A method for predicting dynamic response of an automatic transmission planetary gear system

Abstract

The present application relates to a kind of automatic transmission planetary gear system dynamic response estimation method, belong to automatic transmission planetary gear technical field, solve the limited prediction accuracy of the dynamic response estimation method of prior art in automatic transmission, it is difficult to accurately simulate the problem of dynamic response in the process of gear shifting. Including: obtaining the component parameters, bearing parameters and operating parameters of planetary gear transmission system;Based on operating parameters and state, construct operating dynamics model;Based on component parameters, bearing parameters and operating parameters, construct planetary gear transmission system dynamics model.In given time step, when support bearing inner and outer ring rotate simultaneously, the bearing outer ring dynamic load f o And deformation δ o And the dynamic load f i And deformation δ i Of transmission shaft to inner ring, and the dynamic response of system at current time is calculated, simultaneously planetary gear transmission system dynamics model and operating dynamics model are used, and four-order Runge-Kutta numerical iteration algorithm is used to solve, the dynamic response in next time step is obtained, and iteration is circular until dynamic characteristic estimation is completed.

Description

Technical Field

[0001] This invention relates to the field of planetary gear technology for automatic transmissions, and more particularly to a method for predicting the dynamic response of an automatic transmission planetary gear system. Background Technology

[0002] With the rapid development of the automotive industry, the automatic transmission, as one of the core components of the automotive transmission system, has a crucial impact on the driving comfort, fuel economy, and power of the entire vehicle. Planetary gear systems, as a key component of automatic transmissions, are widely used in modern automotive transmission systems due to their high power density, compact structure, and good transmission efficiency.

[0003] However, planetary gear systems often face various dynamic problems during operation due to their complex structure and multi-degree-of-freedom motion characteristics. For example, during gear shifting, the planetary gear system is subjected to instantaneous impact loads, causing a sudden change in the meshing force between gears, which in turn triggers vibration and noise in the system. Furthermore, after prolonged operation, components such as bearings and gears in the planetary gear system will experience wear and fatigue damage. This damage alters the dynamic characteristics of the system, further exacerbating vibration and noise generation.

[0004] Traditional dynamic response prediction methods are mainly based on simplified mechanical models, which often ignore some key factors in the planetary gear system based on simplified assumptions. Therefore, existing dynamic response prediction methods for automatic transmissions lack multi-physics coupling analysis, resulting in limited prediction accuracy and difficulty in accurately simulating the dynamic response during gear shifting. Summary of the Invention

[0005] Based on the above analysis, the present invention aims to provide a method for predicting the dynamic response of an automatic transmission planetary gear system, in order 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 gear shifting.

[0006] The objective of this invention is mainly achieved through the following technical solutions:

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

[0008] Obtain the parameters of each component, each bearing, and each control element of the automatic transmission planetary gear transmission system;

[0009] Based on the parameters and states of each control component, a dynamic model of the control components is constructed.

[0010] Based on the parameters of each component, bearing, and control element of the planetary gear transmission system, a dynamic model of the planetary gear transmission system of an automatic transmission is constructed. The planetary gear transmission system of the automatic transmission includes an input shaft subsystem and a double planetary gear set subsystem. The dynamic model of the planetary gear transmission system of the automatic transmission includes a dynamic model of the input shaft system and dynamic models of each component of the double planetary gear set system.

[0011] Within a given time step, calculate the dynamic load f of the planetary carrier / bearing housing on the outer ring of the bearing when the inner and outer rings of the support bearing rotate simultaneously. o and deformation δ o and the dynamic load f of the drive shaft on the inner ring i and deformation δ i The dynamic response of the system at the current moment is calculated. The dynamic models of each subsystem of the planetary gear transmission system of the automatic transmission and the dynamic model of the control component are combined and solved using the fourth-order Runge-Kutta numerical iterative algorithm to obtain the dynamic response of the planetary transmission mechanism in the next time step. The process is iterated until the dynamic characteristic prediction is completed.

[0012] Furthermore, the operating components include a clutch CH operating component, a brake CR operating component, and a brake CL operating component; the operating component dynamic model includes a friction plate dynamic model of the clutch CH operating component, a brake CR operating component, and a brake CL operating component, and a steel plate dynamic model of the clutch CH operating component; wherein,

[0013] The friction plate dynamics model of each of the aforementioned operating components in the separated state is constructed using the following formula:

[0014]

[0015] in, This represents the three degrees of freedom of the bending-torsional coupling excitation of the friction plates of each of the aforementioned control components; These represent the mass and moment of inertia of the friction pads of each of the aforementioned control components; These represent the support stiffness and damping of each of the aforementioned control components in the x and y directions, respectively. This indicates that in the separated state, the friction pads of each of the aforementioned operating components are subjected to the collision force from the inner hub gear teeth in the x and y directions. This indicates the radius of the friction plate base circle of each of the aforementioned operating components.

[0016] Furthermore, the following equation is used to construct the steel plate dynamics model of the clutch CH operating element in the disengaged state:

[0017]

[0018] in, This represents the three degrees of freedom of the bending-torsional coupling excitation of the steel plate of the clutch CH operating component; These represent the mass and moment of inertia of the steel plate of the clutch CH operating component, respectively. These represent the support stiffness and damping of the steel plates of the clutch CH operating component in the x and y directions, respectively; R bch d The radius of the base circle of the steel plate of the clutch CH operating element; This indicates that the steel plate of the clutch CH operating component in the disengaged state is subjected to an impact force from the outer hub gear teeth.

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

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

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

[0022] Furthermore, the dynamic equations of the input shaft subsystem are 5-DOF dynamic equations for bending-torsional-pendulum coupled excitation. Based on Newton's second law, the 5-DOF dynamic model of the input shaft subsystem for bending-torsional-pendulum coupled excitation is constructed using the following equation:

[0023]

[0024] Where, x R ,y R ,θ xR ,θ yR ,θ zR This represents the 5 degrees of freedom of the input axis; m R Indicates the input shaft mass; I xR I yR, and I zR These represent the input axis at the centroid O. R Along X R Y R and Z R Moment of inertia in the direction; a0 represents the moment of inertia from the input load to the center of mass O. R The distance between; a bh This indicates that the h-th supporting bearing is related to the center of mass O. R The distance between; a pn This indicates that the nth row of the sun gear is related to the center of mass O. R The distance between; ad1 This indicates the clutch CH operating element and the center of gravity O. R The distance between them; These represent the supporting forces of the h-th bearing in the x and y directions, respectively. These represent the resultant force of the spline meshing force between the second row of sun gears and the input shaft in the circumferential direction, and its component forces in the x and y directions, respectively. This indicates the number of planetary gears in the first row of planetary gears; This represents the dynamic meshing force of the k-th planetary gear-sun gear meshing pair in the first row of planetary gears; F represents the angle between the line of mesh of the k-th planetary gear-sun gear in the first row of planetary gears and the x-axis; chRx ,F chRy These represent the x- and y-direction components of the normal meshing force of the spline teeth between the steel plate of the clutch CH operating component and the input shaft; T chRz F represents the torque of the clutch CH operating element relative to the input shaft about the z-direction; x ,F y These represent the input loads in the x and y directions, respectively. This indicates the base circle radius of the spline teeth of the second-stage sun gear; T represents the base circle radius of the first-stage sun gear; in This indicates the input torque.

[0025] Furthermore, in the input shaft subsystem, when the clutch CH actuator is engaged, the components of the spline normal meshing force between the steel plate of the clutch CH actuator and the input shaft in the x and y directions, as well as the torque of the clutch CH actuator and the input shaft about the z direction, are calculated using the following formula:

[0026]

[0027] in, This represents the coupling stiffness vector of the clutch CH operating element; This represents the coupling damping vector of the clutch CH operating element; This represents the displacement vector of the first row of planetary carriers;

[0028] When the clutch CH operating component disengages, the components of the spline normal meshing force between the steel plate of the clutch CH operating component and the input shaft in the x and y directions, as well as the torque of the clutch CH operating component and the input shaft about 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 and reverse collisions, the tooth flank clearance of the nth tooth of the outer hub and the steel plate, the relative velocity of the teeth before the forward and reverse collisions, the number of teeth of the outer hub and the steel plate, the rotational speed of the outer hub, the pressure angle of the outer hub and the steel plate, and the base circle radius of the spline teeth of the steel plate of the clutch CH operating component.

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

[0030] The dynamic models of each component of the double planetary gear set subsystem include the dynamic models of the planet carrier of the first planetary gear system, the first internal gear ring, the second planetary gear carrier, the second internal gear ring, each planet gear of the double planetary gear set, and the second sun gear; wherein,

[0031] For the planet carrier of the first row of planetary gear system, it supports each planet gear of the first row of planetary gear system and is connected to the inner hub of the clutch CH operating component and the brake CR operating component respectively. A 3-degree-of-freedom dynamic model of its bending-torsional 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-torsional coupled excitation is constructed;

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

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

[0035] For a double planetary gear set, the first set of planetary gears meshes with the first set of sun gears and the first set of internal gear rings simultaneously, and the second set of planetary gears meshes with the second set of sun gears and the second set of internal gear rings simultaneously. A 3-DOF dynamic model of bending-torsional coupling excitation of each planetary gear is constructed.

