Dynamic response estimation method for planetary gear system of automatic transmission

Abstract

The invention relates to a dynamic response estimation method for a planetary gear system of an automatic transmission, belongs to the technical field of planetary gears of the automatic transmission, and solves the problems that the dynamic response estimation method of the automatic transmission in the prior art is limited in prediction precision and is difficult to accurately simulate the dynamic response in the gear shifting process. Comprising the following steps: acquiring component parameters, bearing parameters and control piece parameters of the planetary gear transmission system; based on the parameters and the state of the control member, constructing a control member dynamic model; and based on the component parameters, the bearing parameters and the control piece parameters, constructing a planetary gear transmission system dynamics model. Within a given time step, when an inner ring and an outer ring of a supporting bearing rotate at the same time, calculating a dynamic load fo and deformation deltao of a planet carrier / bearing seat to the outer ring of the bearing and a dynamic load fi and deformation deltai of a transmission shaft to the inner ring, and calculating a dynamic response of a system at the current moment; and a fourth-order Runge-Kutta numerical iteration algorithm is used to solve the dynamic response in the next time step length, and loop iteration is carried out until dynamic characteristic estimation is completed.

Description

Technical Field

[0001] The present invention relates to the technical field of automatic transmission planetary gears, and in particular to a method for predicting dynamic responses of an automatic transmission planetary gear system. Background Art

[0002] With the rapid development of the automobile industry, the performance of the automatic transmission, as one of the core components of the automobile transmission system, has a crucial impact on the driving comfort, fuel economy and power of the vehicle. As a key component of the automatic transmission, the planetary gear system has been widely used in modern automobile transmission systems due to its high power density, compact structure and good transmission efficiency.

[0003] However, due to its complex structure and multi-degree-of-freedom motion characteristics, the planetary gear system often faces various dynamic problems during operation. For example, during the gear shifting process, the planetary gear system will be subjected to instantaneous impact loads, resulting in a sudden change in the meshing force between the gears, which in turn causes vibration and noise in the system. In addition, bearings, gears and other components in the planetary gear system will suffer from wear and fatigue damage after long-term operation. These damages will change the dynamic characteristics of the system and further aggravate the generation of vibration and noise.

[0004] Traditional dynamic response prediction methods are mainly based on simplified mechanical models, which are usually based on simplified assumptions and thus ignore some key factors in the planetary gear system. Therefore, the existing automatic transmission dynamic response prediction methods lack multi-physical field coupling analysis, resulting in limited prediction accuracy and difficulty in accurately simulating the dynamic response during the shifting process. Summary of the invention

[0005] In view of the above analysis, an embodiment of the present invention aims to provide a method for predicting the dynamic response of an automatic transmission planetary gear system, so as to solve the problem that the prediction accuracy of existing automatic transmission dynamic response prediction methods is limited and it is difficult to accurately simulate the dynamic response during the gear shifting process.

[0006] The purpose of the present invention is mainly achieved through the following technical solutions:

[0007] The present invention provides a method for predicting dynamic response of a planetary gear transmission system of an automatic transmission, comprising the following steps:

[0008] Acquiring parameters of each component, each bearing and each operating member of the planetary gear transmission system of the automatic transmission;

[0009] Based on the parameters and states of each control part, a dynamic model of the control part is constructed;

[0010] Based on the parameters of each component, each bearing and each operating member of the planetary gear transmission system, a dynamic model of the planetary gear transmission system of the automatic transmission is constructed; wherein the planetary gear transmission system of the automatic transmission includes an input shaft subsystem and a double planetary gear subsystem; the dynamic model of the planetary gear transmission system of the automatic transmission includes a dynamic model of the input shaft subsystem and dynamic models of each component of the double planetary gear subsystem;

[0011] In a given time step, when the inner and outer rings of the supporting bearing rotate simultaneously, the dynamic load f of the planet carrier / bearing seat on the outer ring of the bearing is calculated. o and deformation δ o And the dynamic load f of the transmission shaft on the inner ring i and deformation δ i , and calculate the dynamic response of the system at the current moment, jointly combine the dynamic models of each subsystem of the automatic transmission planetary gear transmission system and the dynamic model of the operating part, use the fourth-order Runge-Kutta numerical iterative algorithm to solve it, and obtain the dynamic response of the planetary speed change mechanism in the next time step, and iterate until the dynamic characteristics estimation is completed.

[0012] Furthermore, the operating parts include a clutch CH operating part, a brake CR operating part and a brake CL operating part; the operating part dynamics model includes the friction plate dynamics model of the clutch CH operating part, the brake CR operating part and the brake CL operating part and the steel plate dynamics model of the clutch CH operating part; wherein,

[0013] The following formula is used to construct the friction plate dynamics model of each operating member in the separation state:

[0014]

[0015] in, Representing the three degrees of freedom of the bending-torsion coupling excitation of the friction plate of each of the operating members; Respectively represent the mass and moment of inertia of the friction plate of each operating member; are support stiffness and damping of each of the operating members in the x-direction and the y-direction respectively; Indicates that the friction plates of the operating members in the separated state are subjected to the impact force from the inner hub gear teeth in the x-direction and the y-direction components; Indicates the base circle radius of the friction plate of each operating part.

[0016] Furthermore, the following formula is used to construct the steel sheet dynamics model of the clutch CH operating member in the separation state:

[0017]

[0018] in, Represents the 3 degrees of freedom of the bending-torsion coupling excitation of the steel plate of the clutch CH operating member; Respectively represent the mass and moment of inertia of the steel plate of the clutch CH operating member; Respectively represent the support stiffness and damping of the steel plate of the clutch CH operating member in the x direction and y direction; R bch d is the base circle radius of the steel sheet of the clutch CH operating part; It indicates that the steel plate of the clutch CH operating member is subjected to the collision force from the outer hub gear teeth in the disengaged state.

[0019] Further, in the input shaft subsystem of the automatic transmission planetary gear transmission system, the input shaft includes a B1 support bearing, a B2 support bearing, a B3 support bearing, a B4 support bearing and a B5 support bearing; wherein,

[0020] The B1 support bearing is located at the input end; the outer rings of the B2 support bearing and the B3 support bearing support the first row of planetary gear train planet carriers, and the inner rings support the input shaft; the outer rings of the B4 support bearing and the B5 support bearing support the second row of planetary gear train planet carriers, and the inner rings support the input shaft;

[0021] The outer hub of the clutch CH operating member is connected to the input shaft.

[0022] Furthermore, the dynamic equation of the input shaft subsystem is a 5-DOF dynamic equation of bending-torsion-pendulum coupling excitation. Based on Newton's second law, the 5-DOF dynamic model of the input shaft subsystem of bending-torsion-pendulum coupling excitation is constructed using the following formula:

[0023]

[0024] Among them, x R ,y R ,θ xR ,θ yR ,θ zR Represents the 5 degrees of freedom of the input shaft; m R Indicates the input shaft mass; I xR ,I yR, and I zR Respectively represent the input shaft at the center of mass O R Along X R , Y R and Z R Moment of inertia in the direction; a 0 Indicates the input load to the center of mass O R The distance between bh represents the hth support bearing and the center of mass O R The distance between pn Represents the nth row of sun gears and the mass center O RThe distance between d1 Indicates the clutch CH operating element and the mass center O R The distance between represent the support force of the hth bearing in the x-direction and the y-direction respectively; They represent the resultant force of the circumferential meshing force of the spline teeth between the second row sun gear and the input shaft and its components in the x-direction and the y-direction respectively; Indicates the number of planetary gears in the first row of planetary gears; It represents the dynamic meshing force of the kth planetary gear-sun gear meshing pair in the first row of planetary gears; represents the angle between the kth planetary gear-sun gear meshing line in the first row of planetary gears and the x-axis; F chRx ,F chRy They represent the components of the normal meshing force of the spline teeth between the steel plate of the clutch CH operating member and the input shaft in the x direction and the y direction respectively; T chRz Indicates the torque between the clutch CH operating member and the input shaft around the z direction; F x ,F y denote the input loads in the x-direction and y-direction respectively; Indicates the base circle radius of the spline teeth of the second-stage sun gear; Indicates the base circle radius of the first-stage sun gear; T in Indicates the input torque.

[0025] Further, in the input shaft subsystem, when the clutch CH operating member is engaged, the following formula is used to calculate the components of the normal meshing force of the spline teeth between the steel plate of the clutch CH operating member and the input shaft in the x-direction and the y-direction and the torque of the clutch CH operating member and the input shaft around the z-direction:

[0026]

[0027] in, Represents the coupling stiffness vector of the clutch CH operating member; Represents the coupling damping vector of the clutch CH operating member; represents the displacement vector of the first row of planet carriers;

[0028] When the clutch CH operating member is disengaged, the components of the normal meshing force of the spline teeth between the steel plate of the clutch CH operating member and the input shaft in the x and y directions and the torque between the clutch CH operating member and the input shaft around the z direction are calculated based on the relative displacement of the nth tooth of the outer hub and the steel plate in the forward collision and the reverse collision, the tooth side clearance of the nth gear tooth of the outer hub-steel plate, the relative speed of the gear teeth before the forward collision and the reverse collision, the number of teeth of the outer hub and the steel plate, the outer hub rotation speed, the outer hub-steel plate pressure angle, and the base circle radius of the steel plate spline teeth of the clutch CH operating member.

[0029] Further, in the dual planetary gear subsystem of the automatic transmission planetary gear transmission system, the planet carrier of the first planetary gear train is connected to the inner gear ring of the second planetary gear train, the power is input from the sun gear shaft, and the power is output from the planet carrier of the second planetary gear train;

[0030] The dynamic models of the components of the dual planetary gear subsystem include the dynamic model of the planet carrier of the first row planetary gear system, the dynamic model of the first row inner gear ring, the dynamic model of the planet carrier of the second row planetary gear system, the dynamic model of the second row inner gear ring, the dynamic model of each planetary gear of the dual planetary gear set, and the dynamic model of the second row sun gear; wherein,

[0031] For the planet carrier of the first row of planetary gear system, which supports the planetary gears of the first row of planetary gear system and is connected to the inner hubs of the clutch CH operating member and the brake CR operating member, a 3-DOF dynamic model of its bending-torsion coupling excitation is constructed;

[0032] For the first row of internal gear rings, which mesh with the first row of planetary gears, a 3-DOF dynamic model of its bending-torsion coupling excitation is constructed;

[0033] For the planet carrier of the second row planetary gear system, which is fixedly connected to the first row inner gear ring and supports the second row planetary gear set, a 3-DOF dynamic model of its bending-torsion coupling excitation is constructed;

[0034] For the second row of inner gear rings, which mesh with the second row of planetary gear sets and are connected to the inner hub of the clutch CL operating member, a 3-DOF dynamic model of its bending-torsion coupling excitation is constructed;

[0035] For the double planetary gear set, the first row of planetary gear sets meshes with the first row of sun gears and the first row of inner gear rings at the same time, and the second row of planetary gear sets meshes with the second row of sun gears and the second row of inner gear rings at the same time, and a 3-DOF dynamic model of the bending-torsion coupling excitation of each planetary gear is constructed;

[0036] For the second row sun gear, the transmission between it and the input shaft is through an internal spline, and a 3-DOF dynamic model of its bending-torsion coupling excitation is constructed.

