Automatic transmission dynamical model construction method taking control piece tooth collision into consideration

Abstract

The invention relates to an automatic transmission kinetic model construction method considering control piece tooth collision, belongs to the technical field of planetary gears, and solves the problems that the calculation precision of dynamic response of an existing planetary gear transmission system is low, and more accurate and real simulation of dynamic performance of the planetary gear transmission system under the multi-gear working condition cannot be realized. Comprising the following steps: acquiring component parameters, bearing parameters and operating part parameters of a planetary gear transmission system of the automatic transmission; obtaining the dynamic meshing force of the planetary gear set based on the parameters of each component of the planetary gear transmission system and the relative motion relation of the planetary gear set; based on the parameters of all the bearings, the nonlinear supporting loads of the bearings are obtained; on the basis of the parameters of all the control pieces, whether forward or reverse collision happens to the inner hub-friction plate gear teeth and the outer hub-steel plate gear teeth or not is judged, and when collision happens, the tooth part impact collision force of the inner hub-friction plate gear teeth and the outer hub-steel plate gear teeth is obtained; and based on the dynamic meshing force of the planetary gear set, the nonlinear supporting load of the bearing and the tooth part impact collision force of the inner hub-friction plate and the outer hub-steel plate, an automatic transmission dynamic model is constructed.

Description

Technical Field

[0001] The invention relates to the technical field of planetary gears, and in particular to a method for constructing a dynamics model of an automatic transmission taking into account the collision of operating member teeth. Background Art

[0002] The planetary gear transmission system of automatic transmission has been widely used in various types of engineering machinery such as automobiles and aircrafts due to its high power, large transmission ratio, compact structure and convenient shifting. As one of the important transmission parts of the planetary gear transmission system of automatic transmission, the different engagement and separation modes of the operating part can realize the changes of different transmission ratios of the system. When the operating part is separated, the unstable working state of the planetary gear transmission system of automatic transmission will cause continuous tooth collision between the friction plate and the steel plate of the operating part. The nonlinear and random changes of the collision characteristics (number of collision teeth and collision force) will not only shorten the service life of the clutch but also increase the vibration response of the planetary gear transmission system of automatic transmission.

[0003] The existing technology only considers the coupling system of the planetary gear set-bearing-rotor under a single gear in the dynamic modeling of the automatic transmission planetary gear transmission system, but ignores the influence of the impact characteristics of the friction plate (steel plate) and the inner hub (outer hub) tooth when the operating member is separated. As a result, the calculation accuracy of the dynamic response of the traditional automatic transmission planetary gear transmission system is low, and a more accurate and realistic simulation of the dynamic performance of the automatic transmission planetary gear transmission system under multi-gear conditions cannot be achieved, which affects the vibration control of the automatic transmission planetary gear transmission system. Summary of the invention

[0004] In view of the above analysis, an embodiment of the present invention aims to provide a method for constructing an automatic transmission dynamic model taking into account the collision of the operating member teeth, so as to solve the problem that the calculation accuracy of the dynamic response of the existing automatic transmission dynamic model is low and the dynamic performance of the automatic transmission planetary gear transmission system under multi-gear working conditions cannot be accurately and realistically simulated.

[0005] The purpose of the present invention is mainly achieved through the following technical solutions:

[0006] The present invention provides a method for constructing a dynamic model of an automatic transmission taking into account the collision of teeth of an operating member, the method comprising:

[0007] Obtaining parameters of each component, each bearing and each operating part of the planetary gear transmission system of the automatic transmission;

[0008] 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;

[0009] Based on the parameters of each of the bearings, a nonlinear support load of the bearing is obtained;

[0010] Based on the parameters of each of the operating parts, it is determined whether the inner hub-friction plate and the outer hub-steel plate gear teeth collide in a forward or reverse direction, and when a collision occurs, the impact collision force of the inner hub-friction plate and the outer hub-steel plate gear teeth is obtained;

[0011] Based on the dynamic meshing force of the planetary gear set, the nonlinear support load of the bearing, and the impact and collision force of the teeth of the inner hub-friction plate and the outer hub-steel plate, a dynamic model of the automatic transmission is constructed.

[0012] Further, judging whether the inner hub-friction plate and the outer hub-steel plate gear teeth collide in a forward or reverse direction based on the parameters of each operating member, and obtaining the impact collision force of the teeth of the inner hub-friction plate and the outer hub-steel plate when the collision occurs, includes:

[0013] Based on the relative position displacement of the gear teeth of the inner hub-friction plate and the outer hub-steel plate and the tooth side clearance of the gear teeth of the inner hub-friction plate and the outer hub-steel plate, it is judged whether the gear teeth of the inner hub-friction plate and the outer hub-steel plate collide with each other;

[0014] When a collision occurs, the impact collision force of the teeth of the inner hub-friction plate and the outer hub-steel plate is obtained based on the stiffness of the gear teeth of the inner hub and the friction plate or the outer hub and the steel plate and the direction of the collision.

[0015] Further, the step of judging whether the inner hub-friction plate and the outer hub-steel plate gear teeth collide with each other includes:

[0016] Based on the relative position displacement of the inner hub-friction plate, the following formula is used to obtain the relative displacement of the nth tooth of the inner hub-friction plate in forward collision and reverse collision:

[0017]

[0018] Among them, δ Fin and δ Bin Respectively represent the relative displacement of the nth tooth of the inner hub-friction plate in the forward collision and reverse collision; x 1 ,y 1 ,θ 1 Respectively represent the displacement of the inner hub in the X direction, Y direction and torsion direction; x 2 ,y 2 ,θ 2 They represent the displacement of the friction plate in the X direction, Y direction and torsional direction respectively; It represents the angle between the involute of the positive contact tooth profile of the inner hub-friction plate and the x-axis; It represents the angle between the involute of the reverse contact tooth profile of the inner hub and friction plate and the x-axis; R bi Indicates the base circle radius of the inner hub and the friction plate;

[0019] Based on the relative position displacement of the gear teeth of the outer hub-steel plate, the following formula is used to obtain the relative displacement of the nth tooth of the outer hub-steel plate in forward collision and reverse collision:

[0020]

[0021] Among them, δ Fon and δ Bon Respectively represent the relative displacement between the outer hub and the nth tooth of the steel sheet in the forward collision and reverse collision; x 3 ,y 3 ,θ 3 Respectively represent the displacement of the outer hub in the X direction, Y direction and torsion direction; x 3 ,y 3 ,θ 3 They represent the displacement of the steel sheet in the X direction, Y direction and torsional direction respectively; It represents the angle between the involute of the positive contact tooth profile of the outer hub and steel sheet and the x-axis; It represents the angle between the involute of the outer hub-steel sheet reverse contact auxiliary tooth profile and the X direction; R bo Indicates the base radius of the outer hub and the steel sheet;

[0022] Based on the relative displacement of the nth tooth of the inner hub-friction plate in the forward collision and reverse collision, the following formula is used to determine whether the inner hub-friction plate collides:

[0023]

[0024] Among them, C Fin Indicates the state where the inner hub and the nth tooth of the friction plate collide positively; C Bin Indicates the state where the inner hub collides with the nth tooth of the friction plate in the opposite direction; c in Indicates the tooth side clearance of the nth gear tooth between the inner hub and the friction plate;

[0025] Based on the relative displacement of the nth tooth of the outer hub-steel sheet in the forward collision and reverse collision, the following formula is used to determine whether the outer hub-steel sheet collides:

[0026]

[0027] Among them, C Fon Indicates the state where the outer hub and the nth tooth of the steel sheet collide positively; C Bon Indicates the state where the outer hub collides with the nth tooth of the steel sheet in the opposite direction; c on Indicates the tooth side clearance of the nth gear tooth between the outer hub and the steel plate.