[0036] For the second row of sun gears, a three-degree-of-freedom dynamic model of bending-torsional coupling excitation is constructed by transmitting power between the sun gear and the input shaft via an internal spline.

[0037] Furthermore, the dynamic model of the planet carrier of the first row of planetary gear system is constructed using the following formula:

[0038]

[0039] in, This represents the 3 degrees of freedom of the bending-torsional coupling excitation of the planet carrier of the first-row planetary gear system; This represents the mass matrix of the planet carrier of the first row of planetary gear systems; These represent the supporting forces of bearing B2 and bearing B3 in the x and y directions, respectively. This represents the supporting force of the planetary gear bearing between the planet carrier and the kth planetary gear in the first row of planetary gear systems in the x and y directions; Indicates the number of planetary gears in the first row of planetary gears; (F chcx ,F chcy ,T chcθ (F) represents the components of the spline meshing force between the clutch CH operating element friction plate and the first-row planetary gear system planet carrier in the x and y directions, and the torque about the z direction; crcx ,F crcy ,T crcθ The symbol represents the spline meshing force between the friction pads of the brake CR control component and the planet carrier of the first-row planetary gear system, as well as the torque about the z-direction. Indicates the rotational speed of the first row of planetary carriers; This represents the distance from the center of the kth planetary gear in the first row to the center of the planet carrier; This represents the angle between the k-th planetary gear in the first row and the x-axis.

[0040] The supporting force of the planetary gear bearing between the planet carrier and the kth planetary gear in the first row of planetary gear system in the x and y directions is calculated based on the displacement vectors of the kth planetary gear in the x, y and torsional directions and the supporting stiffness of the planetary gear bearing in the x and y directions.

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

[0042]

[0043] in, This represents the 3 degrees of freedom of the bending-torsional coupling excitation of the first row of internal gear rings; This represents the mass matrix of the first row of internal gear rings; This represents the dynamic meshing force between the k-th planetary gear in the first row and the internal gear ring. This 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; This indicates the coupling force between the first row of internal gear rings and the planet carrier of the second row of planetary gear system; Indicates the base circle radius of the first row of internal gears;

[0044] The dynamic meshing force of the kth planetary gear-internal gear ring in 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 internal 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 internal 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, This represents the 3 degrees of freedom of the bending-torsional coupling excitation of the planet carrier of the second-row planetary gear system; This represents the mass matrix of the planet carrier for the second-row planetary gear system; These represent the supporting forces of bearings B4, B5, and B6 in the x and y directions, respectively. Indicates the number of planetary gears in the second row of planetary gears; This represents the supporting force of the planetary gear bearing between the planet carrier and the kth planetary gear in the second-row planetary gear system in the x and y directions; This indicates the coupling force between the first row of internal gear rings and the planet carrier of the second row of planetary gear system; This indicates the rotational speed of the planet carrier in the second-row planetary gear system; Distance from the center of the kth planetary gear in the second row to the center of the planet carrier; T represents the angle between the k-th planetary gear in the second row and the x-axis; out This indicates the system's output torque;

[0049] The supporting force of the planetary gear bearing between the planet carrier and the kth planetary gear in the second row of planetary gear system in the x and y directions is calculated based on the displacement vectors of the kth planetary gear in the x, y and torsional directions and the supporting stiffness of the planetary gear bearing in the x and y directions.

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

[0051]

[0052] in, This represents the 3 degrees of freedom of the bending-torsional coupling excitation of the second row of internal gear rings; This represents the mass matrix of the second row of internal gear rings; This represents the dynamic meshing force between the k-th planetary gear in the second row and the internal gear ring. This 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 clrθThe number ) represents the components of the normal meshing force of the spline teeth between the friction pad of the brake CL control component 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 gears;

[0053] The dynamic meshing force of the kth planetary gear-internal gear ring in 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 following formula is used to construct the dynamic model of the k-th planetary gear in the n-th row of a double planetary gear set:

[0055]

[0056] in, This represents the 3 degrees of freedom of the bending-torsional coupling excitation of the k-th planetary gear in the n-th planetary gear set; This represents the mass matrix of the k-th planetary gear in the n-th row of planetary gear sets; This represents the bearing force between the planet carrier and the k-th planet gear in the n-th row of planet gears; This represents the dynamic meshing force between the sun gear and the planet gear in the nth row of planetary gear sets; This represents the angle between the line of mesh between the k-th planetary gear-sun gear in the n-th planetary gear set and the x-axis; This represents the dynamic meshing force between the k-th planet gear and the internal gear ring in the n-th planetary gear set; This represents the angle between the line of mesh between the kth planetary gear and the internal gear ring of the nth planetary gear set and the x-axis. This indicates the rotational speed of the nth row of planetary carriers; This represents the distance from the center of the kth planetary gear in the nth row of planetary gear sets to the center of the planet carrier; This represents the angle between the k-th planetary gear in the n-th row of planetary gear sets and the x-axis; This represents the base circle radius of the k-th planetary gear in the n-th planetary gear set;

[0057] The bearing force between the planet carrier and the kth planet gear in the nth row of planet gears is calculated based on the support stiffness and damping of the kth planet gear bearing in the x and y directions, as well as the dynamic meshing force between the kth sun gear and the planet gear and the kth planet gear and the internal gear ring.

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

[0059]

[0060] in, This represents the 3 degrees of freedom of the bending-torsional coupling excitation of the second row of sun gears; This represents the mass matrix of the second row of sun gears; This represents the dynamic meshing force of the k-th sun gear-planet gear in the second row; This represents the angle between the meshing line of the kth planetary gear-sun gear in the second row and the x-axis; These represent the resultant force of the spline meshing force between the second row of sun gears and the input shaft in the circumferential direction, and its component forces in the x and y directions, respectively. Indicates the rotational speed of the second-row planetary carrier; This represents the base circle radius of the second-stage sun gear; This indicates the base circle radius of the spline teeth.

[0061] Furthermore, in the first planetary gear carrier of the dual planetary gear subsystem of the automatic transmission planetary gear transmission system, when the clutch CH operating element is engaged, the following formula is used to calculate the components of the spline meshing force between the clutch CH operating element friction plate and the first planetary gear carrier in the x and y directions, as well as the torque about the z direction:

[0062]

[0063] in, This represents the coupling stiffness vector of the clutch CH operating element; This represents the coupling damping vector of the clutch CH operating element; This represents the displacement vector of the first row of planetary carriers;

[0064] When the clutch CH operating component disengages, the components of the spline meshing force between the clutch CH operating component friction plate and the first row of planetary gear system planet carrier in the x and y directions, as well as the torque around the z direction, are calculated based on the relative displacement of the inner hub and the nth tooth of the friction plate in the forward and reverse collisions, the tooth flank clearance of the inner hub-friction plate, the relative velocity of the teeth before the forward and reverse collisions, the number of teeth of the inner hub and the friction plate, the rotational 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 clutch CH operating component friction plate.

[0065] When the brake CR actuator is engaged, the following formula is used to calculate the components of the spline meshing force between the brake CR actuator friction pad and the inner hub of the first-row planetary gear system planet carrier in the x and y directions, as well as the torque about the z direction:

[0066]

[0067] in, This represents the coupling stiffness vector of the brake CR control element; This represents the coupling damping vector of the brake CR control element; This represents the displacement vector of the first row of planetary carriers;

[0068] When the brake CR control element disengages, calculate the components F of the resultant force of the collision force between all the teeth of the inner hub and the friction pad in the x and y directions. ix F iy The components of the spline meshing force between the friction plate of the brake CR control component and the planet carrier of the first row of planetary gear system in the x and y directions, and the torque about the z direction are calculated.

[0069] Furthermore, in the second row of internal gear rings of the dual planetary gear train of the automatic transmission planetary gear transmission system, when the brake CL operating element is engaged, the components of the spline normal meshing force between the brake CL operating element friction pad and the second row of internal gear rings in the x and y directions, and the torque about the z direction are calculated using the following formula:

[0070]

[0071] in, This represents the coupling stiffness vector of the brake CL control element; This represents the coupling damping vector of the brake CR control element; This represents the displacement vector of the second row of internal gear rings;

[0072] When the brake CL control element disengages, calculate the components F of the resultant force of the collision force between all the teeth of the inner hub and the friction pad in the x and y directions. ix F iy The components of the spline meshing force between the friction pad and the second row of internal gear rings of the brake CL operating component are calculated in the x and y directions, as well as the torque about the z direction.

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

[0075] 2. The dynamic response prediction method of this invention can be applied to multi-gear operating conditions, enabling accurate simulation of the dynamic performance of the planetary gear transmission system of an automatic transmission under different gears. By accurately simulating the vibration response under each gear, vibration control strategies can be optimized to ensure stable operation of the system under various operating conditions, thereby improving the overall performance of the automatic transmission.

[0076] 3. This invention can identify potential problems in advance by accurately predicting dynamic response, optimize gear parameters and control component design, thereby improving the transmission efficiency of the system, reducing energy loss, and enhancing driving comfort and fuel economy.

[0077] 4. This invention uses numerical simulation to virtually verify and optimize automatic transmissions 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 schemes, thereby finding the optimal solution more quickly and improving design efficiency.