[0037] Furthermore, the following formula is used to construct the dynamic model of the planet carrier of the first row of planetary gear systems:

[0038]

[0039] in, Represents the three degrees of freedom of the bending-torsion coupling excitation of the planet carrier of the first row of planetary gear systems; Represents the mass matrix of the planet carrier of the first row of planetary gear systems; represent the support forces of the B2 support bearing and the B3 support bearing in the x-direction and the y-direction respectively; represents the support force of the planetary gear bearing between the planet carrier of the first row of planetary gear system and the kth planetary gear in the x-direction and the y-direction; Indicates the number of planetary gears in the first row of planetary gears; (F chcx ,F chcy ,T chcθ ) represents the components of the spline meshing force between the friction plate of the clutch CH operating member and the planet carrier of the first row of planetary gear system in the x and y directions and the torque around the z direction; (F crcx ,F crcy ,T crcθ ) represents the spline meshing force between the friction plate of the brake CR operating member and the planet carrier of the first row of planetary gear system and the torque around the z direction; Indicates the speed of the first row of planet carriers; Indicates the distance from the center of the kth planetary gear in the first row to the center of the planet carrier; It represents the angle of the kth planet wheel in the first row from the x-axis;

[0040] The support force of the planetary gear bearing between the planet carrier and the kth planetary gear of the first row of planetary gear system in the x-direction and the y-direction is calculated based on the displacement vector of the kth planetary gear of the first row in the x-direction, the y-direction and the torsional direction and the support stiffness of the planetary gear bearing in the x-direction and the y-direction;

[0041] The dynamic model of the first row of internal gear ring is constructed using the following formula:

[0042]

[0043] in, Represents the 3 degrees of freedom of the bending-torsion coupling excitation of the first row of internal gear rings; represents the mass matrix of the first row of internal gear rings; It represents the dynamic meshing force between the kth planetary gear in the first row and the internal gear ring; represents the angle between the meshing line of the kth planetary gear in the first row and the internal gear ring and the x-axis; Represents the coupling force between the first row of internal gear rings and the second row of planetary gear system planet carrier; Indicates the base circle radius of the first row of internal gear rings;

[0044] The dynamic meshing force of the kth planetary gear-internal gear ring of the first row is calculated based on the time-varying meshing stiffness of the kth planetary gear-sun gear meshing pair and the kth planetary gear-internal gear ring meshing pair and the relative displacement deformation of the kth planetary gear-sun gear and the kth planetary gear-internal gear ring;

[0045] The coupling force between the first row of inner gear rings and the second row of planetary gear system planet carriers is calculated based on the coupling stiffness and damping between the first row of inner gear rings and the second row of planet carriers;

[0046] The dynamic model of the planet carrier of the second row planetary gear system is constructed using the following formula:

[0047]

[0048] in, Represents the 3 degrees of freedom of the bending-torsion coupling excitation of the planet carrier of the second row planetary gear system; Represents the mass matrix of the planet carrier of the second row planetary gear system; represent the support forces of the B4 support bearing, the B5 support bearing and the B6 support bearing in the x-direction and the y-direction respectively; Indicates the number of planetary gears in the second row of planetary gears; represents the support force of the planetary gear bearing between the planet carrier of the second row of planetary gear system and the kth planetary gear in the x-direction and the y-direction; Represents the coupling force between the first row of internal gear rings and the second row of planetary gear system planet carrier; Indicates the planet carrier speed of the second row planetary gear system; The distance from the center of the kth planetary gear in the second row to the center of the planet carrier; represents the angle between the kth planet wheel in the second row and the x-axis; T out Represents the output torque of the system;

[0049] The support force of the planetary gear bearing between the planet carrier and the kth planetary gear of the second row of planetary gear system in the x-direction and the y-direction is calculated based on the displacement vector of the kth planetary gear of the second row in the x-direction, the y-direction and the torsional direction and the support stiffness of the planetary gear bearing in the x-direction and the y-direction;

[0050] The dynamic model of the second row of internal gear ring is constructed using the following formula:

[0051]

[0052] in, Represents the 3 degrees of freedom of the bending-torsion coupling excitation of the second row of internal gear rings; represents the mass matrix of the second row of internal gear rings; represents the dynamic meshing force between the kth planetary gear in the second row and the internal gear ring; represents the angle between the meshing line of the kth planetary gear in the second row and the internal gear ring and the x-axis; (F clrx ,F clry ,T clrθ) represents the components of the normal meshing force of the spline teeth between the friction plate of the brake CL operating member and the second row of internal gear ring in the x and y directions and the torque about the z direction; Indicates the base circle radius of the second row of internal gear ring;

[0053] The dynamic meshing force of the kth planetary gear-internal gear ring of the second row is calculated based on the time-varying meshing stiffness of the kth planetary gear-sun gear meshing pair and the kth planetary gear-internal gear ring meshing pair and the relative displacement deformation of the kth planetary gear-sun gear and the kth planetary gear-internal gear ring;

[0054] The dynamic model of the kth planetary gear of the nth planetary gear set of the double planetary gear set is constructed using the following formula:

[0055]

[0056] in, It represents the three degrees of freedom of the bending-torsion coupling excitation of the kth planetary gear of the nth row of planetary gear sets; Represents the mass matrix of the kth planetary gear of the nth row of planetary gear sets; It represents the bearing force between the planet carrier and the kth planetary gear of the nth row of planetary gear sets; It represents the dynamic meshing force between the kth sun gear and the planetary gear of the nth row of planetary gear sets; It represents the angle between the meshing line of the kth planetary gear and the sun gear of the nth row of planetary gears and the x-axis; It represents the dynamic meshing force between the kth planetary gear and the inner ring gear of the nth row of planetary gear sets; It represents the angle between the meshing line of the kth planetary gear and the inner ring gear of the nth row of planetary gear sets and the x-axis; Indicates the speed of the nth row of planet carriers; Indicates the distance from the center of the kth planetary gear in the nth row of planetary gears to the center of the planet carrier; It represents the angle between the kth planet wheel of the nth row of planetary gears and the x-axis; Indicates the base circle radius of the kth planetary gear of the nth row of planetary gear sets;

[0057] The bearing force between the planet carrier and the kth planetary gear of the nth row of planetary gear sets is calculated based on the support stiffness and damping of the kth planetary gear bearing in the x-direction and the y-direction and the dynamic meshing force between the kth sun gear and the planetary gear and the kth planetary gear and the inner ring gear;

[0058] The dynamic model of the second row sun gear is constructed using the following formula:

[0059]

[0060] in, Represents the 3 degrees of freedom of the bending-torsion coupling excitation of the second row sun gear; represents the mass matrix of the second row of sun gears; represents the dynamic meshing force of the kth sun gear-planet gear in the second row; represents the angle between the meshing line of the kth planetary gear in the second row and the sun gear and the x-axis; They represent the resultant force of the circumferential meshing force of the spline teeth between the second row sun gear and the input shaft and its components in the x-direction and the y-direction respectively; Indicates the speed of the second row planet carrier; Indicates the base circle radius of the second-stage sun gear; Indicates the base circle radius of the spline teeth.

[0061] Further, in the first row planetary gear system planet carrier of the dual planetary gear subsystem of the automatic transmission planetary gear transmission system, when the clutch CH operating member is engaged, the following formula is used to calculate the components of the spline tooth meshing force between the clutch CH operating member friction plate and the first row planetary gear system planet carrier in the x direction and the y direction and the torque around the z direction:

[0062]

[0063] in, Represents the coupling stiffness vector of the clutch CH operating member; Represents the coupling damping vector of the clutch CH operating member; represents the displacement vector of the first row of planet carriers;

[0064] When the clutch CH operating member is disengaged, the components of the spline tooth meshing force in the x-direction and y-direction and the torque around the z-direction between the friction plate of the clutch CH operating member and the planetary carrier of the first row of planetary gear system are calculated based on the relative displacement between the inner hub and the nth tooth of the friction plate in the forward collision and the reverse collision, the tooth side clearance of the nth gear tooth of the inner hub-friction plate, the relative speed of the gear teeth before the forward collision and the reverse collision, the number of teeth of the inner hub and the friction plate, the rotation speed of the inner hub, the pressure angle of the inner hub-friction plate, and the base circle radius of the spline teeth of the friction plate of the clutch CH operating member;

[0065] When the brake CR operating member is engaged, the following formula is used to calculate the components of the spline tooth meshing force between the brake CR operating member friction plate and the inner hub of the first row planetary gear system planet carrier in the x and y directions and the torque around the z direction:

[0066]

[0067] in, Represents the coupling stiffness vector of the brake CR operating member; Represents the coupling damping vector of the brake CR operating member; represents the displacement vector of the first row of planet carriers;

[0068] When the brake CR operating member is released, calculate the components F of the collision force of all gear pairs of the inner hub-friction plate in the x and y directions. ix 、F iy , as the components of the spline tooth meshing force between the friction plate of the brake CR operating part and the planetary carrier of the first row of planetary gear system in the x and y directions, and the torque around the z direction is calculated.

[0069] Further, in the second row of the inner gear ring of the double planetary gear subsystem of the automatic transmission planetary gear transmission system, when the brake CL operating member is engaged, the following formula is used to calculate the components of the normal meshing force of the spline teeth between the friction plate of the brake CL operating member and the second row of the inner gear ring in the x direction and the y direction and the torque around the z direction:

[0070]

[0071] in, Represents the coupling stiffness vector of the brake CL operating member; Represents the coupling damping vector of the brake CR operating member; represents the displacement vector of the second row of internal gear ring;

[0072] When the brake CL operating member is released, calculate the components F of the resultant force of the collision force of all gear pairs of the inner hub and friction plate in the x and y directions. ix 、F iy , as the components of the spline tooth meshing force between the friction plate of the brake CL operating member and the second row of internal gear ring in the x and y directions, and the torque around the z direction is calculated.

[0073] Compared with the prior art, the present invention can achieve at least one of the following beneficial effects:

[0074] 1. The dynamic response prediction method of the present invention significantly improves the prediction accuracy of dynamic response by comprehensively considering multiple complex factors in the planetary gear system, such as the randomness of the operating parts and nonlinear tooth impact collision, time-varying meshing stiffness, nonlinear support force, etc. This method can more accurately simulate the dynamic behavior during the gear shifting process, making the prediction results closer to the actual working conditions, and providing a more reliable basis for the design and optimization of automatic transmissions.

[0075] 2. The dynamic response prediction method of the present invention can be applied to multi-gear working conditions to achieve accurate simulation of the dynamic performance of the planetary gear transmission system of the automatic transmission under different gears. By accurately simulating the vibration response under each gear, the vibration control strategy can be optimized to ensure that the system can operate stably under various working conditions, thereby improving the overall performance of the automatic transmission.

[0076] 3. Through accurate dynamic response prediction, the present invention can identify potential problems in advance, optimize gear parameters and operating component design, thereby improving the transmission efficiency of the system, reducing energy loss, and improving driving comfort and fuel economy.

[0077] 4. The present invention uses numerical simulation methods to virtually verify and optimize the automatic transmission during the design phase, reducing the number and cost of physical tests and shortening the development cycle; accurate prediction results can quickly evaluate the performance of different design solutions, thereby finding the optimal solution more quickly and improving design efficiency.

[0078] In the present invention, the above-mentioned technical solutions can also be combined with each other to achieve more preferred combination solutions. Other features and advantages of the present invention will be described in the subsequent description, and some advantages can become obvious from the description, or can be understood by practicing the present invention. The purpose and other advantages of the present invention can be realized and obtained through the contents particularly pointed out in the description and the drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0079] The drawings are only for the purpose of illustrating particular embodiments and are not to be considered limiting of the present invention. Like reference symbols denote like components throughout the drawings.

[0080] Figure 1 A schematic diagram of the structure of a planetary gear system of an automatic transmission in an embodiment of the present invention;

[0081] Figure 2 It is a schematic flow chart of a method for estimating dynamic response of a planetary gear system of an automatic transmission according to an embodiment of the present invention;

[0082] Figure 3 Schematic diagram of the structure of the operating member in the embodiment of the present invention.