[0028] Furthermore, when a collision occurs, the tooth impact collision force of the inner hub-friction plate is obtained using the following formula:

[0029]

[0030] Among them, K i It represents the comprehensive stiffness of the inner hub-friction plate single tooth contact pair; μ represents the hysteresis damping coefficient;

[0031] Use the following formula to get the impact force of the outer hub-steel tooth:

[0032]

[0033] Among them, K o It represents the comprehensive stiffness of the contact pair of outer hub-steel plate single tooth.

[0034] Furthermore, obtaining the dynamic meshing force of the planetary gear set includes:

[0035] Based on the basic structural parameters of the planetary gear set, the time-varying meshing stiffness of the sun gear-planet gear meshing pair and the planet gear-ring gear meshing pair with phase relationship is obtained;

[0036] Based on the relative motion relationship of the planetary gear transmission system, the relative displacement deformation of the sun gear-planet gear meshing pair and the planet gear-ring gear meshing pair is obtained;

[0037] 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 meshing pair, the dynamic meshing force of the sun gear-planet gear meshing pair and the planet gear-internal gear meshing pair is obtained.

[0038] Furthermore, the time-varying meshing stiffness of the sun gear-planet gear meshing pair and the planet gear-ring gear meshing pair with phase relationship is obtained using the following formula:

[0039]

[0040] Among them, k spk (t) represents the meshing stiffness of the kth planetary gear-sun gear meshing pair at time t; k rpk (t) represents the meshing stiffness of the kth planetary gear-ring gear meshing pair at time t; k sp () represents the time-varying meshing stiffness of the sun gear-planet gear meshing pair calculated by the potential energy method; k rp () represents the time-varying meshing stiffness of the planetary gear-ring gear meshing pair calculated by the potential energy method; γ spk represents the phase difference between the sun gear and the kth planet gear; γ rpk represents the phase difference between the inner gear ring and the kth planetary gear; γ sr Indicates the phase difference between the sun gear-planet gear meshing pair and the planet gear-ring gear meshing pair; T m Indicates the meshing cycle.

[0041] Furthermore, the relative displacement deformation of the sun gear-planet gear meshing pair and the planet gear-ring gear meshing pair is obtained using the following formula:

[0042]

[0043] Among them, δ spk represents the relative displacement deformation of the kth planetary gear-sun gear; δ rpk represents the relative displacement deformation of the kth planetary gear and the inner ring gear; x s ,y s ,θ s Respectively represent the displacement of the sun gear in the X direction, Y direction and torsion direction; x pk ,y pk ,θ pk Respectively represent the displacement of the kth planetary gear in the X direction, Y direction and torsion direction; x r ,y r ,δ r Respectively represent the displacement of the inner gear ring in the X direction, Y direction and torsion direction; θ c Represents the displacement of the planet carrier in the torsion direction; R bs Indicates the base radius of the sun gear; R bp Indicates the radius of the planetary gear base circle; R br Indicates the base circle radius of the inner gear ring; R ck represents the distance from the center of the kth planetary gear to the center of the sun gear; ψ spk represents the angle between the kth planetary gear-sun gear meshing line and the x-axis; ψ rpk represents the angle between the meshing line of the kth planetary gear and the inner ring gear and the x-axis; α p represents the pressure angle; e spk represents the transmission error of the kth planetary gear-sun gear along the meshing line; e rpk It represents the transmission error of the kth planetary gear-ring gear along the meshing line.

[0044] Furthermore, the dynamic meshing force of the sun gear-planet gear meshing pair and the planet gear-ring gear meshing pair is obtained using the following formula:

[0045]

[0046] Among them, F spk represents the dynamic meshing force of the kth planetary gear-sun gear meshing pair; k spk represents the meshing stiffness of the kth planetary gear-sun gear meshing pair; δ spk represents the relative displacement deformation of the kth planetary gear and sun gear; c spk represents the meshing damping of the kth planetary gear and sun gear; F rpk represents the dynamic meshing force of the kth planetary gear-ring gear meshing pair; krpk represents the meshing stiffness of the kth planetary gear-ring gear meshing pair; δ rpk represents the relative displacement deformation of the kth planetary gear and the inner ring gear; c rpk represents the meshing damping of the kth planetary gear and the internal gear ring.

[0047] Further, obtaining the nonlinear support load of the bearing includes:

[0048] Based on the parameters of each bearing, the angular position of each roller is obtained using the following formula:

[0049]

[0050] Among them, θ j represents the angular position of the jth roller; ω cage represents the angular velocity of the planet carrier; t represents time; N b Indicates the number of rollers in the bearing;

[0051] Based on the angular position of each roller, the contact deformation between the jth roller and the inner and outer rings of the bearing is obtained using the following formula:

[0052] δ j =x b cosθ j +y b sinθ j -c 0

[0053] Among them, x b ,y b They represent the displacement of the inner ring of the bearing in the X and Y directions respectively; c 0 Indicates the radial clearance of the bearing;

[0054] Based on the contact deformation between the rollers and the inner and outer rings of the bearing, the nonlinear support load of the bearing in the X and Y directions is obtained using the following formula:

[0055]

[0056] Among them, K b Represents the Hertzian contact stiffness between the roller and the raceway; α a Indicates the bearing contact angle.

[0057] Furthermore, based on the dynamic meshing force of the planetary gear set, the gear pair meshing force matrix F is constructed using the following formula: m :

[0058]

[0059] Among them, F spk represents the dynamic meshing force of the kth planetary gear-sun gear meshing pair; Frpk It represents the dynamic meshing force of the kth planetary gear-ring gear meshing pair;

[0060] Based on the tooth impact collision force of the inner hub-friction plate and the outer hub-steel plate, the tooth impact force matrix F of the inner hub-friction plate and the outer hub-steel plate of the operating member is constructed using the following formula: imp :

[0061] F imp =[F in ,F on ]

[0062] Among them, F in Indicates the impact force of the inner hub-friction plate teeth; F on Indicates the impact and collision force of the outer hub-steel plate teeth;

[0063] The structure of the automatic transmission dynamics model is as follows:

[0064]

[0065] Among them, M g represents the mass matrix of each component of the automatic transmission; C b represents the support damping matrix of each bearing; C m represents the gear pair meshing damping matrix; C imp Represents the support damping matrix of the inner hub-friction plate and outer hub-steel plate of the operating part; ω c represents the angular velocity of the planet carrier; G represents the gyro matrix; δ represents the displacement vector of each component of the automatic transmission; K b represents the bearing support stiffness matrix; K m represents the gear pair meshing stiffness matrix; K imp K represents the support stiffness matrix of the inner hub-friction plate and outer hub-steel plate of the operating part; Ω represents the centrifugal force stiffness matrix; F ext represents the external load matrix; F b Indicates the nonlinear support load of the bearing; F m represents the meshing force matrix of the gear pair; F imp represents the tooth collision force matrix of the inner hub-friction plate and outer hub-steel plate of the operating part; g represents the system gravity matrix.