[0078] In this invention, the above-described technical solutions can be combined with each other to achieve more preferred combinations. Other features and advantages of this invention will be set forth in the following description, and some advantages may become apparent from the description or be learned by practicing the invention. The objects and other advantages of this invention can be realized and obtained from the description and drawings, which are particularly pointed out. Attached Figure Description

[0079] The accompanying drawings are for illustrative purposes only and are not intended to limit the invention. Throughout the drawings, the same reference numerals denote the same parts.

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

[0081] Figure 2 This is a flowchart illustrating a method for predicting the dynamic response of an automatic transmission planetary gear system according to an embodiment of the present invention.

[0082] Figure 3 This is a schematic diagram of the structure of the control component in an embodiment of the present invention.

[0083] Figure label:

[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 element; 8-Brake CR operating element; 9-Clutch CL operating element. Detailed Implementation

[0085] Preferred embodiments of the present invention will now be described in detail with reference to the accompanying drawings, which form 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 intended 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 an automatic transmission planetary gear system, such as... Figure 1As shown, the automatic transmission planetary gear system includes an input shaft, two rows of planetary gear sets, three operating elements, and six support bearings. Each row of planetary gears has four planetary gears, and the six bearings support the rotation of the input and output shafts. The first row of internal gear rings is fixedly connected to the second row of planetary carriers. The outer hub of the clutch CH operating element is connected to the input shaft, and the inner hub is the first row of planetary carriers. The outer hub of the brake CR operating element is fixed to the housing, and the inner hub is the first row of planetary carriers. The outer hub of the clutch CL operating element is fixed to the housing, and the inner hub is the second row of internal gear rings. It should be noted that in this embodiment, the output shaft of the automatic transmission is the second row of planetary carriers.

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

[0088] Step S1: Obtain the parameters of each component, each bearing, and each control element of the automatic transmission planetary gear transmission system.

[0089] Specifically, the planetary gear transmission system components of an automatic transmission include planetary gear sets, drive shafts, bearings, and control components.

[0090] The planetary gear set is a core component of the automatic transmission. Different transmission ratios are achieved through the meshing and movement of the various components, 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; planet gears, which are gears that rotate and mesh around the sun gear and are usually mounted on a planet carrier; an internal ring gear, which is a gear that surrounds the planet gears and is usually fixed to the transmission housing; and a planet carrier, which is a component used to support the planet gears and allow them to rotate around the sun gear.

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

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

[0093] The control component includes an inner hub and a friction plate, and an outer hub and a steel plate. The inner hub is connected to components of the transmission, and the friction plate is mounted on the inner hub. The outer hub is connected to components in the planetary gear set, and the steel plate is mounted on the outer hub. The engagement and disengagement between the friction plate and the steel plate are controlled by a hydraulic system to achieve different working states of the planetary gear set, thereby achieving the purpose of shifting gears.

[0094] The component parameters include, but are not limited to: number of teeth, which is the number of teeth on the planetary gear, determining the tooth profile shape and gear ratio, and having a significant impact on transmission ratio and meshing characteristics; module, a measure of gear size, related to the size of the teeth, wherein the larger the module, the taller the gear tooth profile, the stronger the load-bearing capacity, and the larger the volume; pressure angle, the included angle of the gear tooth profile when the gears mesh, which affects the contact stress and transmission efficiency of the gears; gear mass, the weight of the gear, which affects the moment of inertia of the gear, and thus affects the dynamic response and balance of the gear; moment of inertia, a measure of the gear's own inertia with respect to rotational motion, reflecting the ease with which the gear's angular velocity changes when subjected to external torque; and tooth flank clearance, the distance between the tooth surfaces of two meshing gears in the tangent direction of the pitch circle in the non-working state, used to ensure smooth gear operation, provide lubrication space, and compensate for errors.

[0095] The bearing parameters include: the inner diameter of each rolling bearing component (the diameter of the inner ring, which determines the size of the shaft the bearing can fit); the outer diameter (the diameter of the outer ring, which determines the required installation space); the width (the width of the bearing, affecting its load-bearing capacity and installation space); the roller diameter (the diameter of the rolling elements, determining the bearing's load-bearing capacity and stiffness); the stiffness (the degree of deformation of the bearing under load, determining its ability to resist deformation); the damping (the friction and energy dissipation characteristics within the bearing); the clearance (the gap between the rolling elements and the inner and outer rings, affecting the bearing's smoothness of operation, noise level, and lifespan); and the Young's modulus (the elastic modulus of the bearing, affecting its deformation and stress distribution under load).

[0096] Step S2: Based on the parameters and states of each control component, construct a dynamic model of the control component.

[0097] Specifically, such as Figure 3 The control mechanism structure shown uses splines to transmit power between the inner hub and friction plate, and the outer hub and steel plate. The separation or engagement of the friction plate and steel plate of the different clutches / brakes of the transmission mechanism is controlled by an electro-hydraulic system to achieve different transmission ratios of speed and torque output.

[0098] When the steel plate of the control component is separated from the friction plate, the friction plate / steel plate floats and is supported on the inner / outer hub. When the inner / outer hub rotates, the floatingly supported friction plate / steel plate and the spline teeth of the inner / outer hub will generate random, nonlinear collision forces, thereby affecting the dynamic characteristics of each component.

[0099] Furthermore, the operating components include a clutch CH operating component, a brake CR operating component, and a brake CL operating component; the operating component dynamic model includes a friction plate dynamic model of the clutch CH operating component, a brake CR operating component, and a brake CL operating component, and a steel plate dynamic model of the clutch CH operating component; wherein,

[0100] The friction plate dynamics model of each of the aforementioned operating components in the separated state is constructed using the following formula:

[0101]

[0102] in, This represents the three degrees of freedom of the bending-torsional coupling excitation of the friction plates of each of the aforementioned control components; These represent the mass and moment of inertia of the friction pads of each of the aforementioned control components; These represent the support stiffness and damping of each of the aforementioned control components in the x and y directions, respectively. This indicates that in the separated state, the friction pads of each of the aforementioned operating components are subjected to the collision force from the inner hub gear teeth in the x and y directions. This indicates the radius of the friction plate base circle of each of the aforementioned operating components.

[0103] Furthermore, the following equation is used to construct the steel plate dynamics model of the clutch CH operating element in the disengaged state:

[0104]

[0105] in, This represents the three degrees of freedom of the bending-torsional coupling excitation of the steel plate of the clutch CH operating component; These represent the mass and moment of inertia of the steel plate of the clutch CH operating component, respectively. These represent the support stiffness and damping of the steel plates of the clutch CH operating component in the x and y directions, respectively; R bch d The radius of the base circle of the steel plate of the clutch CH operating element; This indicates that the steel plate of the clutch CH operating component in the disengaged state is subjected to an impact force from the outer hub gear teeth.

[0106] Specifically, in the planetary gear system of the automatic transmission of this embodiment, when the clutch CH operating element is engaged and the brake CR and brake CL operating elements are disengaged, the first row of sun gear shafts is engaged with the planetary carrier, and the entire planetary gear set rotates, with a transmission ratio of 1:1, which is the high-speed gear. When the brake CR operating element is engaged and the clutch CH and brake CL operating elements are disengaged, the first row of planetary carriers is fixed to the frame, i.e., the first row of planetary carriers is fixed, with a transmission ratio of -2.85:1. This transmission ratio is suitable for operating conditions that require deceleration and changes in rotation direction, such as reverse gear or certain low-speed gears. When the brake CL operating element is engaged and the clutch CH and brake CR operating elements are disengaged, the second row of internal gear rings is fixed to the frame, i.e., the second row of internal gear rings is fixed, with a transmission ratio of 3.11:1. This transmission ratio is suitable for operating conditions that require a larger reduction ratio, such as some low-speed gears, which can further increase torque output, giving the vehicle more traction when driving at low speeds.

[0107] When the control components are in the disengaged state, the friction plates are suspended on the inner hub and the steel plates are suspended on the outer hub. Random collision forces will be generated when the transmission mechanism is running.

[0108] It should be noted that for the CR and CL brake control components, in the disengaged state, the brake pads are floatingly supported on the outer hub fixed to the housing. Since the outer hub is stationary, the brake pads can be considered to be relatively stationary.

[0109] In multi-gear operation, the engagement and disengagement of the control components occur frequently, and the nonlinear and random changes in collision characteristics have a more significant impact on the dynamic response of the system. Therefore, considering the collision of the control component teeth can enable a more accurate and realistic prediction of the dynamic response of the planetary gear transmission system of the automatic transmission under multi-gear operation.

[0110] Step S3: Based on the parameters of each component, bearing, and control element of the planetary gear transmission system, construct a dynamic model of the automatic transmission planetary gear transmission system; wherein, the automatic transmission planetary gear transmission system includes an input shaft subsystem and a double planetary gear set subsystem; the dynamic model of the automatic transmission planetary gear transmission system includes a dynamic model of the input shaft system and dynamic models of each component of the double planetary gear set subsystem.

[0111] Specifically, based on the structure and dynamics of the planetary gear mechanism, a bending-torsional-swing model of the drive shaft and a bending-torsional model of the planetary gear train are established. The planetary gear set and the drive shaft are coupled through the nonlinear time-varying support stiffness of multi-point support bearings to predict the dynamic response of each component of the planetary gear mechanism system.