[0083] Reference numerals:

[0084] 1-B1 support bearing; 2-B2 support bearing; 3-B3 support bearing; 4-B4 support bearing; 5-B5 support bearing; 6-B6 support bearing; 7-clutch CH operating member; 8-brake CR operating member; 9-clutch CL operating member. DETAILED DESCRIPTION

[0085] The preferred embodiments of the present invention are described in detail below in conjunction with the accompanying drawings, wherein the accompanying drawings constitute a part of this application and are used together with the embodiments of the present invention to illustrate the principles of the present invention, but are not used to limit the scope of the present invention.

[0086] A specific embodiment of the present invention discloses a method for predicting the dynamic response of a planetary gear system of an automatic transmission, such as Figure 1As shown, the automatic transmission planetary gear system includes an input shaft, two rows of planetary gear sets, three operating parts and six supporting bearings; each row of planetary gear trains has four planetary gears, and six bearings support the rotation of the input shaft and the output shaft; the first row of inner gear rings are fixedly connected to the second row of planet carriers; the outer hub of the clutch CH operating part is connected to the input shaft, and the inner hub is the first row of planet carriers; the outer hub of the brake CR operating part is fixed on the housing, and the inner hub is the first row of planet carriers; the outer hub of the clutch CL operating part is fixed on the housing, and the inner hub is the second row of inner gear rings. It should be noted that the output shaft of the automatic transmission in this embodiment is the second row of planet carriers.

[0087] Further, such as Figure 2 As shown, the method includes the following steps S1-S4:

[0088] Step S1, obtaining parameters of each component, each bearing and each operating part of the planetary gear transmission system of the automatic transmission.

[0089] Specifically, the planetary gear transmission system components of the automatic transmission include a planetary gear set, a transmission shaft, a bearing and an operating member.

[0090] The planetary gear set is the core component of the automatic transmission. Different transmission ratios are achieved through the mutual engagement and movement of each component, thereby meeting the power requirements of the vehicle under different driving conditions. It includes: a sun gear, which is a fixed or rotating central gear; planetary gears, which are gears that rotate and mesh around the sun gear and are usually installed on a planetary carrier; an inner ring gear, which is a gear that surrounds the planetary gears and is usually fixed to the transmission housing; a planetary carrier, which is a component used to support the planetary gears and allow them to rotate around the sun gear.

[0091] The transmission shaft is used to connect the planetary gear set with the input shaft or output shaft of the transmission to transmit power.

[0092] The bearings are distributed at various key positions of the planetary gear set and are used to reduce friction and ensure that each component can rotate smoothly and flexibly.

[0093] The operating part includes an inner hub and a friction plate, an outer hub and a steel plate; the inner hub is connected to the components of the transmission, and the friction plate is installed on the inner hub; the outer hub is connected to the components in the planetary gear set, and the steel plate is installed on the outer hub; the engagement and separation between the friction plate and the steel plate are controlled by the hydraulic system to realize different working states of the planetary gear set, thereby achieving the purpose of shifting.

[0094] The component parameters include but are not limited to: the number of teeth, which is the number of teeth on the planetary gear, which determines the tooth profile shape and gear ratio of the gear and has an important influence on the transmission ratio and meshing characteristics; the module, which is a measure of the gear size and is related to the size of the tooth, wherein the larger the module, the higher the gear tooth profile, the stronger the load-bearing capacity, and the larger the volume; the pressure angle, which is the angle of the tooth profile when the gears are meshing, which affects the contact stress and transmission efficiency of the gears; the mass of the gear, which is the weight of the gear, which affects the rotational inertia of the gear, and thus affects the dynamic response and balance of the gear; the moment of inertia, which is a measure of the inertia of the gear itself for rotational motion, and reflects the difficulty of the angular velocity of the gear changing when it is subjected to an external torque; the tooth side clearance, which is the distance between the tooth surfaces of the two relatively meshing gears in the direction of the tangent of the pitch circle in the non-working state, is used to ensure smooth operation of the gears, provide lubrication space and compensate for errors.

[0095] The bearing parameters include the inner diameter of each rolling bearing component, which is the diameter of the inner ring of the bearing and determines the size of the shaft that the bearing can adapt to; the outer diameter, which is the diameter of the outer ring of the bearing, which determines the size requirements of the bearing installation space; the width, which is the width of the bearing and affects the bearing's load-bearing capacity and installation space; the roller diameter, which is the diameter of the rolling element, which determines the bearing's load-bearing capacity and stiffness; the stiffness, which is the degree of deformation of the bearing when it is loaded, determines the bearing's ability to resist deformation; the damping, which is the friction and energy dissipation characteristics inside the bearing; the clearance, which is the gap between the rolling elements and the inner and outer rings inside the bearing, which affects the bearing's running smoothness, noise level and life; the Young's modulus, which is the elastic modulus of the bearing, affects the deformation and stress distribution of the bearing under load.

[0096] Step S2: construct a dynamic model of the control part based on the parameters of each control part and the state of each control part.

[0097] Specifically, Figure 3 In the operating member structure shown in the figure, the inner hub and friction plate, and the outer hub and steel plate of the operating member use splines to transmit power; the separation or combination of the friction plate and steel plate of different clutch / brake operating members of the speed change mechanism is controlled by the electronically controlled hydraulic system to achieve speed and torque output of different transmission ratios.

[0098] When the steel plate and friction plate of the operating part are in a separated state, the friction plate / steel plate is floatingly supported on the inner hub / outer hub. When the inner hub / outer hub rotates, the floatingly supported friction plate / steel plate and the inner hub / outer hub spline teeth will generate random and nonlinear collision force, thus affecting the dynamic characteristics of each component.

[0099] Furthermore, the operating parts include a clutch CH operating part, a brake CR operating part and a brake CL operating part; the operating part dynamics model includes the friction plate dynamics model of the clutch CH operating part, the brake CR operating part and the brake CL operating part and the steel plate dynamics model of the clutch CH operating part; wherein,

[0100] The following formula is used to construct the friction plate dynamics model of each operating member in the separation state:

[0101]

[0102] in, Representing the three degrees of freedom of the bending-torsion coupling excitation of the friction plate of each of the operating members; Respectively represent the mass and moment of inertia of the friction plate of each operating member; are support stiffness and damping of each of the operating members in the x-direction and the y-direction respectively; Indicates that the friction plates of the operating members in the separated state are subjected to the impact force from the inner hub gear teeth in the x-direction and the y-direction components; Indicates the base circle radius of the friction plate of each operating part.

[0103] Furthermore, the following formula is used to construct the steel sheet dynamics model of the clutch CH operating member in the separation state:

[0104]

[0105] in, Represents the 3 degrees of freedom of the bending-torsion coupling excitation of the steel plate of the clutch CH operating member; Respectively represent the mass and moment of inertia of the steel plate of the clutch CH operating member; Respectively represent the support stiffness and damping of the steel plate of the clutch CH operating member in the x direction and y direction; R bch d is the base circle radius of the steel sheet of the clutch CH operating part; It indicates that the steel plate of the clutch CH operating member is subjected to the collision force from the outer hub gear teeth in the disengaged state.

[0106] Specifically, in the planetary gear system of the automatic transmission of the present embodiment, when the clutch CH operating member is engaged, and the brake CR operating member and the brake CL operating member are separated, at this time, the first row of sun gear shafts are engaged with the planetary carrier, the planetary row rotates as a whole, and the transmission ratio is 1:1, that is, the high-speed gear; when the brake CR operating member is engaged, the clutch CH operating member and the brake CL operating member are separated, the first row of planetary carriers are fixedly connected to the frame, that is, the first row of planetary carriers are fixed, and the transmission ratio is -2.85:1. This transmission ratio is suitable for working conditions that require deceleration and change of rotation direction, such as reverse gear or certain low-speed gears; when the brake CL operating member is engaged, the clutch CH operating member and the brake CR operating member are separated, the second row of inner ring gears are fixedly connected to the frame, that is, the second row of inner ring gears are fixed, and the transmission ratio is 3.11:1. This transmission ratio is suitable for working conditions that require a larger deceleration ratio, such as some low-speed gears, which can further increase the torque output and enable the vehicle to have more traction when traveling at a low speed.

[0107] When the operating parts are in the separated state, the friction plate is suspended on the inner hub and the steel plate is suspended on the outer hub, and random collision force will be generated when the speed change mechanism is running.

[0108] It should be noted that, for the brake CR operating member and the brake CL operating member, in the separated state, the brake steel plate is floatingly supported on the outer hub fixed to the housing. Since the outer hub is stationary, the brake steel plate can be considered to be relatively stationary.

[0109] Under multi-gear conditions, the engagement and disengagement of the operating parts occur frequently, and the nonlinear and random changes in the collision characteristics have a more significant impact on the dynamic response of the system. Therefore, considering the collision of the operating part teeth can achieve a more accurate and realistic prediction of the dynamic response of the automatic transmission planetary gear transmission system under multi-gear conditions.

[0110] Step S3, constructing a dynamic model of the planetary gear transmission system of an automatic transmission based on the parameters of each component, each bearing parameter and each operating part parameter of the planetary gear transmission system; wherein the planetary gear transmission system of the automatic transmission includes an input shaft subsystem and a dual planetary gear subsystem; the dynamic model of the planetary gear transmission system of the automatic transmission includes a dynamic model of the input shaft subsystem and dynamic models of each component of the dual planetary gear subsystem.

[0111] Specifically, according to the structure and dynamic relationship of the planetary speed mechanism, a bending-torsion swing model of the planetary speed mechanism transmission shaft and a bending-torsion model of the planetary gear train are established, and the planetary row and the transmission shaft are coupled through the nonlinear time-varying support stiffness of the multi-point support bearing to predict the dynamic response of each component of the planetary speed mechanism system.

[0112] Further, in the input shaft subsystem of the automatic transmission planetary gear transmission system, the input shaft includes a B1 support bearing, a B2 support bearing, a B3 support bearing, a B4 support bearing and a B5 support bearing; wherein,

[0113] The B1 support bearing is located at the input end; the outer rings of the B2 support bearing and the B3 support bearing support the first row of planetary gear train planet carriers, and the inner rings support the input shaft; the outer rings of the B4 support bearing and the B5 support bearing support the second row of planetary gear train planet carriers, and the inner rings support the input shaft.

[0114] The outer hub of the clutch CH operating member is connected to the input shaft.

[0115] Specifically, based on the structural parameters and loads of the input shaft, considering its multi-degree-of-freedom vibration characteristics, according to Newton's second law, the input shaft bending, torsion and swing dynamic equations are established. Through the dynamic model, the dynamic response of the input shaft under different working conditions can be analyzed.

[0116] Furthermore, the dynamic equation of the input shaft subsystem is a 5-DOF dynamic equation of bending-torsion-pendulum coupling excitation. Based on Newton's second law, the 5-DOF dynamic model of the input shaft subsystem of bending-torsion-pendulum coupling excitation is constructed using the following formula:

[0117]

[0118] Among them, x R ,y R ,θ xR ,θ yR ,θ zR Represents the 5 degrees of freedom of the input shaft; m R Indicates the input shaft mass; I xR ,I yR, and I zR Respectively represent the input shaft at the center of mass O R Along X R , Y R and Z R Moment of inertia in the direction; a 0 Indicates the input load to the center of mass O R The distance between bh represents the hth support bearing and the center of mass O R The distance between pn Represents the nth row of sun gears and the mass center O R The distance between d1 Indicates the clutch CH operating element and the mass center O R The distance between represent the support force of the hth bearing in the x-direction and the y-direction respectively; They represent the resultant force of the circumferential meshing force of the spline teeth between the second row sun gear and the input shaft and its components in the x-direction and the y-direction respectively; Indicates the number of planetary gears in the first row of planetary gears; It represents the dynamic meshing force of the kth planetary gear-sun gear meshing pair in the first row of planetary gears; represents the angle between the kth planetary gear-sun gear meshing line in the first row of planetary gears and the x-axis; F chRx ,F chRy They represent the components of the normal meshing force of the spline teeth between the steel plate of the clutch CH operating member and the input shaft in the x direction and the y direction respectively; T chRz Indicates the torque between the clutch CH operating member and the input shaft around the z direction; F x ,F y denote the input loads in the x-direction and y-direction respectively; Indicates the base circle radius of the spline teeth of the second-stage sun gear; Indicates the base circle radius of the first-stage sun gear; T in Indicates the input torque.