[0066] Compared with the prior art, the present invention can achieve at least one of the following beneficial effects:

[0067] 1. The automatic transmission dynamics model constructed by the present invention takes into account the influence of the randomness of the operating parts and the nonlinear impact and collision of the teeth on the dynamic response of the planetary gear transmission system of the multi-speed automatic transmission, improves the calculation accuracy of the dynamic response of the automatic transmission dynamics model, and is closer to the actual working conditions. The use of this automatic transmission dynamics model helps to achieve more accurate simulation.

[0068] 2. The automatic transmission dynamics model constructed by the present invention can be applied to multi-gear working conditions, more accurately simulate and analyze the vibration response of the system, realize the simulation of the dynamic performance of the automatic transmission planetary gear transmission system under different gears, and optimize the vibration control strategy.

[0069] 3. The automatic transmission dynamics model constructed by the present invention helps to reduce unnecessary collisions by considering the tooth collision characteristics of the operating parts, thereby extending the service life of the clutch and improving the stability of the system under unstable working conditions.

[0070] 4. The automatic transmission dynamics model constructed by the present invention helps to improve the overall performance of the automatic transmission planetary gear transmission system by accurately simulating and analyzing the dynamic response of the system.

[0071] In the present invention, the above-mentioned technical solutions can also be combined with each other to achieve more preferred combination solutions. Other features and advantages of the present invention will be described in the subsequent description, and some advantages can become obvious from the description, or can be understood by practicing the present invention. The purpose and other advantages of the present invention can be realized and obtained through the contents particularly pointed out in the description and the drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0072] The drawings are only for the purpose of illustrating particular embodiments and are not to be considered limiting of the present invention. Like reference symbols denote like components throughout the drawings.

[0073] Figure 1 A schematic flow chart of a method for constructing a dynamic model of an automatic transmission taking into account the collision of teeth of an operating member in an embodiment of the present invention;

[0074] Figure 2 Schematic diagram of the dynamic model of the planetary gear set in an embodiment of the present invention. DETAILED DESCRIPTION

[0075] The preferred embodiments of the present invention are described in detail below in conjunction with the accompanying drawings, wherein the accompanying drawings constitute a part of this application and are used together with the embodiments of the present invention to illustrate the principles of the present invention, but are not used to limit the scope of the present invention.

[0076] A specific embodiment of the present invention discloses a method for constructing an automatic transmission dynamic model taking into account the collision of operating member teeth. Traditional dynamic modeling of automatic transmission planetary gear transmission systems usually only considers the coupling system of the planetary gear set-bearing-rotor under a single gear, and ignores the influence of the impact characteristics of the friction plate (steel plate) and the inner hub (outer hub) teeth when the operating member is separated. Under multi-gear conditions, the engagement and disengagement of the operating member occur frequently, and the nonlinear and random changes in the collision characteristics have a more significant impact on the dynamic response of the system. Therefore, considering the collision of operating member teeth can achieve a more accurate and realistic simulation of the dynamic performance of the automatic transmission planetary gear transmission system under multi-gear conditions, providing a reliable basis for optimizing the design and control strategy.

[0077] Specifically, Figure 1 As shown, the steps S1 to S5 are included:

[0078] Step S1, obtaining parameters of each component, each bearing and each operating part of the planetary gear transmission system of the automatic transmission.

[0079] Specifically, the planetary gear transmission system components of the automatic transmission include a planetary gear set, a transmission shaft, a bearing and an operating member.

[0080] The planetary gear set is the core component of the automatic transmission. Different transmission ratios are achieved through the mutual engagement and movement of each component, thereby meeting the power requirements of the vehicle under different driving conditions. It includes: a sun gear, which is a fixed or rotating central gear; planetary gears, which are gears that rotate and mesh around the sun gear and are usually installed on a planetary carrier; an inner ring gear, which is a gear that surrounds the planetary gears and is usually fixed to the transmission housing; a planetary carrier, which is a component used to support the planetary gears and allow them to rotate around the sun gear.

[0081] The transmission shaft is used to connect the planetary gear set with the input shaft or output shaft of the transmission to transmit power.

[0082] The bearings are distributed at various key positions of the planetary gear set and are used to reduce friction and ensure that each component can rotate smoothly and flexibly.

[0083] The operating part includes an inner hub and a friction plate, an outer hub and a steel plate; the inner hub is connected to the components of the transmission, and the friction plate is installed on the inner hub; the outer hub is connected to the components in the planetary gear set, and the steel plate is installed on the outer hub; the engagement and separation between the friction plate and the steel plate are controlled by the hydraulic system to realize different working states of the planetary gear set, thereby achieving the purpose of shifting.

[0084] The component parameters include but are not limited to: the number of teeth, which is the number of teeth on the planetary gear, which determines the tooth profile shape and gear ratio of the gear and has an important influence on the transmission ratio and meshing characteristics; the module, which is a measure of the gear size and is related to the size of the tooth, wherein the larger the module, the higher the gear tooth profile, the stronger the load-bearing capacity, and the larger the volume; the pressure angle, which is the angle of the tooth profile when the gears are meshing, which affects the contact stress and transmission efficiency of the gears; the mass of the gear, which is the weight of the gear, which affects the rotational inertia of the gear, and thus affects the dynamic response and balance of the gear; the moment of inertia, which is a measure of the inertia of the gear itself for rotational motion, and reflects the difficulty of the angular velocity of the gear changing when it is subjected to an external torque; the tooth side clearance, which is the distance between the tooth surfaces of the two relatively meshing gears in the direction of the tangent of the pitch circle in the non-working state, is used to ensure smooth operation of the gears, provide lubrication space and compensate for errors.

[0085] The bearing parameters include the inner diameter of each rolling bearing component, which is the diameter of the inner ring of the bearing and determines the size of the shaft that the bearing can adapt to; the outer diameter, which is the diameter of the outer ring of the bearing, which determines the size requirements of the bearing installation space; the width, which is the width of the bearing and affects the bearing's load-bearing capacity and installation space; the roller diameter, which is the diameter of the rolling element, which determines the bearing's load-bearing capacity and stiffness; the stiffness, which is the degree of deformation of the bearing when it is loaded, determines the bearing's ability to resist deformation; the damping, which is the friction and energy dissipation characteristics inside the bearing; the clearance, which is the gap between the rolling elements and the inner and outer rings inside the bearing, which affects the bearing's running smoothness, noise level and life; the Young's modulus, which is the elastic modulus of the bearing, affects the deformation and stress distribution of the bearing under load.

