 v = 40 m/s Index 1 Index 2 Index 3 Index 4 FV 1.1557695 0.0084153 36.4536057 0.1598099 SV 1.1938592 0.0094305 36.3471981 0.1625517
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表 5 不同桥面不平顺情况下平顺性指标均方根值
Table 5. The root mean square values of ride comfort indexes with different bridge irregularities
${B_0}=0.01\;{\text{m} },$
${L_0}=10\;{\text{m} }$Index 1 Index 2 Index 3 Index 4 FV 0.751264 0.008646 36.015209 0.092674 SV 0.760311 0.008806 36.125229 0.095047 ${B_0}=0.01\;{\text{m} },$
${L_0}=5\;{\text{m} }$Index 1 Index 2 Index 3 Index 4 FV 0.903971 0.009573 36.038672 0.139675 SV 0.910145 0.009663 36.149850 0.140616 ${B_0}=0.001\;{\text{m} },$
${L_0}=10\;{\text{m} }$Index 1 Index 2 Index 3 Index 4 FV 0.500517 0.001395 36.009985 0.047929 SV 0.498587 0.001182 36.119231 0.047630 ${B_0}=0.001\;{\text{m} },$
${L_0}=5\;{\text{m} }$Index 1 Index 2 Index 3 Index 4 FV 0.502619 0.001403 36.010475 0.049373 SV 0.503057 0.001408 36.119823 0.049226
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表 6 不同车距情况下平顺性指标均方根值
Table 6. The root mean square values of ride comfort indexes with different vehicle distances
l = 5 m Index 1 Index 2 Index 3 Index 4 FV 0.7455626 0.0085276 36.0164544 0.0923293 SV 0.6275483 0.0059638 36.0373885 0.1330738 l = 10 m Index 1 Index 2 Index 3 Index 4 FV 0.7512637 0.0086458 36.0152089 0.0926743 SV 0.7603110 0.0088057 36.1252287 0.0950474 l = 15 m Index 1 Index 2 Index 3 Index 4 FV 0.7418674 0.0084425 36.0156214 0.0921129 SV 0.6097439 0.0054968 36.0894158 0.1358966
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表 7 三重激励相较于桥面不平顺单一激励的平顺性指标均方根值对比
Table 7. The comparison of root mean square values of ride comfort indexes between different excitations
RCI EV BI SE ME ${B_0}/{\rm{m} }$ 0.01 0.001 Index 1 FV √ √ −0.66% 34.5% √ √ √ 31.9% 778.9% SV √ √ 1.52% 6.7% √ √ √ 33.5% 775.6% Index 2 FV √ √ −1.04% 35.2% √ √ √ −0.67% 60.2% SV √ √ 1.02% 7.43% √ √ √ 1.16% 35.8% Index 4 FV √ √ 51.1% 72.2% √ √ √ 75.6% 807.8% SV √ √ 55.3% 44.6% √ √ √ 80% 802.2%
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