[0119] Specifically, the input shaft of the automatic transmission in this embodiment is the sun gear shaft, that is, the first row of sun gears and the input shaft are machined as one piece, but the second row of sun gears and the input shaft are not one piece, and are driven by an internal spline; therefore, when constructing the dynamic model of the input shaft subsystem, it is necessary to consider the circumferential meshing force of the spline teeth between the second row of sun gears and the input shaft.

[0120] The resultant force of the circumferential meshing force of the spline teeth between the second row sun gear and the input shaft and its components in the x-direction and y-direction are calculated using the following formula:

[0121]

[0122] Among them, K mR and C mR They represent the meshing stiffness and meshing damping of the spline tooth pair, respectively, and are calculated by the potential energy method; represents the angular position of the qth pair of spline teeth from the x-axis; δ mRq It represents the relative displacement of the qth pair of spline gear teeth along the meshing line, which is calculated using the following formula:

[0123]

[0124] Among them, x s (2) ,y s (2) and θ s (2) Represents the displacement of the second row of sun gears in the x direction, y direction and torsion direction; α mRIndicates the pressure angle of the spline tooth pitch circle; R bmR (2) Indicates the base circle radius of the spline teeth; It represents the relative speed of the qth pair of spline gear teeth along the meshing line.

[0125] More specifically, in practice, the support stiffness and damping of the bearing will change with the change of load and deformation. Therefore, calculating the nonlinear support load of the bearing can make the model closer to the actual situation, thereby more accurately reflecting the force condition of the bearing under actual working conditions, and more realistically simulating the dynamic response of the bearing under different working conditions. Therefore, the nonlinear support force of each bearing is obtained using the following method, including steps S311-S313:

[0126] Step S311: Based on the parameters of each bearing, the angular position of each roller is obtained using the following formula:

[0127]

[0128] Among them, θ j represents the angular position of the jth roller; ω cage represents the angular velocity of the planet carrier; t represents time; N b Indicates the number of rollers in the bearing.

[0129] Specifically, by calculating the angular position of each roller, the contact point between the roller and the inner and outer ring raceways can be determined, thereby providing a basis for calculating the contact force between the roller and the raceway.

[0130] Step S312: Based on the angular position of each roller, the contact deformation between the jth roller and the inner and outer rings of the bearing is obtained using the following formula:

[0131] δ j =x b cosθ j +y b sinθ j -c 0 (7)

[0132] Among them, x b ,y b They represent the displacement of the inner ring of the bearing in the X and Y directions respectively; c 0 Indicates the radial clearance of the bearing.

[0133] Specifically, according to the angular position of the roller, the contact deformation between the roller and the raceway can be calculated, and then the nonlinear support load of the bearing can be calculated using the Hertz contact theory.

[0134] Step S313: Based on the contact deformation between each roller and the inner and outer rings of the bearing, the nonlinear support load of the bearing in the X direction and the Y direction is obtained using the following formula:

[0135]

[0136] Among them, K b Represents the Hertzian contact stiffness between the roller and the raceway; α a Indicates the bearing contact angle.

[0137] It should be noted that the support force of the h-th bearing in the x-direction and the y-direction is calculated using formula (8) and formula (9).

[0138] More specifically, the meshing state of the planetary gear set directly affects the dynamic performance of the entire transmission system, and the dynamic meshing force of the planetary gear set can reflect the dynamic behavior of the gear pair during the meshing process.

[0139] Based on the parameters of each component of the planetary gear transmission system and the relative motion relationship of the planetary gear set, the dynamic meshing force of the planetary gear set is obtained, including the following steps S321-S323:

[0140] Step S321: Based on the basic structural parameters of the planetary gear set, the time-varying meshing stiffness of the sun gear-planet gear meshing pair and the planet gear-ring gear meshing pair having a phase relationship is obtained.

[0141] Specifically, the time-varying mesh stiffness is an important parameter that reflects the change in stiffness of a gear pair during the meshing process due to the elastic deformation of the gear teeth and the change in the position of the meshing point.

[0142] More specifically, in a planetary gear transmission system, in order to accurately describe the relative position relationship of the gear pairs during the meshing process, based on the parameters of each component of the planetary gear transmission system, the phase difference between the kth sun gear-planet gear meshing pair and the kth planet gear-inner ring gear meshing pair is calculated respectively.

[0143] Among them, when the planetary gear rotates clockwise, the phase difference between the kth sun gear-planetary gear meshing pair and the kth planetary gear-ring gear meshing pair is calculated using the following formula:

[0144]

[0145] Among them, γ spk represents the phase difference between the sun gear and the kth planet gear; γ rpk represents the phase difference between the inner ring gear and the kth planetary gear; z s Indicates the number of sun gear teeth; z r represents the number of teeth in the inner ring gear; dec() represents the remainder function; n represents the number of planetary gears.

[0146] When the planetary gear rotates counterclockwise, the phase difference between the kth sun gear-planetary gear meshing pair and the kth planetary gear-ring gear meshing pair is calculated using the following formula:

[0147]

[0148] For example, when upshifting, when the sun gear is used as input and rotates clockwise, the planetary gear rotates counterclockwise, and the inner ring gear is fixed, a higher transmission ratio can be achieved, thereby increasing the output speed. When downshifting, when the inner ring gear is used as input and rotates clockwise, the planetary gear rotates clockwise, and the sun gear is fixed, a lower transmission ratio can be achieved, thereby reducing the output speed.

[0149] Specifically, based on the basic parameters of the planetary gear set, the phase difference between the sun gear-planet gear meshing pair and the planet gear-ring gear meshing pair is calculated using the following formula:

[0150]

[0151] Among them, γ sr Represents the phase difference between the sun gear-planet gear meshing pair and the planet gear-ring gear meshing pair; R os Indicates the radius of the sun gear tooth tip circle; R bs and R bp Respectively represent the base circle radius of the sun gear and the planetary gear; m pl and α p Respectively represent the module and pressure angle of the planetary gear train; t b Indicates the tooth thickness of the planetary gear at the base circle position, which is calculated using the following formula:

[0152]

[0153] Among them, χ p Indicates the planetary gear displacement coefficient; z p Indicates the number of planetary gear teeth.

[0154] More specifically, the phase difference between the sun gear-planet gear meshing pair and the planet gear-internal gear meshing pair is calculated based on the basic parameters of the planetary gear set in order to more accurately describe the motion relationship of the planetary gear set, thereby optimizing the transmission performance and ensuring the stable operation of the automatic transmission under various working conditions.

[0155] Furthermore, based on the phase difference between the kth sun gear-planet gear meshing pair and the kth planet gear-ring gear meshing pair and the phase difference between the sun gear-planet gear meshing pair and the planet gear-ring gear meshing pair, the meshing period T is introduced. m , the time-varying meshing stiffness of the sun gear-planet gear meshing pair and the planet gear-ring gear meshing pair with phase relationship is calculated using the following formula:

[0156]

[0157] Among them, k spk(t) represents the meshing stiffness of the kth planetary gear-sun gear meshing pair at time t; k rpk (t) represents the meshing stiffness of the kth planetary gear-ring gear meshing pair at time t; k sp () represents the time-varying meshing stiffness of the sun gear-planet gear meshing pair calculated by the potential energy method; k rp () represents the time-varying meshing stiffness of the planetary gear-ring gear meshing pair calculated by the potential energy method; γ spk represents the phase difference between the sun gear and the kth planet gear; γ rpk represents the phase difference between the inner gear ring and the kth planetary gear; γ sr Indicates the phase difference between the sun gear-planet gear meshing pair and the planet gear-ring gear meshing pair; T m Indicates the meshing cycle.

[0158] Specifically, in a planetary gear system, the meshing of the sun gear, planetary gear and inner ring gear is performed periodically. This periodic meshing causes the meshing stiffness to change over time, that is, to generate a time-varying meshing stiffness. m This is the time scale of this periodic change, representing the time from a certain meshing position to the next return to the same meshing position. By introducing the meshing period T m , the dynamic characteristics of gear meshing in planetary gear systems can be more accurately described and calculated.

[0159] Step S322: Based on the relative motion relationship of the planetary gear transmission system, the relative displacement deformation of the sun gear-planet gear meshing pair and the planet gear-ring gear meshing pair is obtained.

[0160] Specifically, based on the positional relationship between the kth sun gear-planet gear and the planet gear-ring gear meshing action lines, the following formula is used to calculate the angle between the kth planet gear-sun gear and the kth planet gear-ring gear meshing lines and the x-axis:

[0161]

[0162] Among them, ψ spk represents the angle between the kth planetary gear-sun gear meshing line and the x-axis; ψ rpk represents the angle between the meshing line of the kth planetary gear and the inner ring gear and the x-axis; α p represents the pressure angle; Represents the angle between the kth planetary gear and the x-axis.

[0163] More specifically, the origin of the global coordinate system XYZ is the rotation center of the central rotating components (sun gear, inner gear ring and planet carrier), and the origin of the follower coordinate system UVW is the axis position of the planet gear. This coordinate system is fixed to the planet carrier and rotates at the theoretical rotation speed ω. cRotate, that is, use the following formula to calculate the angular position of the kth planetary wheel distance x axis:

[0164]

[0165] in, Indicates the angular position of the first planetary gear with respect to the x-axis; ω c represents the rotation speed of the planet carrier; n represents the number of planetary gears; t represents the calculation time.

[0166] Further, based on the angle between the meshing line of the kth planetary gear-sun gear and the kth planetary gear-inner gear ring and the x-axis, the relative displacement deformation of the kth sun gear-planetary gear and the kth planetary gear-inner gear ring at the meshing line position is calculated using the following formula:

[0167]

[0168] Among them, δ spk represents the relative displacement deformation of the kth planetary gear and sun gear; δ rpk represents the relative displacement deformation of the kth planetary gear and the inner ring gear; x s ,y s ,θ s Respectively represent the displacement of the sun gear in the X direction, Y direction and torsion direction; x pk ,y pk ,θ pk Respectively represent the displacement of the kth planetary gear in the X direction, Y direction and torsion direction; x r ,y r ,θ r Respectively represent the displacement of the inner gear ring in the X direction, Y direction and torsion direction; θ c Represents the displacement of the planet carrier in the torsion direction; R bs Indicates the base radius of the sun gear; R bp Indicates the radius of the planetary gear base circle; R br Indicates the base circle radius of the inner gear ring; R ck represents the distance from the center of the kth planetary gear to the center of the sun gear; ψ spk represents the angle between the kth planetary gear-sun gear meshing line and the x-axis; ψ rpk represents the angle between the meshing line of the kth planetary gear and the inner ring gear and the x-axis; α p represents the pressure angle; e spk represents the transmission error of the kth planetary gear-sun gear along the meshing line; e rpk It represents the transmission error of the kth planetary gear-ring gear along the meshing line.