[0086] Step S2: obtaining the dynamic meshing force of the planetary gear set based on the parameters of the components of the planetary gear transmission system and the relative motion relationship of the planetary gear set.

[0087] Specifically, the meshing state of the planetary gear set directly affects the dynamic performance of the entire transmission system, and the dynamic meshing force of the planetary gear set can reflect the dynamic behavior of the gear pair during the meshing process, including vibrations and shocks caused by factors such as gear errors, meshing stiffness changes, and external loads.

[0088] Further, the obtaining of the dynamic meshing force of the planetary gear set includes the following steps S21 to S23:

[0089] Step S21: based on the basic structural parameters of the planetary gear set, the time-varying meshing stiffness of the sun gear-planet gear meshing pair and the planet gear-ring gear meshing pair having a phase relationship is obtained.

[0090] Specifically, the time-varying mesh stiffness is an important parameter that reflects the change in stiffness of a gear pair during the meshing process due to the elastic deformation of the gear teeth and the change in the position of the meshing point.

[0091] More specifically, in a planetary gear transmission system, in order to accurately describe the relative position relationship of the gear pairs during the meshing process, based on the parameters of each component of the planetary gear transmission system, the phase difference between the kth sun gear-planet gear meshing pair and the kth planet gear-inner ring gear meshing pair is calculated respectively.

[0092] Among them, when the planetary gear rotates clockwise, the phase difference between the kth sun gear-planetary gear meshing pair and the kth planetary gear-ring gear meshing pair is calculated using the following formula:

[0093]

[0094] Among them, γ spk represents the phase difference between the sun gear and the kth planet gear; γ rpk represents the phase difference between the inner ring gear and the kth planetary gear; z s Indicates the number of sun gear teeth; z r represents the number of teeth in the inner ring gear; dec() represents the remainder function; n represents the number of planetary gears.

[0095] When the planetary gear rotates counterclockwise, the phase difference between the kth sun gear-planetary gear meshing pair and the kth planetary gear-ring gear meshing pair is calculated using the following formula:

[0096]

[0097] For example, when upshifting, when the sun gear is used as input and rotates clockwise, the planetary gear rotates counterclockwise, and the inner ring gear is fixed, a higher transmission ratio can be achieved, thereby increasing the output speed. When downshifting, when the inner ring gear is used as input and rotates clockwise, the planetary gear rotates clockwise, and the sun gear is fixed, a lower transmission ratio can be achieved, thereby reducing the output speed.

[0098] Specifically, based on the basic parameters of the planetary gear set, the phase difference between the sun gear-planet gear meshing pair and the planet gear-ring gear meshing pair is calculated using the following formula:

[0099]

[0100] Among them, γ sr Represents the phase difference between the sun gear-planet gear meshing pair and the planet gear-ring gear meshing pair; R os Indicates the radius of the sun gear tooth tip circle; R bs and R bp Respectively represent the base circle radius of the sun gear and the planetary gear; m pl and α p Respectively represent the module and pressure angle of the planetary gear train; t b Indicates the tooth thickness of the planetary gear at the base circle position, which is calculated using the following formula:

[0101]

[0102] Among them, χ p Indicates the planetary gear displacement coefficient; z p Indicates the number of planetary gear teeth.

[0103] More specifically, the phase difference between the sun gear-planet gear meshing pair and the planet gear-internal gear meshing pair is calculated based on the basic parameters of the planetary gear set in order to more accurately describe the motion relationship of the planetary gear set, thereby optimizing the transmission performance and ensuring the stable operation of the automatic transmission under various working conditions.

[0104] Furthermore, based on the phase difference between the kth sun gear-planet gear meshing pair and the kth planet gear-ring gear meshing pair and the phase difference between the sun gear-planet gear meshing pair and the planet gear-ring gear meshing pair, the meshing period T is introduced. m , the time-varying meshing stiffness of the sun gear-planet gear meshing pair and the planet gear-ring gear meshing pair with phase relationship is calculated using the following formula:

[0105]

[0106] Among them, k spk (t) represents the meshing stiffness of the kth planetary gear-sun gear meshing pair at time t; k rpk (t) represents the meshing stiffness of the kth planetary gear-ring gear meshing pair at time t; k sp () represents the time-varying meshing stiffness of the sun gear-planet gear meshing pair calculated by the potential energy method; k rp () represents the time-varying meshing stiffness of the planetary gear-ring gear meshing pair calculated by the potential energy method; γ spk represents the phase difference between the sun gear and the kth planet gear; γ rpk represents the phase difference between the inner gear ring and the kth planetary gear; γ sr Indicates the phase difference between the sun gear-planet gear meshing pair and the planet gear-ring gear meshing pair; T m Indicates the meshing cycle.

[0107] Specifically, in a planetary gear system, the meshing of the sun gear, planetary gear and inner ring gear is performed periodically. This periodic meshing causes the meshing stiffness to change over time, that is, to generate a time-varying meshing stiffness. m This is the time scale of this periodic change, representing the time from a certain meshing position to the next return to the same meshing position. By introducing the meshing period T m , the dynamic characteristics of gear meshing in planetary gear systems can be more accurately described and calculated.

[0108] Step S22: based on the relative motion relationship of the planetary gear transmission system, the relative displacement deformation of the sun gear-planet gear meshing pair and the planet gear-ring gear meshing pair is obtained.

[0109] Specifically, based on the positional relationship between the kth sun gear-planet gear and the planet gear-ring gear meshing action lines, the following formula is used to calculate the angle between the kth planet gear-sun gear and the kth planet gear-ring gear meshing lines and the x-axis:

[0110]

[0111] Among them, ψ spk represents the angle between the kth planetary gear-sun gear meshing line and the x-axis; ψ rpk represents the angle between the meshing line of the kth planetary gear and the inner ring gear and the x-axis; α p represents the pressure angle; Represents the angle between the kth planetary gear and the x-axis.

[0112] More specifically, Figure 2 As shown, the origin of the global coordinate system XYZ is the rotation center of the central rotating components (sun gear, inner gear ring and planet carrier), and the origin of the follower coordinate system UVW is the axis position of the planet gear. The coordinate system is fixed to the planet carrier and rotates at the theoretical rotation speed ω. c Rotate, that is, use the following formula to calculate the angular position of the kth planetary wheel distance x axis:

[0113]

[0114] in, Indicates the angular position of the first planetary gear with respect to the x-axis; ω c represents the rotation speed of the planet carrier; n represents the number of planetary gears; t represents the calculation time.