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

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

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

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

[0116] Furthermore, the dynamic equations of the input shaft subsystem are 5-DOF dynamic equations for bending-torsional-pendulum coupled excitation. Based on Newton's second law, the 5-DOF dynamic model of the input shaft subsystem for bending-torsional-pendulum coupled excitation is constructed using the following equation:

[0117]

[0118] Where, x R ,y R ,θ xR ,θ yR ,θ zR This represents the 5 degrees of freedom of the input axis; m R Indicates the input shaft mass; I xR I yR, and I zR These represent the input axis at the centroid O. R Along X R Y R and Z R Moment of inertia in the direction; a0 represents the moment of inertia from the input load to the center of mass O. R The distance between; a bh This indicates that the h-th supporting bearing is related to the center of mass O. R The distance between; a pn This indicates that the nth row of the sun gear is related to the center of mass O. R The distance between; a d1 This indicates the clutch CH operating element and the center of gravity O. R The distance between them; These represent the supporting forces of the h-th bearing in the x and y directions, respectively. These represent the resultant force of the spline meshing force between the second row of sun gears and the input shaft in the circumferential direction, and its component forces in the x and y directions, respectively. This indicates the number of planetary gears in the first row of planetary gears; This represents the dynamic meshing force of the k-th planetary gear-sun gear meshing pair in the first row of planetary gears; F represents the angle between the line of mesh of the k-th planetary gear-sun gear in the first row of planetary gears and the x-axis; chRx ,F chRy These represent the x- and y-direction components of the normal meshing force of the spline teeth between the steel plate of the clutch CH operating component and the input shaft; T chRz F represents the torque of the clutch CH operating element relative to the input shaft about the z-direction; x ,F y These represent the input loads in the x and y directions, respectively. This indicates the base circle radius of the spline teeth of the second-stage sun gear; T represents the base circle radius of the first-stage sun gear; in This indicates the input torque.

[0119] Specifically, in this embodiment, the input shaft of the automatic transmission is a sun gear shaft, meaning that 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 internal splines; 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 of sun gears and the input shaft, and its components in the x and y directions, are calculated using the following formula:

[0121]

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

[0123]

[0124] Where, x s (2) ,y s (2) and θ s (2) α represents the displacement of the second-row sun gear in the x-direction, y-direction, and torsional direction; mRIndicates the pressure angle of the spline pitch circle; R bmR (2) Indicates the base circle radius of the spline teeth; This represents the relative velocity of the q-th pair of spline gear teeth along the meshing line.

[0125] More specifically, in reality, the bearing's support stiffness and damping change with load and deformation. Therefore, calculating the bearing's nonlinear support load can make the model closer to the actual situation, thus more accurately reflecting the bearing's stress under actual working conditions and more realistically simulating the bearing's dynamic response under different working conditions. Therefore, the following method is used to obtain the nonlinear support force of each bearing, including steps S311-S313:

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

[0127]

[0128] Where, θ j ω represents the angular position of the j-th roller; cage Represents the angular velocity of the planetary carrier; t represents time; N b This 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 raceways can be determined, thus 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 j-th roller of the bearing and the inner and outer rings is obtained using the following formula:

[0131] δ j =x b cosθ j +y b sinθ j -c0 (7)

[0132] Where, x b ,y b c0 represents the displacement of the bearing inner ring in the X and Y directions, respectively; c0 represents the bearing radial clearance.

[0133] Specifically, based on the angular position of the rollers, the contact deformation between the rollers and the raceways can be calculated, and then the nonlinear support load of the bearing can be calculated using Hertzian contact theory.

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

[0135]

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

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

[0138] More specifically, the meshing state of planetary gear sets directly affects the dynamic performance of the entire transmission system, and the dynamic meshing force of planetary gear sets 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, obtain the time-varying meshing stiffness of the sun gear-planet gear meshing pair and the planet gear-internal gear ring meshing pair with phase relationship.

[0141] Specifically, time-varying meshing stiffness is an important parameter that reflects the change in stiffness of a gear pair during meshing due to the elastic deformation of the 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 positional relationship of the gear pairs during the meshing process, the phase difference between the kth sun gear-planet gear meshing pair and the kth planet gear-internal gear ring meshing pair is calculated based on the parameters of each component of the planetary gear transmission system.

[0143] When the planetary gears rotate clockwise, the phase difference between the k-th sun gear-planet gear meshing pair and the k-th planet gear-internal gear meshing pair is calculated using the following formula:

[0144]

[0145] Where, γ spk γ represents the phase difference between the sun wheel and the k-th planet wheel; rpk This represents the phase difference between the internal gear ring and the k-th planetary gear; z s Indicates the number of teeth on the sun gear; z r The number of teeth on the internal gear ring is represented by 'dec()'; the remainder function is represented by 'n'; and the number of planetary gears is represented by 'n'.

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

[0147]

[0148] For example, when upshifting, with the sun gear as input and rotating clockwise, the planet gears rotate counterclockwise, and the internal ring gear is fixed, a higher gear ratio can be achieved, thereby increasing the output speed. When downshifting, with the internal ring gear as input and rotating clockwise, the planet gears rotate clockwise, and the sun gear is fixed, a lower gear 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-internal ring gear meshing pair is calculated using the following formula:

[0150]

[0151] Where, γ sr R represents the phase difference between the sun gear-planet gear meshing pair and the planet gear-internal ring gear meshing pair; os R represents the radius of the sun gear tooth tip circle; bs and R bp These represent the base circle radii of the sun gear and planet gears, respectively; m pl and α p These represent the module and pressure angle of the planetary gear train, respectively; t b The tooth thickness of the planetary gear at the base circle position is calculated using the following formula:

[0152]

[0153] Where, χ p z represents the planetary gear displacement coefficient; p This indicates the number of teeth on the planetary gear.

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

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

[0156]

[0157] Where, k spk (t) represents the meshing stiffness of the k-th planetary gear-sun gear meshing pair at time t; krpk (t) represents the meshing stiffness of the k-th planetary gear-internal gear pair at time t; k sp () represents the time-varying meshing stiffness of the sun gear-planet gear meshing pair calculated using the potential energy method; k rp () represents the time-varying meshing stiffness of the planetary gear-internal gear pair calculated using the potential energy method; γ spk γ represents the phase difference between the sun wheel and the k-th planet wheel; rpk γ represents the phase difference between the internal gear ring and the k-th planetary gear; sr This indicates the phase difference between the sun gear-planet gear meshing pair and the planet gear-internal ring gear meshing pair; T m This indicates the meshing cycle.

[0158] Specifically, in a planetary gear system, the meshing of the sun gear, planet gears, and internal ring gear occurs periodically. This periodic meshing causes the meshing stiffness to change over time, resulting in time-varying meshing stiffness. The meshing period T... m This refers to the time scale of this periodic change, representing the time elapsed from a certain meshing position to the next return to the same meshing position. This is achieved by introducing the meshing period T. m This allows for a more accurate description and calculation of the dynamic characteristics of gear meshing in planetary gear systems.

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

[0160] Specifically, based on the positional relationship of the meshing lines of the kth sun gear-planet gear and the planet gear-internal gear ring, the angle between the meshing lines of the kth planet gear-sun gear and the kth planet gear-internal gear ring and the x-axis is calculated using the following formula:

[0161]

[0162] Where, ψ spk ψ represents the angle between the line of meshing of the k-th planetary gear-sun gear and the x-axis. rpk α represents the angle between the line of meshing of the k-th planetary gear and the internal gear ring and the x-axis; p Indicates the pressure angle; This represents the angle between the k-th planetary gear and the x-axis.

[0163] More specifically, the origin of the global coordinate system XYZ is established as the center of rotation of the central rotating components (sun gear, internal gear ring, and planet carrier), and the origin of the follower coordinate system UVW is the axis of the planet gear. This coordinate system is fixed to the planet carrier and rotates with it at the theoretical speed ω. c Rotation, that is, the angular position of the k-th planetary gear relative to the x-axis is calculated using the following formula:

[0164]

[0165] in, This indicates the angular position of the first planetary gear relative to the x-axis; ω c The value represents the rotational speed of the planet carrier; n represents the number of planetary gears; and t represents the calculation time.

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

[0167]

[0168] Where, δ spk δ represents the relative displacement deformation of the k-th planetary gear-sun gear. rpk The x represents the relative displacement deformation between the k-th planetary gear and the internal gear ring; s ,y s ,θ s These represent the displacements of the sun gear in the X, Y, and torsional directions, respectively; x pk ,y pk ,θ pk These represent the displacements of the k-th planetary gear in the X, Y, and torsional directions, respectively; x r ,y r ,θ r θ represents the displacement of the internal gear ring in the X, Y, and torsional directions, respectively; c R represents the displacement of the planetary carrier in the torsional direction. bs R represents the radius of the base circle of the sun gear. bp R represents the radius of the base circle of the planetary gear; br R represents the base circle radius of the internal gear ring; ck ψ represents the distance from the center of the k-th planetary gear to the center of the sun gear; spk ψ represents the angle between the line of meshing of the k-th planetary gear-sun gear and the x-axis. rpk α represents the angle between the line of meshing of the k-th planetary gear and the internal gear ring and the x-axis; p Indicates the pressure angle; e spk This represents the transmission error of the k-th planetary gear-sun gear along the meshing line; e rpk This represents the transmission error of the k-th planetary gear-internal gear ring along the meshing line.

[0169] Specifically, the relative displacement deformation of the sun gear-planet gear meshing pair and the planet gear-internal gear ring 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 determined more precisely.