[0169] Specifically, the relative displacement deformation of the sun gear-planet gear meshing pair and the planet gear-internal gear meshing pair can directly reflect the actual motion state of the gear pair during the meshing process. These displacement changes will further affect the meshing stiffness and meshing damping of the gear pair, thereby affecting the magnitude and direction of the dynamic meshing force of the planetary gear set. By accurately calculating the relative displacement deformation, the dynamic behavior of the gear pair during the meshing process can be more accurately determined.

[0170] Step S323: obtaining the dynamic meshing force of the sun gear-planet gear meshing pair and the planet gear-ring gear meshing pair based on the time-varying meshing stiffness and relative displacement deformation of the sun gear-planet gear meshing pair and the planet gear-ring gear meshing pair.

[0171] Furthermore, the dynamic meshing force of the sun gear-planet gear meshing pair and the planet gear-ring gear meshing pair is obtained using the following formula:

[0172]

[0173] Among them, F spk represents the dynamic meshing force of the kth planetary gear-sun gear meshing pair; k spk represents the meshing stiffness of the kth planetary gear-sun gear meshing pair; δ spk represents the relative displacement deformation of the kth planetary gear and sun gear; c spk represents the meshing damping of the kth planetary gear and sun gear; F rpk represents the dynamic meshing force of the kth planetary gear-ring gear meshing pair; k rpk represents the meshing stiffness of the kth planetary gear-ring gear meshing pair; δ rpk represents the relative displacement deformation of the kth planetary gear and the inner ring gear; c rpk represents the meshing damping of the kth planetary gear and the internal gear ring.

[0174] More specifically, the meshing damping of the kth planetary gear-sun gear and the meshing damping of the kth planetary gear-ring gear are calculated using the following formula:

[0175]

[0176] Among them, m s 、m pk and m r They represent the masses of the sun gear, the kth planetary gear and the inner ring gear respectively; ζ represents the damping ratio, which is 0.03-0.17 by way of example.

[0177] Further, in the input shaft subsystem, when the clutch CH operating member is engaged, the following formula is used to calculate the components of the normal meshing force of the spline teeth between the steel plate of the clutch CH operating member and the input shaft in the x-direction and the y-direction and the torque of the clutch CH operating member and the input shaft around the z-direction:

[0178]

[0179] in, Represents the coupling stiffness vector of the clutch CH operating member; Represents the coupling damping vector of the clutch CH operating member; Represents the displacement vector of the first row of planet carriers.

[0180] Specifically, when the clutch CH operating member is engaged, its friction plate is in close contact with the steel plate, and the input shaft is connected to the first row of planetary carriers through friction force to achieve direct power transmission. Therefore, the normal meshing force of the spline teeth between the steel plate of the clutch CH operating member and the input shaft in the x-direction and y-direction components F chRx and F chRy , which is also the coupling force between the first row of planet carriers and the sun gear shaft in the x and y directions F chcx and F chcy .

[0181] When the clutch CH operating member is disengaged, based on the relative displacement of the nth tooth of the outer hub and the steel plate in the forward collision and reverse collision, the tooth side clearance of the nth gear tooth of the outer hub-steel plate, the relative speed of the gear teeth before the forward collision and reverse collision, the number of teeth of the outer hub and the steel plate, the outer hub speed, the outer hub-steel plate pressure angle, and the base circle radius of the steel plate spline teeth of the clutch CH operating member, the following formula is used to calculate the components of the normal meshing force of the spline teeth between the steel plate of the clutch CH operating member and the input shaft in the x and y directions, and the torque of the clutch CH operating member and the input shaft around the z direction:

[0182]

[0183] Among them, F on represents the nonlinear collision force of the nth pair of teeth of the outer hub-steel sheet; δ Fon and δ Bon They represent the relative displacement of the nth tooth of the outer hub and the steel sheet in the forward collision and reverse collision respectively; c on represents the tooth side clearance of the nth gear tooth between the outer hub and the steel sheet; K represents the gear tooth stiffness; μ represents the hysteresis damping coefficient; e represents the restitution coefficient; and Respectively represent the relative speed of the gear teeth before the forward collision and the reverse collision; z o Indicates the number of teeth on the outer hub and steel disc; ω o Indicates the outer hub speed; α 0 represents the pressure angle between inner hub-friction plate and outer hub-steel plate; t represents time; F onx and F onyThey represent the collision force of the nth pair of teeth of the outer hub-steel sheet in the x direction and the y direction respectively; F ox and F oy They represent the resultant collision force of all gear teeth of the outer hub-steel sheet in the x-direction and the y-direction respectively.

[0184] Use the following formula to calculate the torque between the clutch CH operating member and the input shaft in the z direction:

[0185]

[0186] in, express; Indicates the base circle radius of the clutch CH steel spline teeth.

[0187] It should be noted that when the clutch CH operating member is in the disengaged state, the collision force between the steel plate and the outer hub (connected to the transmission shaft) is the resultant force of the collision forces of all gear pairs between the outer hub and the steel plate, that is, the component force F of the normal meshing force of the spline teeth between the steel plate of the clutch CH operating member and the input shaft in the x direction. chRx =F ox ; The component force F of the normal meshing force of the spline teeth between the steel plate of the clutch CH operating member and the input shaft in the y direction chRy =F oy .

[0188] Further, in the dual planetary gear subsystem of the automatic transmission planetary gear transmission system, the planet carrier of the first planetary gear train is connected to the inner gear ring of the second planetary gear train, the power is input from the sun gear shaft, and the power is output from the planet carrier of the second planetary gear train;

[0189] The dynamic models of the components of the dual planetary gear subsystem include the dynamic model of the planet carrier of the first row planetary gear system, the dynamic model of the first row inner gear ring, the dynamic model of the planet carrier of the second row planetary gear system, the dynamic model of the second row inner gear ring, the dynamic model of each planetary gear of the dual planetary gear set, and the dynamic model of the second row sun gear; wherein,

[0190] For the planetary carrier of the first row of planetary gear systems, which supports the planetary gears of the first row of planetary gear systems and is respectively connected to the inner hubs of the clutch CH operating member and the brake CR operating member, a three-degree-of-freedom dynamic model of its bending-torsion coupling excitation is constructed.

[0191] Specifically, the planetary carrier of the first row of planetary gear systems is used to transmit power and torque, and at the same time provide a stable support structure for the planetary gears; during the power transmission process, the planetary carrier of the first row of planetary gear systems transmits the rotational motion of the input shaft to the inner ring gear of the second row of planetary gear systems through the planetary gear system, thereby realizing the multi-gear transmission function of the transmission.

[0192] Furthermore, according to Newton's second law, the following formula is used to construct the dynamic model of the planet carrier of the first row of planetary gear systems:

[0193]

[0194] in, Represents the three degrees of freedom of the bending-torsion coupling excitation of the planet carrier of the first row of planetary gear systems; Represents the mass matrix of the planet carrier of the first row of planetary gear systems; represent the support forces of the B2 support bearing and the B3 support bearing in the x-direction and the y-direction respectively; represents the support force of the planetary gear bearing between the planet carrier of the first row of planetary gear system and the kth planetary gear in the x-direction and the y-direction; Indicates the number of planetary gears in the first row of planetary gears; (F chcx ,F chcy ,T chcθ ) represents the components of the spline meshing force between the friction plate of the clutch CH operating member and the planet carrier of the first row of planetary gear system in the x and y directions and the torque around the z direction; (F crcx ,F crcy ,T crcθ ) represents the spline meshing force between the friction plate of the brake CR operating member and the planet carrier of the first row of planetary gear system and the torque around the z direction; Indicates the speed of the first row of planet carriers; Indicates the distance from the center of the kth planetary gear in the first row to the center of the planet carrier; It represents the angle of the kth planet in the first row from the x-axis, which is calculated by formula 18.

[0195] Specifically, the support forces of the B2 support bearing and the B3 support bearing in the x direction and the y direction are calculated using formula (8) and formula (9).

[0196] Furthermore, the support force of the planetary wheel bearing between the planetary carrier and the kth planetary wheel of the first row of planetary gear system in the x-direction and the y-direction is calculated based on the displacement vector of the kth planetary wheel in the first row in the x-direction, the y-direction and the torsional direction and the support stiffness of the planetary wheel bearing in the x-direction and the y-direction.

[0197] Specifically, based on Hooke's law, the support force of the planetary gear bearing between the planet carrier of the first row of planetary gear systems and the kth planetary gear in the x-direction and the y-direction is calculated using the following formula:

[0198]

[0199] in, (k=1, 2, 3, 4) represents the displacement vector of the kth planetary gear in the first row in the x direction, y direction and torsion direction; They represent the support stiffness of the planetary gear bearing in the X and Y directions respectively, which are bearing parameters.

[0200] Further, when the clutch CH operating member is engaged, the following formula is used to calculate the components of the spline tooth meshing force between the clutch CH operating member friction plate and the first row of planetary gear system planet carrier in the x and y directions and the torque around the z direction:

[0201]

[0202] in, Represents the coupling stiffness vector of the clutch CH operating member; Represents the coupling damping vector of the clutch CH operating member; Represents the displacement vector of the first row of planet carriers.

[0203] Specifically, when the clutch CH operating member is engaged, its friction plate is in close contact with the steel plate, and the input shaft is connected to the first row of planetary carriers through friction force to achieve direct power transmission. Therefore, the normal meshing force of the spline teeth between the steel plate of the clutch CH operating member and the input shaft in the x-direction and y-direction components F chRx and F chRy , which is also the coupling force between the first row of planet carriers and the sun gear shaft in the x and y directions F chcx and F chcy , therefore, the same calculation is performed using formula (22) and formula (23).

[0204] When the clutch CH operating member is disengaged, based on the relative displacement of the nth tooth of the inner hub and the friction plate in the forward collision and reverse collision, the tooth side clearance of the nth gear tooth of the inner hub-friction plate, the relative speed of the gear teeth before the forward collision and reverse collision, the number of teeth of the inner hub and the friction plate, the inner hub speed, the inner hub-friction plate pressure angle, and the base circle radius of the spline teeth of the friction plate of the clutch CH operating member, the following formula is used to calculate the components of the spline tooth meshing force between the friction plate of the clutch CH operating member and the planet carrier of the first row of planetary gear system in the x direction and the y direction:

[0205]

[0206] Among them, F in represents the nonlinear collision force of the nth pair of gear teeth between the inner hub and the friction plate; δ Fin and δ Bin They represent the relative displacement between the inner hub and the nth tooth of the friction plate in the forward collision and reverse collision respectively; c inrepresents the tooth side clearance of the nth gear tooth between the inner hub and the friction plate; K represents the gear tooth stiffness; μ represents the hysteresis damping coefficient; e represents the recovery coefficient; and Respectively represent the relative speed of the gear teeth before the forward collision and the reverse collision; z i Indicates the number of teeth on the inner hub and friction plate; ω i Indicates the inner hub speed; α 0 represents the pressure angle between inner hub-friction plate and outer hub-steel plate; t represents time; F inx and F iny They represent the collision force of the nth pair of gear teeth of the inner hub-friction plate in the x direction and the y direction respectively; F ix and F iy Respectively represent the collision force of all gear teeth of the inner hub-friction plate in the x direction and the y direction; R bi Indicates the base radius of the inner hub and friction plate; T i It represents the torque in the direction of rotation of the collision force of all gear teeth of the inner hub-friction plate.