[0115] Further, based on the angle between the meshing line of the kth planetary gear-sun gear and the kth planetary gear-inner gear ring and the x-axis, the relative displacement deformation of the kth sun gear-planetary gear and the kth planetary gear-inner gear ring at the meshing line position is calculated using the following formula:

[0116]

[0117] Among them, δ spk represents the relative displacement deformation of the kth planetary gear-sun gear; δ rpk represents the relative displacement deformation of the kth planetary gear and the inner ring gear; x s ,y s ,θ s Respectively represent the displacement of the sun gear in the X direction, Y direction and torsion direction; x pk ,y pk,θ pk Respectively represent the displacement of the kth planetary gear in the X direction, Y direction and torsion direction; x r ,y r ,θ r Respectively represent the displacement of the inner gear ring in the X direction, Y direction and torsion direction; θ c Represents the displacement of the planet carrier in the torsion direction; R bs Indicates the base radius of the sun gear; R bp Indicates the radius of the planetary gear base circle; R br Indicates the base circle radius of the inner gear ring; R ck represents the distance from the center of the kth planetary gear to the center of the sun gear; ψ spk represents the angle between the kth planetary gear-sun gear meshing line and the x-axis; ψ rpk represents the angle between the meshing line of the kth planetary gear and the inner ring gear and the x-axis; α p represents the pressure angle; e spk represents the transmission error of the kth planetary gear-sun gear along the meshing line; e rpk It represents the transmission error of the kth planetary gear-ring gear along the meshing line.

[0118] Specifically, the relative displacement deformation of the sun gear-planet gear meshing pair and the planet gear-internal gear meshing pair can directly reflect the actual motion state of the gear pair during the meshing process. These displacement changes will further affect the meshing stiffness and meshing damping of the gear pair, thereby affecting the magnitude and direction of the dynamic meshing force of the planetary gear set. By accurately calculating the relative displacement deformation, the dynamic behavior of the gear pair during the meshing process can be more accurately determined.

[0119] Step S23: obtaining the dynamic meshing force of the sun gear-planet gear meshing pair and the planet gear-ring gear meshing pair based on the time-varying meshing stiffness and relative displacement deformation of the sun gear-planet gear meshing pair and the planet gear-ring gear meshing pair.

[0120] Furthermore, the dynamic meshing force of the sun gear-planet gear meshing pair and the planet gear-ring gear meshing pair is obtained using the following formula:

[0121]

[0122] Among them, F spk represents the dynamic meshing force of the kth planetary gear-sun gear meshing pair; k spk represents the meshing stiffness of the kth planetary gear-sun gear meshing pair; δ spk represents the relative displacement deformation of the kth planetary gear and sun gear; c spk represents the meshing damping of the kth planetary gear and sun gear; F rpk represents the dynamic meshing force of the kth planetary gear-ring gear meshing pair; krpk represents the meshing stiffness of the kth planetary gear-ring gear meshing pair; δ rpk represents the relative displacement deformation of the kth planetary gear and the inner ring gear; c rpk represents the meshing damping of the kth planetary gear and the internal gear ring.

[0123] More specifically, the meshing damping of the kth planetary gear-sun gear and the meshing damping of the kth planetary gear-ring gear are calculated using the following formula:

[0124]

[0125] Among them, m s 、m pk and m r They represent the masses of the sun gear, the kth planetary gear and the inner ring gear respectively; ζ represents the damping ratio, which is 0.03-0.17 for example.

[0126] Step S3: based on the parameters of each bearing, obtain the nonlinear support load of the bearing.

[0127] Specifically, in practice, the support stiffness and damping of the bearing will change with the changes in load and deformation. Therefore, calculating the nonlinear support load of the bearing can make the model closer to the actual situation, thereby more accurately reflecting the stress conditions of the bearing under actual working conditions and more realistically simulating the dynamic response of the bearing under different working conditions.

[0128] Further, the obtaining of the nonlinear support load of the bearing includes steps S31 to S33:

[0129] Step S31, based on the parameters of each bearing, the angular position of each roller is obtained using the following formula:

[0130]

[0131] Among them, θ j represents the angular position of the jth roller; ω cage represents the angular velocity of the planet carrier; t represents time; N b Indicates the number of rollers in the bearing.

[0132] Specifically, by calculating the angular position of each roller, the contact point between the roller and the inner and outer ring raceways can be determined, thereby providing a basis for calculating the contact force between the roller and the raceway.

[0133] Step S32: Based on the angular position of each roller, the contact deformation between the jth roller and the inner and outer rings of the bearing is obtained using the following formula:

[0134] δ j =x b cosθ j +yb sinθ j -c 0

[0135] Among them, x b ,y b They represent the displacement of the inner ring of the bearing in the X and Y directions respectively; c 0 Indicates the radial clearance of the bearing.

[0136] Specifically, according to the angular position of the roller, the contact deformation between the roller and the raceway can be calculated, and then the nonlinear support load of the bearing can be calculated using the Hertz contact theory.

[0137] Step S33: Based on the contact deformation between each roller and the inner and outer rings of the bearing, the nonlinear support load of the bearing in the X direction and the Y direction is obtained using the following formula:

[0138]

[0139] Among them, K b Represents the Hertzian contact stiffness between the roller and the raceway; α a Indicates the bearing contact angle.

[0140] Step S4, based on the parameters of each of the operating parts, determine whether the inner hub-friction plate and the outer hub-steel plate gear teeth collide in a forward or reverse direction, and obtain the impact collision force of the teeth of the inner hub-friction plate and the outer hub-steel plate when a collision occurs.

[0141] Specifically, when the gear teeth of the inner hub and the friction plate or the outer hub and the steel plate are in relative motion, when the tooth surface of one gear tooth contacts and collides with the tooth surface of another gear tooth in the positive direction (i.e. the forward direction of the teeth), it is a forward collision; when the gear teeth of the inner hub and the friction plate or the outer hub and the steel plate are in relative motion, when the tooth surface of one gear tooth contacts and collides with the tooth surface of another gear tooth in the reverse direction (i.e. the backward direction of the teeth), it is a reverse collision.

[0142] Furthermore, based on the relative position displacement of the gear teeth of the inner hub-friction plate and the outer hub-steel plate and the tooth side clearance of the gear teeth of the inner hub-friction plate and the outer hub-steel plate, it is determined whether the gear teeth of the inner hub-friction plate and the outer hub-steel plate collide.

[0143] Specifically, the tooth side clearance is the clearance between the gear teeth in the meshing direction. The purpose of the tooth side clearance is to compensate for manufacturing errors, thermal expansion and elastic deformation, and to ensure that the gear teeth do not collide excessively under normal working conditions. Due to the existence of the tooth side clearance, when the relative displacement of the inner hub-friction plate and the outer hub-steel plate is within the range of the tooth side clearance, the gear teeth will not contact, and therefore no tooth impact collision force will be generated.

[0144] Further, the determination of whether the inner hub-friction plate and the outer hub-steel plate gear teeth collide comprises steps S41 to S44:

[0145] Step S41: Based on the relative position displacement of the inner hub and the friction plate, the relative displacement of the nth tooth of the inner hub and the friction plate in the forward collision and the reverse collision is obtained using the following formula:

[0146]

[0147] Among them, δ Fin and δ Bin Respectively represent the relative displacement of the nth tooth of the inner hub-friction plate in the forward collision and reverse collision; x 1 ,y 1 ,θ 1 Respectively represent the displacement of the inner hub in the X direction, Y direction and torsion direction; x 2 ,y 2 ,θ 2 Respectively represent the displacement of the friction plate in the X direction, Y direction and torsion direction; R bi Indicates the base circle radius of the inner hub and the friction plate; It represents the angle between the involute of the positive contact tooth profile of the inner hub-friction plate and the x-axis; The angle between the involute of the reverse contact tooth profile of the inner hub and the friction plate and the x-axis is expressed as follows: The angle between the involute of the auxiliary tooth profile and the x-axis in the reverse contact with the inner hub-friction plate

[0148]

[0149] Among them, z i Indicates the number of teeth on the inner hub and friction plate; ω i Indicates the inner hub speed; α 0 represents the inner hub-friction plate pressure angle; t represents time.