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

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

[0172]

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

[0174] More specifically, the meshing damping of the k-th planet gear-sun gear and the meshing damping of the k-th planet gear-internal gear ring are calculated using the following formula:

[0175]

[0176] Where, m s m pk and m r ζ represents the mass of the sun gear, the k-th planet gear, and the internal gear ring, respectively; ζ represents the damping ratio, which is 0.03-0.17 for example.

[0177] Furthermore, in the input shaft subsystem, when the clutch CH actuator is engaged, the components of the spline normal meshing force between the steel plate of the clutch CH actuator and the input shaft in the x and y directions, as well as the torque of the clutch CH actuator and the input shaft about the z direction, are calculated using the following formula:

[0178]

[0179] in, This represents the coupling stiffness vector of the clutch CH operating element; This represents the coupling damping vector of the clutch CH operating element; This represents the displacement vector of the first row of planetary carriers.

[0180] Specifically, when the clutch CH operating element is engaged, its friction plate and steel plate are in close contact, connecting the input shaft to the first planetary carrier through friction, thus achieving direct power transmission. Therefore, the spline normal meshing force between the steel plate of the clutch CH operating element and the input shaft has components F in the x and y directions. chRx and F chRy This also represents the x- and y-direction components of the coupling force between the first row of planet carriers and the sun gear axis, F. chcx and F chcy .

[0181] When the clutch CH operating element disengages, based on the relative displacement of the nth tooth of the outer hub and the steel plate during forward and reverse collisions, the tooth flank clearance of the nth tooth of the outer hub-steel plate, the relative velocities of the teeth before the forward and reverse collisions, the number of teeth of the outer hub and the steel plate, the outer hub rotational speed, the outer hub-steel plate pressure angle, and the base circle radius of the spline teeth of the steel plate of the clutch CH operating element, the following formula is used to calculate the components of the spline normal meshing force between the steel plate of the clutch CH operating element and the input shaft in the x and y directions, as well as the torque of the clutch CH operating element and the input shaft about the z direction:

[0182]

[0183] Among them, F on δ represents the nonlinear impact force between the outer hub and the nth pair of teeth on the steel plate. Fon and δ Bon c represents the relative displacement of the nth tooth of the outer hub and the steel sheet during forward and reverse collisions, respectively; on The backlash of the nth tooth in the outer hub-steel sheet configuration is represented by: K; tooth stiffness; μ; hysteresis damping coefficient; and e; the coefficient of restitution. and These represent the relative velocities of the gear teeth before the forward and reverse collisions, respectively; z o Indicates the number of teeth on the outer hub and steel plate; ω o Indicates the outer hub rotational speed; α0 represents the pressure angle between the inner hub and the friction plate, and between the outer hub and the steel plate; t represents time; F onx and F ony F represents the collision force of the nth pair of teeth between the outer hub and the steel sheet in the x and y directions, respectively.ox and F oy These represent the resultant collision forces of all teeth on the outer hub and steel sheet in the x and y directions, respectively.

[0184] The torque of the clutch CH operating element relative to the input shaft about the z-direction is calculated using the following formula:

[0185]

[0186] in, express; This indicates the base circle radius of the spline teeth on the CH steel plate of the clutch.

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

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

[0189] The dynamic models of each component of the double planetary gear set subsystem include the dynamic models of the planet carrier of the first planetary gear system, the first internal gear ring, the second planetary gear carrier, the second internal gear ring, each planet gear of the double planetary gear set, and the second sun gear; wherein,

[0190] For the planet carrier of the first row of planetary gear system, which supports each planet gear of the first row of planetary gear system and is connected to the inner hub of the clutch CH operating component and the brake CR operating component respectively, a 3-degree-of-freedom dynamic model of its bending-torsional coupling excitation is constructed.

[0191] Specifically, the first-row planetary gear system planetary carrier 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 first-row planetary gear system planetary carrier transmits the rotational motion of the input shaft to the internal gear ring of the second-row planetary gear system through the planetary gear train, thereby realizing the multi-gear transmission function of the transmission.

[0192] Furthermore, based on Newton's second law, the dynamic model of the planet carrier of the first row of planetary gear systems is constructed using the following equation:

[0193]

[0194] in, This represents the 3 degrees of freedom of the bending-torsional coupling excitation of the planet carrier of the first-row planetary gear system; This represents the mass matrix of the planet carrier of the first row of planetary gear systems; These represent the supporting forces of bearing B2 and bearing B3 in the x and y directions, respectively. This represents the supporting force of the planetary gear bearing between the planet carrier and the kth planetary gear in the first row of planetary gear systems in the x and y directions; Indicates the number of planetary gears in the first row of planetary gears; (F chcx ,F chcy ,T chcθ (F) represents the components of the spline meshing force between the clutch CH operating element friction plate and the first-row planetary gear system planet carrier in the x and y directions, and the torque about the z direction; crcx ,F crcy ,T crcθ The symbol represents the spline meshing force between the friction pads of the brake CR control component and the planet carrier of the first-row planetary gear system, as well as the torque about the z-direction. Indicates the rotational speed of the first row of planetary carriers; This represents the distance from the center of the kth planetary gear in the first row to the center of the planet carrier; The angle between the kth planetary gear in the first row and the x-axis is represented by formula 18.

[0195] Specifically, the supporting forces of the B2 and B3 support bearings in the x and y directions are calculated using formulas (8) and (9).

[0196] Furthermore, the supporting 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 and y directions is calculated based on the displacement vectors of the kth planetary gear in the x, y and torsional directions and the supporting stiffness of the planetary gear bearing in the x and y directions.

[0197] Specifically, based on Hooke's Law, the supporting forces of the planetary gear bearings between the planet carrier and the kth planetary gear in the first row of planetary gear systems in the x and y directions are calculated using the following formula:

[0198]

[0199] in, (k = 1, 2, 3, 4) represents the displacement vector of the k-th planetary gear in the x, y and torsional directions; These represent the support stiffness of the planetary gear bearing in the X and Y directions, respectively, and are bearing parameters.

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

[0201]

[0202] in, This represents the coupling stiffness vector of the clutch CH operating element; This represents the coupling damping vector of the clutch CH operating element; This represents the displacement vector of the first row of planetary carriers.

[0203] Specifically, when the clutch CH operating element is engaged, its friction plate and steel plate are in close contact, connecting the input shaft to the first planetary carrier through friction, thus achieving direct power transmission. Therefore, the spline normal meshing force between the steel plate of the clutch CH operating element and the input shaft has components F in the x and y directions. chRx and F chRy This also represents the x- and y-direction components of the coupling force between the first row of planet carriers and the sun gear axis, F. chcx and F chcy Therefore, we can use formulas (22) and (23) to calculate the same result.

[0204] When the clutch CH operating element disengages, based on the relative displacement of the nth tooth of the inner hub and friction plate during forward and reverse collisions, the tooth flank clearance of the nth tooth of the inner hub-friction plate, the relative velocities of the teeth before the forward and reverse collisions, the number of teeth of the inner hub and friction plate, the rotational 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 element, the following formula is used to calculate the components of the spline meshing force between the friction plate of the clutch CH operating element and the planet carrier of the first set of planetary gear systems in the x and y directions:

[0205]

[0206] Among them, F in δ represents the nonlinear collision force of the nth pair of teeth between the inner hub and the friction plate. Fin and δ Bin c represents the relative displacement between the inner hub and the nth tooth of the friction plate during forward and reverse collisions, respectively; in The backlash between the nth tooth of the inner hub and the friction plate is represented by: K represents the tooth stiffness; μ represents the hysteresis damping coefficient; and e represents the restitution coefficient. and These represent the relative velocities of the gear teeth before the forward and reverse collisions, respectively; z iIndicates the number of teeth on the inner hub and friction plate; ω i Indicates the inner hub rotational speed; α0 represents the pressure angle between the inner hub and the friction plate, and between the outer hub and the steel plate; t represents time; F inx and F iny F represents the collision force of the nth pair of teeth of the inner hub-friction plate in the x and y directions, respectively. ix and F iy R represents the resultant collision force of all teeth of the inner hub-friction plate in the x and y directions, respectively; bi T represents the base circle radius of the inner hub and the friction plate; i This represents the torque in the direction of rotation of the collision force of all the teeth of the inner hub-friction plate.

[0207] It should be noted that when the clutch CH operating element is disengaged, the floating support friction plate and the inner hub (first row of planetary carriers) teeth randomly collide on the planetary carrier. Therefore, the resultant force F of the collision between all the teeth of the inner hub and the friction plate in the x direction is... ix This refers to the x-direction component F of the spline meshing force between the friction plate of the clutch CH operating component and the planet carrier of the first set of planetary gear systems. chcx =F ix The resultant force F of the collision of all teeth of the inner hub and friction plate in the y direction. iy This refers to the component of the spline meshing force F in the y-direction between the friction plate of the clutch CH operating component and the planet carrier of the first planetary gear system. chcy =F iy ;

[0208] The torque of the clutch CH operating element and the planet carrier of the first planetary gear system about the z-direction is calculated using the following formula:

[0209]

[0210] in, The normal impact force represents the spline meshing force between the friction plate of the clutch CH operating component and the planet carrier of the first-row planetary gear system. This indicates the base circle radius of the spline teeth on the friction plate of the clutch CH operating component.