[0207] It should be noted that when the clutch CH operating member is in the disengaged state, the floating support friction plate and the inner hub (first row planet carrier) teeth produce random collisions on the planet carrier. Therefore, the collision force of all gear teeth of the inner hub-friction plate in the x direction is F ix , which is the x-direction component F of the spline meshing force between the friction plate of the clutch CH operating member and the planet carrier of the first row of planetary gear system chcx =F ix ; The collision force F of all gear teeth on the inner hub and friction plate in the y direction iy , which is the component force F in the y direction between the friction plate of the clutch CH operating member and the first row of planetary gear system planet carrier spline teeth meshing force chcy =F iy ;

[0208] Use the following formula to calculate the torque between the clutch CH operating member and the first row of planetary gear system planet carrier around the z direction:

[0209]

[0210] in, It represents the normal collision force between the friction plate of the clutch CH operating member and the spline tooth meshing force of the first row planetary gear system planet carrier; Indicates the base circle radius of the spline teeth of the friction plate of the clutch CH operating part.

[0211] Further, when the brake CR operating member is engaged, the following formula is used to calculate the components of the spline tooth meshing force between the brake CR operating member friction plate and the inner hub of the first row planetary gear system planet carrier in the x-direction and the y-direction and the torque around the z-direction:

[0212]

[0213] in, Represents the coupling stiffness vector of the brake CR operating member; Represents the coupling damping vector of the brake CR operating member; Represents the displacement vector of the first row of planet carriers.

[0214] Furthermore, when the brake CR operating member is disengaged, the components F of the resultant collision force of all gear pairs of the inner hub and friction plate in the x and y directions are calculated: ix 、F iy , as the components of the spline tooth meshing force between the friction plate of the brake CR operating part and the planetary carrier of the first row of planetary gear system in the x and y directions, and the torque around the z direction is calculated.

[0215] Formula (37) is used to calculate the components of the combined force of the collision force of all gear pairs between the inner hub and the friction plate in the x and y directions: ix 、F iy .

[0216] Use the following formula to calculate the torque between the brake CR operating member and the first row of planetary gear system planet carrier around the z direction:

[0217]

[0218] in, It represents the normal collision force between the friction plate of the brake CR operating part and the spline tooth meshing force of the first row planetary gear system planet carrier; It indicates the base circle radius of the spline teeth of the friction plate of the brake CR operating part. It should be noted that when the brake CR operating part is separated, the floating support friction plate and the inner hub (first row planet carrier) tooth part produce random collisions on the first row planet carrier, thereby affecting the dynamic response of the first row planet carrier and the vibration characteristics of the entire transmission.

[0219] Furthermore, for the first row of inner gear rings, which mesh with the first row of planetary gears, a 3-DOF dynamic model of its bending-torsion coupling excitation is constructed.

[0220] Specifically, the inner ring gear is a ring gear in the planetary gear system, and teeth are machined on its inner surface. In the first row of planetary gear trains, the first row of inner ring gears meshes with the first row of planetary gears, providing a power transmission path.

[0221] Furthermore, according to Newton's second law, the dynamic model of the first row of internal gear rings is constructed using the following formula:

[0222]

[0223] in, Represents the 3 degrees of freedom of the bending-torsion coupling excitation of the first row of internal gear rings; represents the mass matrix of the first row of internal gear rings; It represents the dynamic meshing force between the kth planetary gear in the first row and the internal gear ring; represents the angle between the meshing line of the kth planetary gear in the first row and the internal gear ring and the x-axis; Represents the coupling force between the first row of internal gear rings and the second row of planetary gear system planet carrier; Indicates the base circle radius of the first row of internal gear rings.

[0224] Furthermore, the dynamic meshing force of the kth planetary gear-internal gear ring of the first row is calculated based on the time-varying meshing stiffness of the kth planetary gear-sun gear meshing pair and the kth planetary gear-internal gear ring meshing pair and the relative displacement deformation of the kth planetary gear-sun gear and the kth planetary gear-internal gear ring.

[0225] Specifically, the dynamic meshing force of the kth planetary gear in the first row and the inner gear ring and the angle between the meshing line of the kth planetary gear in the first row and the inner gear ring and the x-axis are obtained using formula (20) and formula (17), respectively.

[0226] Furthermore, the coupling force between the first row of inner gear rings and the second row of planetary gear system planet carriers is calculated based on the coupling stiffness and damping between the first row of inner gear rings and the second row of planet carriers.

[0227] Specifically, the coupling force between the first row of inner gear rings and the second row of planetary gear system planet carriers is calculated using the following formula:

[0228]

[0229] Specifically, k rcx (1,2) , k rcy (1,2) , k rcθ (1,2) 、c rcx (1,2) 、c rcy (1,2) and c rcθ (1,2) They represent the components of coupling stiffness and damping in the x-direction, y-direction and around the z-axis respectively.

[0230] Furthermore, for the planet carrier of the second row planetary gear system, which is fixedly connected to the first row inner gear ring and supports the second row planetary gear set, a 3-degree-of-freedom dynamic model of its bending-torsion coupling excitation is constructed.

[0231] Specifically, the planetary carrier of the second row planetary gear system is connected to the first row inner gear ring through a spline, thereby transmitting the power of the first row to the second row planetary gear system; the planetary carrier of the second row planetary gear system supports the second row planetary gear set to ensure that the planetary gear can rotate around the sun gear and transmit power to the output shaft; in this embodiment, the output shaft is the second row planetary carrier itself.

[0232] Furthermore, according to Newton's second law, the dynamic model of the planet carrier of the second row planetary gear system is constructed using the following formula:

[0233]

[0234] in, Represents the 3 degrees of freedom of the bending-torsion coupling excitation of the planet carrier of the second row planetary gear system; Represents the mass matrix of the planet carrier of the second row planetary gear system; They represent the support forces of the B4 support bearing, the B5 support bearing and the B6 support bearing in the x-direction and the y-direction, respectively, and are calculated using formula (8) and formula (9); Indicates the number of planetary gears in the second row of planetary gears; represents the support force of the planetary gear bearing between the planet carrier of the second row of planetary gear system and the kth planetary gear in the x-direction and the y-direction; Represents the coupling force between the first row of internal gear rings and the second row of planetary gear system planet carrier; Indicates the planet carrier speed of the second row planetary gear system; The distance from the center of the kth planetary gear in the second row to the center of the planet carrier; represents the angle between the kth planet wheel in the second row and the x-axis; T out Represents the output torque of the system.

[0235] Further, the support force of the planetary gear bearing between the planet carrier and the kth planetary gear of the second row of planetary gear system in the x-direction and the y-direction is calculated based on the displacement vector of the kth planetary gear of the second row in the x-direction, the y-direction and the torsional direction and the support stiffness of the planetary gear bearing in the x-direction and the y-direction using the following formula:

[0236]

[0237] in, (k=1, 2, 3, 4) represents the displacement vector of the kth planetary gear in the second row in the x direction, y direction and torsion direction; and They represent the support stiffness of the planetary gear bearing in the x and y directions respectively.

[0238] Furthermore, for the second row of inner gear rings, which are meshed with the second row of planetary gear sets and connected to the inner hub of the clutch CL operating member, a 3-degree-of-freedom dynamic model of its bending-torsion coupling excitation is constructed.

[0239] Specifically, the second row of inner gear rings receives power from the second row of planetary gears by meshing with the second row of planetary gears, and transmits the power to the output end, which is the second row of planetary carrier in this embodiment; the number of teeth of the second row of inner gear rings and the number of teeth of the second row of planetary gears determine the transmission ratio, thereby realizing the speed change function, and the power transmission path can be changed by engaging or disengaging the clutch CL operating member to achieve different gears.

[0240] Furthermore, according to Newton's second law, the dynamic model of the second row of internal gear ring is constructed using the following formula:

[0241]

[0242] in, Represents the 3 degrees of freedom of the bending-torsion coupling excitation of the second row of internal gear rings; represents the mass matrix of the second row of internal gear rings; represents the dynamic meshing force between the kth planetary gear in the second row and the internal gear ring; represents the angle between the meshing line of the kth planetary gear in the second row and the internal gear ring and the X-axis, which is calculated using formula (17); (F clrx ,F clry ,T clrθ ) represents the components of the normal meshing force of the spline teeth between the friction plate of the brake CL operating member and the second row of internal gear ring in the x and y directions and the torque about the z direction; Indicates the base circle radius of the second row of internal gear rings.

[0243] Furthermore, the dynamic meshing force of the kth planetary gear-internal gear ring of the second row is calculated based on the time-varying meshing stiffness of the kth planetary gear-sun gear meshing pair and the kth planetary gear-internal gear ring meshing pair and the relative displacement deformation of the kth planetary gear-sun gear and the kth planetary gear-internal gear ring.

[0244] Specifically, the dynamic meshing force between the kth planetary gear in the second row and the inner ring gear is calculated using formula (20).

[0245] Further, when the brake CL operating member is engaged, the following formula is used to calculate the components of the normal meshing force of the spline teeth between the brake CL operating member friction plate and the second row of internal gear ring in the x and y directions and the torque around the z direction:

[0246]

[0247] in, Represents the coupling stiffness vector of the brake CL operating member; Represents the coupling damping vector of the brake CR operating member; Represents the displacement vector of the second row of internal gear ring.

[0248] Specifically, when the brake CL operating member is engaged, the second row of inner gear rings are fixed and cannot rotate freely, making the inner gear rings a fixed reference point, thereby changing the power transmission path of the planetary gear train and changing the transmission ratio of the planetary gear train, thereby achieving different gears.

[0249] Furthermore, when the brake CL operating member is disengaged, the components F of the resultant collision force of all gear pairs of the inner hub and friction plate in the x and y directions are calculated: ix 、F iy , as the components of the spline tooth meshing force between the friction plate of the brake CL operating member and the second row of internal gear ring in the x and y directions, and the torque around the z direction is calculated.

[0250] Specifically, when the brake CL operating member is disengaged, the gear teeth between the inner hub and the friction plate will collide randomly. By calculating these collision forces and torques, a dynamic model of the planetary gear transmission system can be established more accurately.

[0251] Formula (37) is used to calculate the components of the combined force of the collision force of all gear pairs between the inner hub and the friction plate in the x and y directions: ix 、F iy .

[0252] Use the following formula to calculate the torque of the spline tooth meshing force between the brake CL operating member and the second row of internal gear ring around the z direction:

[0253]

[0254] in, The normal collision force represents the normal meshing force of the spline teeth between the friction plate of the brake CL operating member and the second row of internal gear ring; Indicates the base circle radius of the spline teeth of the friction plate of the brake CL operating part.

[0255] Furthermore, for the double planetary gear set, the first row of planetary gear sets are meshed with the first row of sun gears and the first row of inner gear rings at the same time, and the second row of planetary gear sets are meshed with the second row of sun gears and the second row of inner gear rings at the same time, and a three-degree-of-freedom dynamic model with bending-torsion coupling excitation of each planetary gear is constructed.

[0256] Specifically, the planetary gear set receives the power from the input end and transmits it to the output end by meshing with the sun gear and the inner gear ring. This meshing method allows the power to be distributed between the sun gear and the inner gear ring, thereby achieving different transmission ratios. In addition, the number of teeth and the arrangement of the planetary gear set determine the transmission ratio. By adjusting the number of teeth and the number of planetary gears, multiple gears can be achieved to meet different transmission requirements.