[0150] Specifically, x 1 、x 2 Respectively represent the displacement of the inner hub and the friction plate in the x direction; y 1 ,y 2 They represent the displacement of the inner hub and the friction plate in the y direction, respectively, reflecting the relative position change of the inner hub and the friction plate in the plane; θ 1 ,θ 2 They respectively represent the displacement of the inner hub and the friction plate in the rotation direction, reflecting the relative position change of the inner hub and the friction plate during the rotation process.

[0151] Step S42: Based on the relative position displacement of the gear teeth of the outer hub-steel sheet, the following formula is used to obtain the relative displacement of the nth tooth of the outer hub-steel sheet in the forward collision and the reverse collision:

[0152]

[0153] Among them, δ Fon and δ Bon Respectively represent the relative displacement between the outer hub and the nth tooth of the steel sheet in the forward collision and reverse collision; x 3 ,y 3 ,θ 3 Respectively represent the displacement of the outer hub in the X direction, Y direction and torsion direction; x 3 ,y 3 ,θ 3 Respectively represent the displacement of the steel sheet in the X direction, Y direction and torsion direction; R bo Indicates the base radius of the outer hub and the steel sheet; It represents the angle between the involute of the positive contact tooth profile of the outer hub and steel sheet and the x-axis; The angle between the involute of the outer hub-steel sheet reverse contact tooth profile and the X-axis is calculated using the following formula: The angle between the involute of the auxiliary tooth profile and the X direction in the reverse contact with the outer hub-steel plate

[0154]

[0155] Among them, z o Indicates the number of teeth on the outer hub and steel plate; ω o Indicates the outer hub speed; α 0 represents the outer hub-steel sheet pressure angle; t represents time.

[0156] Specifically, x 3 、x 4 Respectively represent the displacement of the outer hub and the steel sheet in the x direction; y 3 ,y 4 They represent the displacement of the outer hub and the steel sheet in the y direction, reflecting the relative position change of the outer hub and the steel sheet in the plane; θ 3 ,θ 4 They respectively represent the displacement of the outer hub and the steel sheet in the rotation direction, reflecting the relative position change of the outer hub and the steel sheet during the rotation process.

[0157] Step S43: Based on the relative displacement of the nth tooth of the inner hub-friction plate in the forward collision and the reverse collision, the following formula is used to determine whether the inner hub-friction plate collides:

[0158]

[0159] Among them, C Fin Indicates the state where the inner hub and the nth tooth of the friction plate collide positively; C Bin Indicates the state where the inner hub collides with the nth tooth of the friction plate in the opposite direction; c in Indicates the tooth side clearance of the nth gear tooth between the inner hub and the friction plate;

[0160] Step S44: Based on the relative displacement of the nth tooth of the outer hub-steel sheet in the forward collision and the reverse collision, the following formula is used to determine whether the inner and outer hubs-steel sheets collide:

[0161]

[0162] Among them, C Fon Indicates the state where the outer hub and the nth tooth of the steel sheet collide positively; C Bon Indicates the state where the outer hub collides with the nth tooth of the steel sheet in the opposite direction; c on Indicates the tooth side clearance of the nth gear tooth between the outer hub and the steel plate.

[0163] Specifically, C. Fin =1 and C Bin =1 indicates that the inner hub and the nth tooth of the friction plate collide in the forward and reverse directions respectively; C Fon =1 and C Bon =1 indicates that the outer hub and the nth tooth of the steel sheet collide with each other in the positive direction and in the reverse direction respectively; C Fin =0, C Bin =0, C Fon =0 and C Bon =0 means that the nth tooth of the inner hub-friction plate and the outer hub-steel plate does not contact each other.

[0164] Furthermore, when a collision occurs, the impact collision force of the teeth of the inner hub-friction plate and the outer hub-steel plate is obtained based on the stiffness of the gear teeth of the inner hub and the friction plate or the outer hub and the steel plate and the direction of the collision.

[0165] Specifically, based on the basic parameters of the inner hub-friction plate and the outer hub-steel plate of the operating member, the stiffness of a pair of gear teeth of the inner hub and the friction plate or the outer hub and the steel plate is calculated using the following formula:

[0166]

[0167] Among them, K i and K o They represent the comprehensive stiffness of the inner hub-friction plate single tooth pair contact pair and the outer hub-steel plate single tooth pair contact pair respectively; k a1 , k a2 , k a3 and k a4 Respectively represent the axial compression stiffness of the inner hub, friction plate, outer hub and steel plate; kb1 , k b2 , k b3 and k b4 Respectively represent the bending stiffness of the inner hub, friction plate, outer hub and steel plate; k s1 , k s2 , k s3 and k s4 Respectively represent the shear stiffness of the inner hub, friction plate, outer hub and steel plate; k f1 , k f2 , k f3 and k f4 Respectively represent the matrix stiffness of the inner hub, friction plate, outer hub and steel plate. It should be noted that the above stiffness values ​​are calculated by the potential energy method based on the material parameters and structural parameters of the inner hub and friction plate, as well as the outer hub and steel plate.

[0168] Furthermore, the tooth impact collision force of the inner hub-friction plate is obtained using the following formula:

[0169]

[0170] Among them, K i It represents the comprehensive stiffness of the inner hub-friction plate single tooth contact pair; μ represents the hysteresis damping coefficient; e represents the recovery coefficient.

[0171] Use the following formula to get the impact force of the outer hub-steel tooth:

[0172]

[0173] Among them, K o It represents the comprehensive stiffness of the contact pair of outer hub-steel plate single tooth.

[0174] Specifically, the hysteresis damping coefficient is calculated using the following formula:

[0175]

[0176] Where, K is the gear tooth stiffness; is the relative speed of the gear teeth before the collision, that is, the derivative of the relative displacement with respect to time in step S41 and step S42.

[0177] It should be noted that there is no sequential relationship between obtaining the dynamic meshing force of the planetary gear set in step S2, obtaining the nonlinear support load of the bearing in step S3, and obtaining the tooth impact and collision force of the inner hub-friction plate and the outer hub-steel plate in step S4.

[0178] Step S5, constructing an automatic transmission dynamics model based on the dynamic meshing force of the planetary gear set, the nonlinear support load of the bearing, and the impact and collision force of the teeth of the inner hub-friction plate and the outer hub-steel plate.