[0211] Furthermore, when the brake CR operating element is engaged, the following formula is used to calculate the components of the spline meshing force between the brake CR operating element friction pad and the inner hub of the first-row planetary gear system planet carrier in the x and y directions, as well as the torque about the z direction:

[0212]

[0213] in, This represents the coupling stiffness vector of the brake CR control element; This represents the coupling damping vector of the brake CR control element; This represents the displacement vector of the first row of planetary carriers.

[0214] Furthermore, when the brake CR control component disengages, calculate the components F of the resultant force of the collision force between all the teeth of the inner hub and the friction pad in the x and y directions. ix F iy The components of the spline meshing force between the friction plate of the brake CR control component and the planet carrier of the first row of planetary gear system in the x and y directions, and the torque about the z direction are calculated.

[0215] The components F of the resultant force of the collision force between all the teeth of the inner hub and the friction plate in the x and y directions are calculated using formula (37). ix F iy .

[0216] The torque of the brake CR control element and the planet carrier of the first-row planetary gear system about the z-direction is calculated using the following formula:

[0217]

[0218] in, The normal impact force representing the spline meshing force between the friction pads of the brake CR control component and the planet carrier of the first-row planetary gear system; This indicates the base circle radius of the spline teeth of the friction pads in the brake CR control component. It should be noted that when the brake CR control component disengages, the floating support friction pads randomly collide with the teeth of the inner hub (first planetary carrier), affecting the dynamic response of the first planetary carrier and the vibration characteristics of the entire transmission.

[0219] Furthermore, 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-torsional coupled excitation is constructed.

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

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

[0222]

[0223] in, This represents the 3 degrees of freedom of the bending-torsional coupling excitation of the first row of internal gear rings; This represents the mass matrix of the first row of internal gear rings; This represents the dynamic meshing force between the k-th planetary gear in the first row and the internal gear ring. This 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; This indicates the coupling force between the first row of internal gear rings and the planet carrier of the second row of planetary gear system; This 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 in 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, formulas (20) and (17) are used to obtain the dynamic meshing force of the kth planetary gear-internal gear ring in the first row and the angle between the meshing line of the kth planetary gear-internal gear ring in the first row and the x-axis, respectively.

[0226] Furthermore, the coupling force between the first row of internal 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 internal gear rings and the second row of planet carriers.

[0227] Specifically, the coupling force between the first row of internal gear rings and the planet carrier of the second row of planetary gear system 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) These represent the components of coupling stiffness and damping in the x-direction, y-direction, and about the z-axis, respectively.

[0230] Furthermore, for the second-row planetary gear system planet carrier, which is fixedly connected to the first-row internal gear ring and supports the second-row planetary gear set, a 3-DOF dynamic model of its bending-torsional coupled excitation is constructed.

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

[0232] Furthermore, based on 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, This represents the 3 degrees of freedom of the bending-torsional coupling excitation of the planet carrier of the second-row planetary gear system; This represents the mass matrix of the planet carrier for the second-row planetary gear system; The support forces of support bearings B4, B5 and B6 in the x and y directions are respectively calculated using formulas (8) and (9); Indicates the number of planetary gears in the second row of planetary gears; This represents the supporting force of the planetary gear bearing between the planet carrier and the kth planetary gear in the second-row planetary gear system in the x and y directions; This indicates the coupling force between the first row of internal gear rings and the planet carrier of the second row of planetary gear system; This indicates the rotational speed of the planet carrier in the second-row planetary gear system; Distance from the center of the kth planetary gear in the second row to the center of the planet carrier; T represents the angle between the k-th planetary gear in the second row and the x-axis; out This indicates the system's output torque.

[0235] Furthermore, the supporting force of the planetary gear bearing between the planet carrier and the kth planetary gear in the second row of planetary gear systems in the x and y directions is calculated using the following formula based on the displacement vectors of the kth planetary gear in the x, y, and torsional directions and the supporting stiffness of the planetary gear bearing in the x and y directions:

[0236]

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

[0238] Furthermore, for the second row of internal gear rings, which mesh with the second row of planetary gear sets and are connected to the inner hub of the clutch CL operating element, a 3-DOF dynamic model of its bending-torsional coupling excitation is constructed.

[0239] Specifically, the second-row internal gear ring receives power from the second-row planetary gears through meshing with them and transmits the power to the output end. In this embodiment, the second-row planetary carrier is used. The number of teeth on the second-row internal gear ring and the number of teeth on the second-row planetary gears determine the transmission ratio, thereby realizing the speed change function. By engaging or disengaging the clutch CL operating element, the power transmission path can be changed to achieve different gears.

[0240] Furthermore, based on Newton's second law, the dynamic model of the second row of internal gears is constructed using the following formula:

[0241]

[0242] in, This represents the 3 degrees of freedom of the bending-torsional coupling excitation of the second row of internal gear rings; This represents the mass matrix of the second row of internal gear rings; This represents the dynamic meshing force between the k-th planetary gear in the second row and the internal gear ring. The angle between the meshing line of the kth planetary gear in the second row and the internal gear ring and the X-axis is represented by formula (17); (F clrx ,F clry ,T clrθ The number ) represents the components of the normal meshing force of the spline teeth between the friction pad of the brake CL control component and the second row of internal gear ring in the x and y directions, and the torque about the z direction. This 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 in 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 of the kth planetary gear-internal gear ring in the second row is calculated using formula (20).

[0245] Furthermore, when the brake CL operating element is engaged, the components of the normal meshing force of the spline teeth between the brake CL operating element friction pad and the second row of internal gear ring in the x and y directions, as well as the torque about the z direction, are calculated using the following formula:

[0246]

[0247] in, This represents the coupling stiffness vector of the brake CL control element; This represents the coupling damping vector of the brake CR control element; This represents the displacement vector of the second row of internal gear rings.

[0248] Specifically, when the brake CL control element is engaged, the second row of internal gear rings is fixed and cannot rotate freely, making the internal gear rings a fixed reference point. This changes the power transmission path of the planetary gear train and the transmission ratio of the planetary gear train, thereby achieving different gears.

[0249] Furthermore, when the brake CL control element disengages, calculate the components F of the resultant force of the collision force between all the teeth of the inner hub and the friction pad in the x and y directions. ix F iy The components of the spline meshing force between the friction pad and the second row of internal gear rings of the brake CL operating component are calculated in the x and y directions, as well as the torque about the z direction.

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

[0251] The components F of the resultant force of the collision force between all the teeth of the inner hub and the friction plate in the x and y directions are calculated using formula (37). ix F iy .

[0252] The torque of the spline meshing force between the brake CL operating element and the second row of internal gear rings about the z-direction is calculated using the following formula:

[0253]

[0254] in, The normal impact force represents the normal meshing force of the spline teeth between the friction pad of the brake CL control component and the second row of internal gear rings. This indicates the base circle radius of the spline teeth of the friction plate of the brake CL control component.

[0255] Furthermore, for a double planetary gear set, the first set of planetary gears meshes simultaneously with the first set of sun gears and the first set of internal gear rings, and the second set of planetary gears meshes simultaneously with the second set of sun gears and the second set of internal gear rings, thus constructing a 3-DOF dynamic model of the bending-torsional coupling excitation of each planetary gear.

[0256] Specifically, the planetary gear set receives power from the input end and transmits it to the output end through meshing with the sun gear and the internal ring gear. This meshing method allows power to be distributed between the sun gear and the internal ring gear, thereby achieving different transmission ratios. Furthermore, 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 needs.

[0257] Furthermore, based on Newton's second law, the dynamic model of the k-th planetary gear in the n-th row of a double planetary gear train can be constructed using the following formula:

[0258]

[0259] in, This represents the 3 degrees of freedom of the bending-torsional coupling excitation of the k-th planetary gear in the n-th planetary gear set; This represents the mass matrix of the k-th planetary gear in the n-th row of planetary gear sets; This represents the bearing force between the planet carrier and the k-th planet gear in the n-th row of planet gears; The dynamic meshing force of the sun gear-planet gear in the nth row of planetary gear set is calculated using formula (20); The angle between the meshing line of the kth planet gear-sun gear in the nth planet gear set and the x-axis is represented by formula (17); The dynamic meshing force of the kth planet gear-internal gear ring in the nth planet gear set is represented by formula (20). The angle between the meshing line of the kth planet gear-internal gear ring in the nth planet gear set and the x-axis is calculated using formula (17); This indicates the rotational speed of the nth row of planetary carriers; This represents the distance from the center of the kth planetary gear in the nth row of planetary gear sets to the center of the planet carrier; The angle between the k-th planetary gear in the n-th row of planetary gear sets and the x-axis is calculated using formula (18); This represents the base circle radius of the k-th planetary gear in the n-th row of planetary gear sets.

[0260] Furthermore, the bearing force between the planet carrier and the k-th planet gear of the n-th planet gear set... The following formula is used to calculate the dynamic meshing forces between the k-th planetary gear bearing and the k-th sun gear-planet gear and the k-th planet gear-internal ring gear, based on the support stiffness and damping of the k-th planetary gear bearing in the x and y directions:

[0261]

[0262] in, These represent the support stiffness and damping of the k-th planetary gear bearing in the n-th row in the x and y directions, respectively.

[0263] Furthermore, for the second row of sun gears, a three-degree-of-freedom dynamic model of its bending-torsional coupling excitation is constructed through internal spline transmission with the input shaft.