[0257] Furthermore, according to Newton's second law, the dynamic model of the kth planetary gear of the nth planetary gear set of the double planetary gear set is constructed using the following formula:

[0258]

[0259] in, It represents the three degrees of freedom of the bending-torsion coupling excitation of the kth planetary gear of the nth row of planetary gear sets; Represents the mass matrix of the kth planetary gear of the nth row of planetary gear sets; It represents the bearing force between the planet carrier and the kth planetary gear of the nth row of planetary gear sets; represents the dynamic meshing force between the kth sun gear and the planet gear of the nth row planet gear set, which is calculated using formula (20); represents the angle between the meshing line of the kth planetary gear and the sun gear of the nth planetary gear set and the x-axis, calculated using formula (17); represents the dynamic meshing force between the kth planetary gear and the inner ring of the nth row of planetary gears, which is calculated using formula (20); represents the angle between the meshing line of the kth planetary gear and the inner ring gear of the nth row of planetary gears and the x-axis, which is calculated using formula (17); Indicates the speed of the nth row of planet carriers; Indicates the distance from the center of the kth planetary gear in the nth row of planetary gears to the center of the planet carrier; represents the angle of the kth planet wheel of the nth row of planetary gears from the x-axis, calculated using formula (18); It represents the base circle radius of the kth planetary gear in the nth row of planetary gear sets.

[0260] Furthermore, the bearing force between the planet carrier and the kth planetary gear of the nth row of planetary gear sets is It is calculated based on the support stiffness and damping of the kth planetary gear bearing in the x-direction and the y-direction and the dynamic meshing force of the kth sun gear-planet gear and the kth planetary gear-ring gear using the following formula:

[0261]

[0262] in, They represent the support stiffness and damping of the kth planetary gear bearing in the nth row in the x-direction and y-direction respectively.

[0263] Furthermore, for the second row of sun gears, which are connected to the input shaft via an internal spline transmission, a three-degree-of-freedom dynamic model of bending-torsion coupling excitation is constructed.

[0264] Specifically, the second row of sun gears are driven by internal splines with the input shaft, which not only realizes the effective transmission of power but also ensures the precise movement synchronization between the sun gear and the input shaft.

[0265] Furthermore, according to Newton's second law, the dynamic model of the second row of sun gears is constructed using the following formula:

[0266]

[0267] in, Represents the 3 degrees of freedom of the bending-torsion coupling excitation of the second row sun gear; represents the mass matrix of the second row of sun gears; represents the dynamic meshing force of the kth sun gear-planet gear in the second row; represents the angle between the meshing line of the kth planetary gear in the second row and the sun gear and the x-axis; They represent the resultant force of the circumferential meshing force of the spline teeth between the second row sun gear and the input shaft and its components in the x-direction and the y-direction respectively; Indicates the speed of the second row planet carrier; Indicates the base circle radius of the second-stage sun gear; Indicates the base circle radius of the spline teeth.

[0268] It should be noted that the first row of sun gears is connected to the input shaft via a spline, so they can be considered as a whole, and the first row of internal gears is connected to the second row of planet carriers via a spline, so they can also be considered as a whole. Therefore, the total degree of freedom of the automatic transmission planetary gear transmission system is 56.

[0269] Step S4: within a given time step, when the inner and outer rings of the supporting bearing rotate simultaneously, calculate the dynamic load f of the planet carrier / bearing seat on the outer ring of the bearing o and deformation δ o And the dynamic load f of the transmission shaft on the inner ring i and deformation δ i , and calculate the dynamic response of the system at the current moment, jointly combine the dynamic models of each subsystem of the automatic transmission planetary gear transmission system and the dynamic model of the operating part, use the fourth-order Runge-Kutta numerical iterative algorithm to solve it, and obtain the dynamic response of the planetary speed change mechanism in the next time step, and iterate until the dynamic characteristics estimation is completed.

[0270] Specifically, set the initial time t of the differential equation 0 The initial vibration displacement δ of the system 0and the initial vibration velocity of the system The numerical integration step Δt is set to 0, and the dynamic response value calculated at the last step is used to bring the dynamic models of the operating parts in step S2 and step S3 and the dynamic models of the subsystems of the automatic transmission planetary gear transmission system into the dynamic response of the current moment. The system state is gradually updated through the fourth-order Runge-Kutta numerical iteration algorithm until the simulation cutoff moment is reached, so as to realize the simulation and prediction of the dynamic load characteristics of the multi-speed automatic transmission planetary gear transmission system at each moment.

[0271] In summary, a method for estimating dynamic response of a planetary gear system of an automatic transmission according to an embodiment of the present invention has the following beneficial effects:

[0272] 1. The dynamic response prediction method of the present invention significantly improves the prediction accuracy of dynamic response by comprehensively considering multiple complex factors in the planetary gear system, such as the randomness of the operating parts and nonlinear tooth impact collision, time-varying meshing stiffness, nonlinear support force, etc. This method can more accurately simulate the dynamic behavior during the gear shifting process, making the prediction results closer to the actual working conditions, and providing a more reliable basis for the design and optimization of automatic transmissions.

[0273] 2. The dynamic response prediction method of the present invention can be applied to multi-gear working conditions to achieve accurate simulation of the dynamic performance of the planetary gear transmission system of the automatic transmission under different gears. By accurately simulating the vibration response under each gear, the vibration control strategy can be optimized to ensure that the system can operate stably under various working conditions, thereby improving the overall performance of the automatic transmission.

[0274] 3. Through accurate dynamic response prediction, the present invention can identify potential problems in advance, optimize gear parameters and operating component design, thereby improving the transmission efficiency of the system, reducing energy loss, and improving driving comfort and fuel economy.

[0275] 4. The present invention uses numerical simulation methods to virtually verify and optimize the automatic transmission during the design phase, reducing the number and cost of physical tests and shortening the development cycle; accurate prediction results can quickly evaluate the performance of different design solutions, thereby finding the optimal solution more quickly and improving design efficiency.

[0276] The above description is only a preferred specific implementation manner of the present invention, but the protection scope of the present invention is not limited thereto. Any changes or substitutions that can be easily conceived by any technician familiar with the technical field within the technical scope disclosed by the present invention should be covered within the protection scope of the present invention.

Claims

1. A method for predicting dynamic response of a planetary gear system of an automatic transmission, characterized in that: The steps include: Acquiring parameters of each component, each bearing and each operating member of the planetary gear transmission system of the automatic transmission; Based on the parameters and states of each control part, a dynamic model of the control part is constructed; Based on the parameters of each component, each bearing and each operating member of the planetary gear transmission system, a dynamic model of the planetary gear transmission system of the automatic transmission is constructed; wherein the planetary gear transmission system of the automatic transmission includes an input shaft subsystem and a double planetary gear subsystem; the dynamic model of the planetary gear transmission system of the automatic transmission includes a dynamic model of the input shaft subsystem and dynamic models of each component of the double planetary gear subsystem; In a given time step, when the inner and outer rings of the supporting bearing rotate simultaneously, the dynamic load f of the planet carrier / bearing seat on the outer ring of the bearing is calculated. o and deformation δ o And the dynamic load f of the transmission shaft on the inner ring i and deformation δ i , and calculate the dynamic response of the system at the current moment, jointly combine the dynamic models of each subsystem of the automatic transmission planetary gear transmission system and the dynamic model of the operating part, use the fourth-order Runge-Kutta numerical iterative algorithm to solve it, and obtain the dynamic response of the planetary speed change mechanism in the next time step, and iterate until the dynamic characteristics estimation is completed.

2. The method according to claim 1, characterized in that: The operating parts include clutch CH operating parts, brake CR operating parts and brake CL operating parts; the operating part dynamics model includes friction plate dynamics model of clutch CH operating parts, brake CR operating parts and brake CL operating parts and steel plate dynamics model of clutch CH operating parts; wherein, The following formula is used to construct the friction plate dynamics model of each operating member in the separation state: in, Representing the three degrees of freedom of the bending-torsion coupling excitation of the friction plate of each of the operating members; Respectively represent the mass and moment of inertia of the friction plate of each operating member; are support stiffness and damping of each of the operating members in the x-direction and the y-direction respectively; Indicates that the friction plates of the operating members in the separated state are subjected to the impact force from the inner hub gear teeth in the x-direction and the y-direction components; Indicates the base circle radius of the friction plate of each operating part.

3. The method according to claim 2, characterized in that: Use the following formula to construct the steel plate dynamics model of the clutch CH operating part in the disengaged state: in, Represents the 3 degrees of freedom of the bending-torsion coupling excitation of the steel plate of the clutch CH operating member; Respectively represent the mass and moment of inertia of the steel plate of the clutch CH operating member; Respectively represent the support stiffness and damping of the steel plate of the clutch CH operating member in the x direction and y direction; R bch d is the base circle radius of the steel sheet of the clutch CH operating part; It indicates that the steel plate of the clutch CH operating member is subjected to the collision force from the outer hub gear teeth in the disengaged state.

4. The method according to claim 2, characterized in that: In the input shaft subsystem of the automatic transmission planetary gear transmission system, the input shaft includes a B1 support bearing, a B2 support bearing, a B3 support bearing, a B4 support bearing and a B5 support bearing; wherein, The B1 support bearing is located at the input end; the outer rings of the B2 support bearing and the B3 support bearing support the first row of planetary gear train planet carriers, and the inner rings support the input shaft; the outer rings of the B4 support bearing and the B5 support bearing support the second row of planetary gear train planet carriers, and the inner rings support the input shaft; The outer hub of the clutch CH operating member is connected to the input shaft.

5. The method according to claim 4, characterized in that: The dynamic equation of the input shaft subsystem is a 5-DOF dynamic equation of bending-torsion-pendulum coupling excitation. Based on Newton's second law, the 5-DOF dynamic model of the input shaft subsystem of bending-torsion-pendulum coupling excitation is constructed using the following formula: Among them, x R ,y R ,θ xR ,θ yR ,θ zR Represents the 5 degrees of freedom of the input shaft; m R Indicates the input shaft mass; I xR ,I yR, and I zR Respectively represent the input shaft at the center of mass O R Along X R , Y R and Z R The moment of inertia in the direction; a0 represents the input load to the center of mass O R The distance between bh represents the hth support bearing and the center of mass O R The distance between pn Represents the nth row of sun gears and the mass center O R The distance between d1 Indicates the clutch CH operating element and the mass center O R The distance between represent the support force of the hth bearing in the x-direction and the y-direction respectively; They represent the resultant force of the circumferential meshing force of the spline teeth between the second row sun gear and the input shaft and its components in the x-direction and the y-direction respectively; Indicates the number of planetary gears in the first row of planetary gears; It represents the dynamic meshing force of the kth planetary gear-sun gear meshing pair in the first row of planetary gears; represents the angle between the kth planetary gear-sun gear meshing line in the first row of planetary gears and the x-axis; F chRx ,F chRy They represent the components of the normal meshing force of the spline teeth between the steel plate of the clutch CH operating member and the input shaft in the x direction and the y direction respectively; T chRz Indicates the torque between the clutch CH operating member and the input shaft around the z direction; F x ,F y denote the input loads in the x-direction and y-direction respectively; Indicates the base circle radius of the spline teeth of the second-stage sun gear; Indicates the base circle radius of the first-stage sun gear; T in Indicates the input torque.

6. The method according to claim 5, characterized in that: In the input shaft subsystem, when the clutch CH operating member is engaged, the following formula is used to calculate the components of the normal meshing force of the spline teeth between the steel plate of the clutch CH operating member and the input shaft in the x-direction and the y-direction and the torque of the clutch CH operating member and the input shaft around the z-direction: in, Represents the coupling stiffness vector of the clutch CH operating member; Represents the coupling damping vector of the clutch CH operating member; represents the displacement vector of the first row of planet carriers; When the clutch CH operating member is disengaged, the components of the normal meshing force of the spline teeth between the steel plate of the clutch CH operating member and the input shaft in the x and y directions and the torque between the clutch CH operating member and the input shaft around the z direction are calculated based on the relative displacement of the nth tooth of the outer hub and the steel plate in the forward collision and the reverse collision, the tooth side clearance of the nth gear tooth of the outer hub-steel plate, the relative speed of the gear teeth before the forward collision and the reverse collision, the number of teeth of the outer hub and the steel plate, the outer hub rotation speed, the outer hub-steel plate pressure angle, and the base circle radius of the steel plate spline teeth of the clutch CH operating member.