[0179] Specifically, based on the dynamic meshing force of the planetary gear set, the nonlinear support load of the bearing, and the tooth impact collision force of the inner hub-friction plate and the outer hub-steel plate, and based on Newton's second law, an automatic transmission dynamics model considering the tooth collision force in the separated state of the operating member is established, which is expressed as:

[0180]

[0181] Among them, M g represents the mass matrix, including the masses of the planetary gear transmission system components, bearings and operating parts of the automatic transmission; K b represents the bearing support stiffness matrix; C b represents the bearing support damping matrix; F b represents the nonlinear support load of the bearing; K imp represents the support stiffness matrix of the inner hub-friction plate and outer hub-steel plate of the operating part; C imp F represents the support and damping matrix of the inner hub-friction plate and the outer hub-steel plate of the operating part; imp K represents the tooth collision force matrix of the inner hub-friction plate and the outer hub-steel plate of the operating part; m represents the gear pair meshing stiffness matrix; C m represents the gear pair meshing damping matrix; F m represents the meshing force matrix of the gear pair; K Ω represents the centrifugal force stiffness matrix; G represents the gyro matrix; F ext represents the external load matrix; g represents the system gravity matrix.

[0182] Furthermore, based on the dynamic meshing force of the planetary gear set, the gear pair meshing force matrix F is constructed using the following formula: m :

[0183]

[0184] Among them, F spk represents the dynamic meshing force of the kth planetary gear-sun gear meshing pair; F rpk Represents the dynamic meshing force of the kth planetary gear-ring gear meshing pair.

[0185] Based on the tooth impact collision force of the inner hub-friction plate and the outer hub-steel plate, the tooth impact force matrix F of the inner hub-friction plate and the outer hub-steel plate of the operating member is constructed using the following formula: imp :

[0186] F imp =[F in ,F on ];

[0187] Among them, F inIndicates the impact force of the inner hub-friction plate teeth; F on Indicates the impact and collision force of the outer hub-steel plate teeth.

[0188] Based on the nonlinear support loads of the bearing in the X direction and the Y direction obtained in step S33, the nonlinear support loads of the bearing are constructed using the following formula:

[0189] F b =[F bx ,F by ];

[0190] It should be noted that the external load matrix F ext Includes all external forces and moments to which the automatic transmission planetary gear transmission system is subjected during operation; exemplary includes input torque T in , the axial force F acting in the axial direction of the planetary gear transmission system ax , the gravity F generated by the mass of each component in the system g The force F generated by the motion of other systems other ; The external load matrix can be expressed as F ext =[T in ,F ax ,F g ,F other ].

[0191] By establishing a dynamic model of the system, the interaction and motion relationship between the various components inside the transmission can be described. This model can not only be used to evaluate the performance of the transmission, but also provide strong support for the design and optimization of the transmission.

[0192] In summary, the method for constructing a dynamic model of an automatic transmission considering the collision of operating member teeth according to an embodiment of the present invention has the following beneficial effects:

[0193] 1. The automatic transmission dynamics model constructed by the present invention takes into account the influence of the randomness of the operating parts and the nonlinear impact and collision of the teeth on the dynamic response of the planetary gear transmission system of the multi-speed automatic transmission, improves the calculation accuracy of the dynamic response of the automatic transmission dynamics model, and is closer to the actual working conditions. The use of this automatic transmission dynamics model helps to achieve more accurate simulation.

[0194] 2. The automatic transmission dynamics model constructed by the present invention can be applied to multi-gear working conditions, more accurately simulate and analyze the vibration response of the system, realize the simulation of the dynamic performance of the automatic transmission planetary gear transmission system under different gears, and optimize the vibration control strategy.

[0195] 3. The automatic transmission dynamics model constructed by the present invention helps to reduce unnecessary collisions by considering the tooth collision characteristics of the operating parts, thereby extending the service life of the clutch and improving the stability of the system under unstable working conditions.

[0196] 4. The automatic transmission dynamics model constructed by the present invention helps to improve the overall performance of the automatic transmission planetary gear transmission system by accurately simulating and analyzing the dynamic response of the system.

[0197] The above description is only a preferred specific implementation manner of the present invention, but the protection scope of the present invention is not limited thereto. Any changes or substitutions that can be easily conceived by any technician familiar with the technical field within the technical scope disclosed by the present invention should be covered within the protection scope of the present invention.

Claims

1. A method for constructing a dynamic model of an automatic transmission considering the collision of operating parts and teeth, characterized in that: include: Obtaining parameters of each component, each bearing and each operating part of the planetary gear transmission system of the automatic transmission; 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; Based on the parameters of each of the bearings, a nonlinear support load of the bearing is obtained; Based on the parameters of each of the operating parts, it is determined whether the inner hub-friction plate and the outer hub-steel plate gear teeth collide in a forward or reverse direction, and when a collision occurs, the impact collision force of the inner hub-friction plate and the outer hub-steel plate gear teeth is obtained; The dynamic model of the automatic transmission is constructed based on the dynamic meshing force of the planetary gear set, the nonlinear support load of the bearing, and the impact and collision force of the teeth of the inner hub-friction plate and the outer hub-steel plate.

2. The method according to claim 1, characterized in that: The method of judging whether the inner hub-friction plate and the outer hub-steel plate gear teeth collide in a forward or reverse direction based on the parameters of each operating member, and obtaining the impact collision force of the teeth of the inner hub-friction plate and the outer hub-steel plate when a collision occurs, includes: Based on the relative position displacement of the gear teeth of the inner hub-friction plate and the outer hub-steel plate and the tooth side clearance of the gear teeth of the inner hub-friction plate and the outer hub-steel plate, it is judged whether the gear teeth of the inner hub-friction plate and the outer hub-steel plate collide with each other; When a collision occurs, the impact collision force of the teeth of the inner hub-friction plate and the outer hub-steel plate is obtained based on the stiffness of the gear teeth of the inner hub and the friction plate or the outer hub and the steel plate and the direction of the collision.

3. The method according to claim 2, characterized in that: The step of judging whether the inner hub-friction plate and the outer hub-steel plate gear teeth collide with each other comprises: Based on the relative position displacement of the inner hub-friction plate, the following formula is used to obtain the relative displacement of the nth tooth of the inner hub-friction plate in forward collision and reverse collision: Among them, δ Fin and δ Bin They represent the relative displacement of the nth tooth of the inner hub-friction plate in the forward collision and reverse collision respectively; x1, y1, θ1 represent the displacement of the inner hub in the X direction, Y direction and torsion direction respectively; x2, y2, θ2 represent the displacement of the friction plate in the X direction, Y direction and torsion direction respectively; It represents the angle between the involute of the positive contact tooth profile of the inner hub-friction plate and the x-axis; It represents the angle between the involute of the reverse contact tooth profile of the inner hub and friction plate and the x-axis; R bi Indicates the base radius of the inner hub and friction plate; Based on the relative position displacement of the gear teeth of the outer hub-steel plate, the following formula is used to obtain the relative displacement of the nth tooth of the outer hub-steel plate in forward collision and reverse collision: Among them, δ Fon and δ Bon They represent the relative displacement of the nth tooth of the outer hub and the steel sheet in the forward collision and reverse collision respectively; x3, y3, θ3 represent the displacement of the outer hub in the X direction, Y direction and torsion direction respectively; x3, y3, θ3 represent the displacement of the steel sheet in the X direction, Y direction and torsion direction respectively; It represents the angle between the involute of the positive contact tooth profile of the outer hub and steel sheet and the x-axis; It represents the angle between the involute of the outer hub-steel sheet reverse contact tooth profile and the X direction; R bo Indicates the base radius of the outer hub and the steel sheet; Based on the relative displacement of the nth tooth of the inner hub-friction plate in the forward collision and reverse collision, the following formula is used to determine whether the inner hub-friction plate collides: Among them, C Fin Indicates the state where the inner hub and the nth tooth of the friction plate collide positively; C Bin Indicates the state where the inner hub collides with the nth tooth of the friction plate in the opposite direction; c in Indicates the tooth side clearance of the nth gear tooth between the inner hub and the friction plate; Based on the relative displacement of the nth tooth of the outer hub-steel sheet in the forward collision and reverse collision, the following formula is used to determine whether the outer hub-steel sheet collides: Among them, C Fon Indicates the state where the outer hub and the nth tooth of the steel sheet collide positively; C Bon Indicates the state where the outer hub collides with the nth tooth of the steel sheet in the opposite direction; c on Indicates the tooth side clearance of the nth gear tooth between the outer hub and the steel plate.