[0264] Specifically, the second row of sun gears, through internal spline transmission with the input shaft, not only achieves efficient power transmission but also ensures precise synchronization of movement between the sun gears and the input shaft.

[0265] Furthermore, based on Newton's second law, the dynamic model of the second sun gear is constructed using the following formula:

[0266]

[0267] in, This represents the 3 degrees of freedom of the bending-torsional coupling excitation of the second row of sun gears; This represents the mass matrix of the second row of sun gears; This represents the dynamic meshing force of the k-th sun gear-planet gear in the second row; This represents the angle between the meshing line of the kth planetary gear-sun gear in the second row and the x-axis; These represent the resultant force of the spline meshing force between the second row of sun gears and the input shaft in the circumferential direction, and its component forces in the x and y directions, respectively. Indicates the rotational speed of the second-row planetary carrier; This represents the base circle radius of the second-stage sun gear; This 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 splines, and therefore can be considered as a single unit. Similarly, the first row of internal gear rings is connected to the second row of planetary carriers via splines, and can also be considered as a single unit. Therefore, the total degrees of freedom of the planetary gear transmission system of the automatic transmission is 56.

[0269] Step S4: Within a given time step, when the inner and outer rings of the support bearing rotate simultaneously, calculate the dynamic load f of the planetary carrier / bearing housing on the outer ring of the bearing. o and deformation δ o and the dynamic load f of the drive shaft on the inner ring i and deformation δ i The dynamic response of the system at the current moment is calculated. The dynamic models of each subsystem of the planetary gear transmission system of the automatic transmission and the dynamic model of the control component are combined and solved using the fourth-order Runge-Kutta numerical iterative algorithm to obtain the dynamic response of the planetary transmission mechanism in the next time step. The process is iterated until the dynamic characteristic prediction is completed.

[0270] Specifically, the initial vibration displacement δ0 and the initial vibration velocity of the system are set at the initial time t0 of the differential equation. Set the numerical integration step size Δt to 0. Based on the dynamic response value calculated at the previous step size, substitute the dynamic models of each control component in steps S2 and S3 and the dynamic models of each subsystem of the automatic transmission planetary gear transmission system to calculate the dynamic response at the current moment. Through the fourth-order Runge-Kutta numerical iteration algorithm, gradually update the system state until the simulation cutoff time is reached, so as to realize the simulation and prediction of the dynamic load characteristics of the multi-gear automatic transmission planetary gear transmission system at each moment.

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

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

[0273] 2. The dynamic response prediction method of this invention can be applied to multi-gear operating conditions, enabling accurate simulation of the dynamic performance of the planetary gear transmission system of an automatic transmission under different gears. By accurately simulating the vibration response under each gear, vibration control strategies can be optimized to ensure stable operation of the system under various operating conditions, thereby improving the overall performance of the automatic transmission.

[0274] 3. This invention can identify potential problems in advance by accurately predicting dynamic response, optimize gear parameters and control component design, thereby improving the transmission efficiency of the system, reducing energy loss, and enhancing driving comfort and fuel economy.

[0275] 4. This invention uses numerical simulation to virtually verify and optimize automatic transmissions 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 schemes, thereby finding the optimal solution more quickly and improving design efficiency.

[0276] The above description is only a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in the present invention should be included within the scope of protection of the present invention.

Claims

1. A method for predicting the dynamic response of an automatic transmission planetary gear system, characterized in that, Includes the following steps: Obtain the parameters of each component, each bearing, and each control element of the automatic transmission planetary gear transmission system; Based on the parameters and states of each control component, a dynamic model of the control components is constructed. Based on the parameters of each component, bearing, and control element of the planetary gear transmission system, a dynamic model of the planetary gear transmission system of an automatic transmission is constructed. The planetary gear transmission system of the automatic transmission includes an input shaft subsystem and a double planetary gear set subsystem. The dynamic model of the planetary gear transmission system of the automatic transmission includes a dynamic model of the input shaft system and dynamic models of each component of the double planetary gear set system. In the dual planetary gear train subsystem of the automatic transmission planetary gear system, the planet carrier of the first planetary gear train is connected to the internal gear ring of the second planetary gear train, and the power is input from the sun gear shaft and output from the planet carrier of the second planetary gear train; The dynamic models of each component of the double planetary gear set subsystem include the dynamic models of the planet carrier of the first planetary gear system, the first internal gear ring, the second planetary gear carrier, the second internal gear ring, each planet gear of the double planetary gear set, and the second sun gear; wherein, For the planet carrier of the first row of planetary gear system, it supports each planet gear of the first row of planetary gear system and is connected to the inner hub of the clutch CH operating component and the brake CR operating component respectively. A 3-degree-of-freedom dynamic model of its bending-torsional 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-torsional coupled excitation is constructed; For the planet carrier of the second row of planetary gear system, which is fixedly connected to the first row of internal gear ring and supports the second row of planetary gear set, a 3-DOF dynamic model of its bending-torsional coupled excitation is constructed. For the second row of internal gear rings, which mesh with the second row of planetary gear sets and are connected to the inner hub of the clutch CL operating element, a 3-DOF dynamic model of its bending-torsional coupling excitation is constructed. For a double planetary gear set, the first set of planetary gears meshes with the first set of sun gears and the first set of internal gear rings simultaneously, and the second set of planetary gears meshes with the second set of sun gears and the second set of internal gear rings simultaneously. A 3-DOF dynamic model of bending-torsional coupling excitation of each planetary gear is constructed. For the second row of sun gears, the transmission between them and the input shaft is via an internal spline, and a 3-DOF dynamic model of its bending-torsional coupling excitation is constructed. Within a given time step, calculate the dynamic load f of the planetary carrier / bearing housing on the outer ring of the bearing when the inner and outer rings of the support bearing rotate simultaneously. o and deformation δ o and the dynamic load f of the drive shaft on the inner ring i and deformation δ i The dynamic response of the system at the current moment is calculated. The dynamic models of each subsystem of the automatic transmission planetary gear transmission system and the dynamic model of the control component are combined and solved using the fourth-order Runge-Kutta numerical iterative algorithm to obtain the dynamic response of the automatic transmission planetary gear system in the next time step. The process is iterated until the dynamic characteristic prediction is completed.

2. The method according to claim 1, characterized in that, The control components include a clutch CH control component, a brake CR control component, and a brake CL control component; the dynamic model of the control components includes the friction plate dynamic model of the clutch CH control component, the brake CR control component, and the brake CL control component, and the steel plate dynamic model of the clutch CH control component; wherein, The friction plate dynamics model of each of the aforementioned operating components in the separated state is constructed using the following formula: in, This represents the three degrees of freedom of the bending-torsional coupling excitation of the friction plates of each of the aforementioned control components; These represent the mass and moment of inertia of the friction pads of each of the aforementioned control components; These represent the support stiffness and damping of each of the aforementioned control components in the x and y directions, respectively. This indicates that in the separated state, the friction pads of each of the aforementioned operating components are subjected to the collision force from the inner hub gear teeth in the x and y directions. This indicates the radius of the friction plate base circle of each of the aforementioned operating components.

3. The method according to claim 2, characterized in that, The following formula is used to construct the steel plate dynamics model of the clutch CH operating component in the disengaged state: in, This represents the three degrees of freedom of the bending-torsional coupling excitation of the steel plate of the clutch CH operating component; These represent the mass and moment of inertia of the steel plate of the clutch CH operating component, respectively. These represent the support stiffness and damping of the steel plates of the clutch CH operating component in the x and y directions, respectively; R bch d The radius of the base circle of the steel plate of the clutch CH operating element; This indicates that the steel plate of the clutch CH operating component in the disengaged state is subjected to an impact force from the outer hub gear teeth.

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

5. The method according to claim 4, characterized in that, The dynamic equations of the input shaft subsystem are 5-DOF dynamic equations for bending-torsional-pendulum coupled excitation. Based on Newton's second law, the 5-DOF dynamic model of the input shaft subsystem for bending-torsional-pendulum coupled excitation is constructed using the following equation: Where, x R ,y R ,θ xR ,θ yR ,θ zR This represents the 5 degrees of freedom of the input axis; m R Indicates the input shaft mass; I xR I yR, and I zR These represent the input axis at the centroid O. R Along X R Y R and Z R Moment of inertia in the direction; a0 represents the moment of inertia from the input load to the center of mass O. R The distance between; a bh This indicates that the h-th supporting bearing is related to the center of mass O. R The distance between; a pn This indicates that the nth row of the sun gear is related to the center of mass O. R The distance between; a d1 This indicates the clutch CH operating element and the center of gravity O. R The distance between them; These represent the supporting forces of the h-th bearing in the x and y directions, respectively. These represent the resultant force of the spline meshing force between the second row of sun gears and the input shaft in the circumferential direction, and its component forces in the x and y directions, respectively. This indicates the number of planetary gears in the first row of planetary gears; This represents the dynamic meshing force of the k-th planetary gear-sun gear meshing pair in the first row of planetary gears; F represents the angle between the line of mesh of the k-th planetary gear-sun gear in the first row of planetary gears and the x-axis; chRx ,F chRy These represent the x- and y-direction components of the normal meshing force of the spline teeth between the steel plate of the clutch CH operating component and the input shaft; T chRz F represents the torque of the clutch CH operating element relative to the input shaft about the z-direction; x ,F y These represent the input loads in the x and y directions, respectively. This indicates the base circle radius of the spline teeth of the second-stage sun gear; T represents the base circle radius of the first-stage sun gear; in This indicates the input torque.