7. The method according to claim 4, characterized in that: In the dual planetary gear subsystem of the automatic transmission planetary gear transmission system, the planet carrier of the first planetary gear train is connected to the inner gear ring of the second planetary gear train, the power is input from the sun gear shaft, and the planet carrier of the second planetary gear train outputs; The dynamic models of the components of the dual planetary gear subsystem include the dynamic model of the planet carrier of the first row planetary gear system, the dynamic model of the first row inner gear ring, the dynamic model of the planet carrier of the second row planetary gear system, the dynamic model of the second row inner gear ring, the dynamic model of each planetary gear of the dual planetary gear set, and the dynamic model of the second row sun gear; wherein, For the planet carrier of the first row of planetary gear system, which supports the planetary gears of the first row of planetary gear system and is connected to the inner hubs of the clutch CH operating member and the brake CR operating member, a 3-DOF dynamic model of its bending-torsion coupling excitation is constructed; For the first row of internal gear rings, which mesh with the first row of planetary gears, a 3-DOF dynamic model of its bending-torsion coupling excitation is constructed; For the planet carrier of the second row planetary gear system, which is fixedly connected to the first row inner gear ring and supports the second row planetary gear set, a 3-DOF dynamic model of its bending-torsion coupling excitation is constructed; For the second row of inner gear rings, which mesh with the second row of planetary gear sets and are connected to the inner hub of the clutch CL operating member, a 3-DOF dynamic model of its bending-torsion coupling excitation is constructed; For the double planetary gear set, the first row of planetary gear sets meshes with the first row of sun gears and the first row of inner gear rings at the same time, and the second row of planetary gear sets meshes with the second row of sun gears and the second row of inner gear rings at the same time, and a 3-DOF dynamic model of the bending-torsion coupling excitation of each planetary gear is constructed; For the second row sun gear, the transmission between it and the input shaft is through an internal spline, and a 3-DOF dynamic model of its bending-torsion coupling excitation is constructed.

8. The method according to claim 7, characterized in that: The dynamic model of the planet carrier of the first row of planetary gear system is constructed using the following formula: in, Represents the three degrees of freedom of the bending-torsion coupling excitation of the planet carrier of the first row of planetary gear systems; Represents the mass matrix of the planet carrier of the first row of planetary gear systems; represent the support forces of the B2 support bearing and the B3 support bearing in the x-direction and the y-direction respectively; represents the support force of the planetary gear bearing between the planet carrier of the first row of planetary gear system and the kth planetary gear in the x-direction and the y-direction; Indicates the number of planetary gears in the first row of planetary gears; (F chcx ,F chcy ,T chcθ ) represents the components of the spline meshing force between the friction plate of the clutch CH operating member and the planet carrier of the first row of planetary gear system in the x and y directions and the torque around the z direction; (F crcx ,F crcy ,T crcθ ) represents the spline meshing force between the friction plate of the brake CR operating member and the planet carrier of the first row of planetary gear system and the torque around the z direction; Indicates the speed of the first row of planet carriers; Indicates the distance from the center of the kth planetary gear in the first row to the center of the planet carrier; It represents the angle of the kth planet wheel in the first row from the x-axis; The support force of the planetary gear bearing between the planet carrier and the kth planetary gear of the first row of planetary gear system in the x-direction and the y-direction is calculated based on the displacement vector of the kth planetary gear of the first row in the x-direction, the y-direction and the torsional direction and the support stiffness of the planetary gear bearing in the x-direction and the y-direction; The dynamic model of the first row of internal gear ring is constructed using the following formula: in, Represents the 3 degrees of freedom of the bending-torsion coupling excitation of the first row of internal gear rings; represents the mass matrix of the first row of internal gear rings; It represents the dynamic meshing force between the kth planetary gear in the first row and the internal gear ring; represents the angle between the meshing line of the kth planetary gear in the first row and the internal gear ring and the x-axis; Represents the coupling force between the first row of internal gear rings and the second row of planetary gear system planet carrier; Indicates the base circle radius of the first row of internal gear rings; The dynamic meshing force of the kth planetary gear-internal gear ring of the first row is calculated based on the time-varying meshing stiffness of the kth planetary gear-sun gear meshing pair and the kth planetary gear-internal gear ring meshing pair and the relative displacement deformation of the kth planetary gear-sun gear and the kth planetary gear-internal gear ring; The coupling force between the first row of inner gear rings and the second row of planetary gear system planet carriers is calculated based on the coupling stiffness and damping between the first row of inner gear rings and the second row of planet carriers; The dynamic model of the planet carrier of the second row planetary gear system is constructed using the following formula: in, Represents the 3 degrees of freedom of the bending-torsion coupling excitation of the planet carrier of the second row planetary gear system; Represents the mass matrix of the planet carrier of the second row planetary gear system; represent the support forces of the B4 support bearing, the B5 support bearing and the B6 support bearing in the x-direction and the y-direction respectively; Indicates the number of planetary gears in the second row of planetary gears; represents the support force of the planetary gear bearing between the planet carrier of the second row of planetary gear system and the kth planetary gear in the x-direction and the y-direction; Represents the coupling force between the first row of internal gear rings and the second row of planetary gear system planet carrier; Indicates the planet carrier speed of the second row planetary gear system; The distance from the center of the kth planetary gear in the second row to the center of the planet carrier; represents the angle between the kth planet wheel in the second row and the x-axis; T out Represents the output torque of the system; The support force of the planetary gear bearing between the planet carrier and the kth planetary gear of the second row of planetary gear system in the x-direction and the y-direction is calculated based on the displacement vector of the kth planetary gear of the second row in the x-direction, the y-direction and the torsional direction and the support stiffness of the planetary gear bearing in the x-direction and the y-direction; The dynamic model of the second row of internal gear ring is constructed using the following formula: in, Represents the 3 degrees of freedom of the bending-torsion coupling excitation of the second row of internal gear rings; represents the mass matrix of the second row of internal gear rings; represents the dynamic meshing force between the kth planetary gear in the second row and the internal gear ring; represents the angle between the meshing line of the kth planetary gear in the second row and the internal gear ring and the x-axis; (F clrx ,F clry ,T clrθ ) represents the components of the normal meshing force of the spline teeth between the friction plate of the brake CL operating member and the second row of internal gear ring in the x and y directions and the torque about the z direction; Indicates the base circle radius of the second row of internal gear ring; The dynamic meshing force of the kth planetary gear-internal gear ring of the second row is calculated based on the time-varying meshing stiffness of the kth planetary gear-sun gear meshing pair and the kth planetary gear-internal gear ring meshing pair and the relative displacement deformation of the kth planetary gear-sun gear and the kth planetary gear-internal gear ring; The dynamic model of the kth planetary gear of the nth planetary gear set of the double planetary gear set is constructed using the following formula: in, It represents the three degrees of freedom of the bending-torsion coupling excitation of the kth planetary gear of the nth row of planetary gear sets; Represents the mass matrix of the kth planetary gear of the nth row of planetary gear sets; It represents the bearing force between the planet carrier and the kth planetary gear of the nth row of planetary gear sets; It represents the dynamic meshing force between the kth sun gear and the planetary gear of the nth row of planetary gear sets; It represents the angle between the meshing line of the kth planetary gear and the sun gear of the nth row of planetary gears and the x-axis; It represents the dynamic meshing force between the kth planetary gear and the inner ring gear of the nth row of planetary gear sets; It represents the angle between the meshing line of the kth planetary gear and the inner ring gear of the nth row of planetary gear sets and the x-axis; Indicates the speed of the nth row of planet carriers; Indicates the distance from the center of the kth planetary gear in the nth row of planetary gears to the center of the planet carrier; It represents the angle between the kth planet wheel of the nth row of planetary gears and the x-axis; Indicates the base circle radius of the kth planetary gear of the nth row of planetary gear sets; The bearing force between the planet carrier and the kth planetary gear of the nth row of planetary gear sets is calculated based on the support stiffness and damping of the kth planetary gear bearing in the x-direction and the y-direction and the dynamic meshing force between the kth sun gear and the planetary gear and the kth planetary gear and the inner ring gear; The dynamic model of the second row sun gear is constructed using the following formula: in, Represents the 3 degrees of freedom of the bending-torsion coupling excitation of the second row sun gear; represents the mass matrix of the second row of sun gears; represents the dynamic meshing force of the kth sun gear-planet gear in the second row; represents the angle between the meshing line of the kth planetary gear in the second row and the sun gear and the x-axis; They represent the resultant force of the circumferential meshing force of the spline teeth between the second row sun gear and the input shaft and its components in the x-direction and the y-direction respectively; Indicates the speed of the second row planet carrier; Indicates the base circle radius of the second-stage sun gear; Indicates the base circle radius of the spline teeth.

9. The method according to claim 8, characterized in that: In the first row planetary gear system planet carrier of the dual planetary gear subsystem of the automatic transmission planetary gear transmission system, when the clutch CH operating member is engaged, the following formula is used to calculate the components of the spline tooth meshing force between the clutch CH operating member friction plate and the first row planetary gear system planet carrier in the x and y directions and the torque around the z direction: in, Represents the coupling stiffness vector of the clutch CH operating member; Represents the coupling damping vector of the clutch CH operating member; represents the displacement vector of the first row of planet carriers; When the clutch CH operating member is disengaged, the components of the spline tooth meshing force in the x-direction and y-direction and the torque around the z-direction between the friction plate of the clutch CH operating member and the planetary carrier of the first row of planetary gear system are calculated based on the relative displacement between the inner hub and the nth tooth of the friction plate in the forward collision and the reverse collision, the tooth side clearance of the nth gear tooth of the inner hub-friction plate, the relative speed of the gear teeth before the forward collision and the reverse collision, the number of teeth of the inner hub and the friction plate, the rotation speed of the inner hub, the pressure angle of the inner hub-friction plate, and the base circle radius of the spline teeth of the friction plate of the clutch CH operating member; When the brake CR operating member is engaged, the following formula is used to calculate the components of the spline tooth meshing force between the brake CR operating member friction plate and the inner hub of the first row planetary gear system planet carrier in the x and y directions and the torque around the z direction: in, Represents the coupling stiffness vector of the brake CR operating member; Represents the coupling damping vector of the brake CR operating member; represents the displacement vector of the first row of planet carriers; When the brake CR operating member is released, calculate the components F of the collision force of all gear pairs of the inner hub-friction plate in the x and y directions. ix 、F iy , as the components of the spline tooth meshing force between the friction plate of the brake CR operating part and the planetary carrier of the first row of planetary gear system in the x and y directions, and the torque around the z direction is calculated.

10. The method according to claim 9, characterized in that: In the second row of inner gear rings of the double planetary gear subsystem of the automatic transmission planetary gear transmission system, when the brake CL operating member is engaged, the following formula is used to calculate the components of the normal meshing force of the spline teeth between the friction plate of the brake CL operating member and the second row of inner gear rings in the x and y directions and the torque around the z direction: in, Represents the coupling stiffness vector of the brake CL operating member; Represents the coupling damping vector of the brake CR operating member; represents the displacement vector of the second row of internal gear ring; When the brake CL operating member is released, calculate the components F of the resultant force of the collision force of all gear pairs of the inner hub and friction plate in the x and y directions. ix 、F iy , as the components of the spline tooth meshing force between the friction plate of the brake CL operating member and the second row of internal gear ring in the x and y directions, and the torque around the z direction is calculated.

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