6. The method according to claim 5, characterized in that, In the input shaft subsystem, when the clutch CH actuator is engaged, the components of the spline normal meshing force between the steel plate of the clutch CH actuator and the input shaft in the x and y directions, as well as the torque of the clutch CH actuator and the input shaft about the z direction, are calculated using the following formula: in, This represents the coupling stiffness vector of the clutch CH operating element; This represents the coupling damping vector of the clutch CH operating element; This represents the displacement vector of the first row of planetary carriers; When the clutch CH operating component disengages, the components of the spline normal meshing force between the steel plate of the clutch CH operating component and the input shaft in the x and y directions, as well as the torque of the clutch CH operating component and the input shaft about 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 and reverse collisions, the tooth flank clearance of the nth tooth of the outer hub and the steel plate, the relative velocity of the teeth before the forward and reverse collisions, the number of teeth of the outer hub and the steel plate, the rotational speed of the outer hub, the pressure angle of the outer hub and the steel plate, and the base circle radius of the spline teeth of the steel plate of the clutch CH operating component.

7. The method according to claim 1, 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, This represents the 3 degrees of freedom of the bending-torsional coupling excitation of the planet carrier of the first-row planetary gear system; This represents the mass matrix of the planet carrier of the first row of planetary gear systems; These represent the supporting forces of bearing B2 and bearing B3 in the x and y directions, respectively. This represents the supporting force of the planetary gear bearing between the planet carrier and the kth planetary gear in the first row of planetary gear systems in the x and y directions; Indicates the number of planetary gears in the first row of planetary gears; (T) chcx ,T chcy ,T chcθ (T) represents the components of the spline meshing force between the clutch CH operating element friction plate and the first-row planetary gear system planet carrier in the x and y directions, and the torque about the z direction; crcx ,F crcy ,T crcθ The symbol represents the spline meshing force between the friction pads of the brake CR control component and the planet carrier of the first-row planetary gear system, as well as the torque about the z-direction. Indicates the rotational speed of the first row of planetary carriers; This represents the distance from the center of the kth planetary gear in the first row to the center of the planet carrier; This represents the angle between the k-th planetary gear in the first row and the x-axis. The supporting force of the planetary gear bearing between the planet carrier and the kth planetary gear in the first row of planetary gear system in the x and y directions is calculated based on the displacement vectors of the kth planetary gear in the x, y and torsional directions and the supporting stiffness of the planetary gear bearing in the x and y directions. The dynamic model of the first row of internal gear rings is constructed using the following formula: in, This represents the 3 degrees of freedom of the bending-torsional coupling excitation of the first row of internal gear rings; This represents the mass matrix of the first row of internal gear rings; This represents the dynamic meshing force between the k-th planetary gear in the first row and the internal gear ring. This 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; This indicates the coupling force between the first row of internal gear rings and the planet carrier of the second row of planetary gear system; Indicates the base circle radius of the first row of internal gears; The dynamic meshing force of the kth planetary gear-internal gear ring in 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 internal 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 internal 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, This represents the 3 degrees of freedom of the bending-torsional coupling excitation of the planet carrier of the second-row planetary gear system; This represents the mass matrix of the planet carrier for the second-row planetary gear system; These represent the supporting forces of bearings B4, B5, and B6 in the x and y directions, respectively. Indicates the number of planetary gears in the second row of planetary gears; This represents the supporting force of the planetary gear bearing between the planet carrier and the kth planetary gear in the second-row planetary gear system in the x and y directions; This indicates the coupling force between the first row of internal gear rings and the planet carrier of the second row of planetary gear system; This indicates the rotational speed of the planet carrier in the second-row planetary gear system; Distance from the center of the kth planetary gear in the second row to the center of the planet carrier; T represents the angle between the k-th planetary gear in the second row and the x-axis; out This indicates the system's output torque; The supporting force of the planetary gear bearing between the planet carrier and the kth planetary gear in the second row of planetary gear system in the x and y directions is calculated based on the displacement vectors of the kth planetary gear in the x, y and torsional directions and the supporting stiffness of the planetary gear bearing in the x and y directions. The dynamic model of the second row of internal gear rings is constructed using the following formula: in, This represents the 3 degrees of freedom of the bending-torsional coupling excitation of the second row of internal gear rings; This represents the mass matrix of the second row of internal gear rings; This represents the dynamic meshing force between the k-th planetary gear in the second row and the internal gear ring. This 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 The number ) represents the components of the normal meshing force of the spline teeth between the friction pad of the brake CL control component 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 gears; The dynamic meshing force of the kth planetary gear-internal gear ring in 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 following formula is used to construct the dynamic model of the k-th planetary gear in the n-th row of a double planetary gear set: in, This represents the 3 degrees of freedom of the bending-torsional coupling excitation of the k-th planetary gear in the n-th planetary gear set; This represents the mass matrix of the k-th planetary gear in the n-th row of planetary gear sets; This represents the bearing force between the planet carrier and the k-th planet gear in the n-th row of planet gears; This represents the dynamic meshing force between the sun gear and the planet gear in the nth row of planetary gear sets; This represents the angle between the line of mesh between the k-th planetary gear-sun gear in the n-th planetary gear set and the x-axis; This represents the dynamic meshing force between the k-th planet gear and the internal gear ring in the n-th planetary gear set; This represents the angle between the line of mesh between the kth planetary gear and the internal gear ring of the nth planetary gear set and the x-axis. This indicates the rotational speed of the nth row of planetary carriers; This represents the distance from the center of the kth planetary gear in the nth row of planetary gear sets to the center of the planet carrier; This represents the angle between the k-th planetary gear in the n-th row of planetary gear sets and the x-axis; This represents the base circle radius of the k-th planetary gear in the n-th planetary gear set; The bearing force between the planet carrier and the kth planet gear in the nth row of planet gears is calculated based on the support stiffness and damping of the kth planet gear bearing in the x and y directions, as well as the dynamic meshing force between the kth sun gear and the planet gear and the kth planet gear and the internal gear ring. The dynamic model of the second row of sun gears is constructed using the following formula: in, This represents the 3 degrees of freedom of the bending-torsional coupling excitation of the second row of sun gears; This represents the mass matrix of the second row of sun gears; This represents the dynamic meshing force of the k-th sun gear-planet gear in the second row; This represents the angle between the meshing line of the kth planetary gear-sun gear in the second row and the x-axis; These represent the resultant force of the spline meshing force between the second row of sun gears and the input shaft in the circumferential direction, and its component forces in the x and y directions, respectively. Indicates the rotational speed of the second-row planetary carrier; This represents the base circle radius of the second-stage sun gear; This indicates the base circle radius of the spline teeth.

8. The method according to claim 7, characterized in that, In the planetary carrier of the first planetary gear system of the dual planetary gear train subsystem of the automatic transmission, when the clutch CH operating element is engaged, the following formula is used to calculate the components of the spline meshing force between the clutch CH operating element friction plate and the first planetary gear system planetary carrier in the x and y directions, as well as the torque about the z direction: in, This represents the coupling stiffness vector of the clutch CH operating element; This represents the coupling damping vector of the clutch CH operating element; This represents the displacement vector of the first row of planetary carriers; When the clutch CH operating component disengages, the components of the spline meshing force between the clutch CH operating component friction plate and the first row of planetary gear system planet carrier in the x and y directions, as well as the torque around the z direction, are calculated based on the relative displacement of the inner hub and the nth tooth of the friction plate in the forward and reverse collisions, the tooth flank clearance of the inner hub-friction plate, the relative velocity of the teeth before the forward and reverse collisions, the number of teeth of the inner hub and the friction plate, the rotational 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 clutch CH operating component friction plate. When the brake CR actuator is engaged, the following formula is used to calculate the components of the spline meshing force between the brake CR actuator friction pad and the inner hub of the first-row planetary gear system planet carrier in the x and y directions, as well as the torque about the z direction: in, This represents the coupling stiffness vector of the brake CR control element; This represents the coupling damping vector of the brake CR control element; This represents the displacement vector of the first row of planetary carriers; When the brake CR control element disengages, calculate the components F of the resultant force of the collision force between all the teeth of the inner hub and the friction pad in the x and y directions. ix F iy The components of the spline meshing force between the friction plate of the brake CR control component and the planet carrier of the first row of planetary gear system in the x and y directions, and the torque about the z direction are calculated.

9. The method according to claim 8, characterized in that, In the second row of internal gear rings of the dual planetary gear train of the automatic transmission planetary gear transmission system, when the brake CL operating element is engaged, the following formula is used to calculate the components of the spline normal meshing force between the brake CL operating element friction pad and the second row of internal gear rings in the x and y directions, as well as the torque about the z direction: in, This represents the coupling stiffness vector of the brake CL control element; This represents the coupling damping vector of the brake CR control element; This represents the displacement vector of the second row of internal gear rings; When the brake CL control element disengages, calculate the components F of the resultant force of the collision force between all the teeth of the inner hub and the friction pad in the x and y directions. ix F iy The components of the spline meshing force between the friction pad and the second row of internal gear rings of the brake CL operating component are calculated in the x and y directions, as well as the torque about the z direction.

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