4. The method according to claim 3, characterized in that: When a collision occurs, the tooth impact collision force of the inner hub-friction plate is obtained using the following formula: Among them, K i It represents the comprehensive stiffness of the inner hub-friction plate single tooth contact pair; μ represents the hysteresis damping coefficient; Use the following formula to get the impact force of the outer hub-steel tooth: Among them, K o It represents the comprehensive stiffness of the contact pair of outer hub-steel plate single tooth.

5. The method according to claim 1, characterized in that: The obtaining of the dynamic meshing force of the planetary gear set comprises: Based on the basic structural parameters of the planetary gear set, the time-varying meshing stiffness of the sun gear-planet gear meshing pair and the planet gear-ring gear meshing pair with phase relationship is obtained; Based on the relative motion relationship of the planetary gear transmission system, the relative displacement deformation of the sun gear-planet gear meshing pair and the planet gear-ring gear meshing pair is obtained; 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 meshing pair, the dynamic meshing force of the sun gear-planet gear meshing pair and the planet gear-internal gear meshing pair is obtained.

6. The method according to claim 5, characterized in that: The time-varying meshing stiffness of the sun gear-planet gear meshing pair and the planet gear-ring gear meshing pair with phase relationship is obtained using the following formula: Among them, k spk (t) represents the meshing stiffness of the kth planetary gear-sun gear meshing pair at time t; k rpk (t) represents the meshing stiffness of the kth planetary gear-ring gear meshing pair at time t; k sp () represents the time-varying meshing stiffness of the sun gear-planet gear meshing pair calculated by the potential energy method; k rp () represents the time-varying meshing stiffness of the planetary gear-ring gear meshing pair calculated by the potential energy method; γ spk represents the phase difference between the sun gear and the kth planet gear; γ rpk represents the phase difference between the inner gear ring and the kth planetary gear; γ sr Indicates the phase difference between the sun gear-planet gear meshing pair and the planet gear-ring gear meshing pair; T m Indicates the meshing cycle.

7. The method according to claim 6, characterized in that: The relative displacement deformation of the sun gear-planet gear meshing pair and the planet gear-ring gear meshing pair is obtained using the following formula: Among them, δ spk represents the relative displacement deformation of the kth planetary gear-sun gear; δ rpk represents the relative displacement deformation of the kth planetary gear and the inner ring gear; x s ,y s ,θ s Respectively represent the displacement of the sun gear in the X direction, Y direction and torsion direction; x pk ,y pk ,θ pk Respectively represent the displacement of the kth planetary gear in the X direction, Y direction and torsion direction; x r ,y r ,θ r Respectively represent the displacement of the inner gear ring in the X direction, Y direction and torsion direction; θ c Represents the displacement of the planet carrier in the torsion direction; R bs Indicates the base radius of the sun gear; R bp Indicates the radius of the planetary gear base circle; R br Indicates the base circle radius of the inner gear ring; R ck represents the distance from the center of the kth planetary gear to the center of the sun gear; ψ spk represents the angle between the kth planetary gear-sun gear meshing line and the x-axis; ψ rpk represents the angle between the meshing line of the kth planetary gear and the inner ring gear and the x-axis; α p represents the pressure angle; e spk represents the transmission error of the kth planetary gear-sun gear along the meshing line; e rpk It represents the transmission error of the kth planetary gear-ring gear along the meshing line.

8. The method according to claim 7, characterized in that: The dynamic meshing force of the sun gear-planet gear meshing pair and the planet gear-ring gear meshing pair is obtained using the following formula: Among them, F spk represents the dynamic meshing force of the kth planetary gear-sun gear meshing pair; k spk represents the meshing stiffness of the kth planetary gear-sun gear meshing pair; δ spk represents the relative displacement deformation of the kth planetary gear and sun gear; c spk represents the meshing damping of the kth planetary gear and sun gear; F rpk represents the dynamic meshing force of the kth planetary gear-ring gear meshing pair; k rpk represents the meshing stiffness of the kth planetary gear-ring gear meshing pair; δ rpk represents the relative displacement deformation of the kth planetary gear and the inner ring gear; c rpk represents the meshing damping of the kth planetary gear and the internal gear ring.

9. The method according to claim 1, characterized in that: The obtaining of the nonlinear bearing support load comprises: Based on the parameters of each bearing, the angular position of each roller is obtained using the following formula: Among them, θ j represents the angular position of the jth roller; ω cage represents the angular velocity of the planet carrier; t represents time; N b Indicates the number of rollers in the bearing; Based on the angular position of each roller, the contact deformation between the jth roller and the inner and outer rings of the bearing is obtained using the following formula: d j =x b cosθ j +y b sinth j -c0 Among them, x b ,y b They represent the displacement of the inner ring of the bearing in the X and Y directions respectively; c0 represents the radial clearance of the bearing; Based on the contact deformation between the rollers and the inner and outer rings of the bearing, the nonlinear support load of the bearing in the X and Y directions is obtained using the following formula: Among them, K b Represents the Hertzian contact stiffness between the roller and the raceway; α a Indicates the bearing contact angle.

10. The method according to any one of claims 1 to 9, characterized in that: Based on the dynamic meshing force of the planetary gear set, the gear pair meshing force matrix F is constructed using the following formula: m : Among them, F spk represents the dynamic meshing force of the kth planetary gear-sun gear meshing pair; F rpk It represents the dynamic meshing force of the kth planetary gear-ring gear meshing pair; Based on the tooth impact collision force of the inner hub-friction plate and the outer hub-steel plate, the tooth impact force matrix F of the inner hub-friction plate and the outer hub-steel plate of the operating member is constructed using the following formula: imp : F imp =[F in ,F on ] Among them, F in Indicates the impact force of the inner hub-friction plate teeth; F on Indicates the impact and collision force of the outer hub-steel plate teeth; The structure of the automatic transmission dynamics model is as follows: Among them, M g represents the mass matrix of each component of the automatic transmission; C b represents the support damping matrix of each bearing; C m represents the gear pair meshing damping matrix; C imp Represents the support damping matrix of the inner hub-friction plate and outer hub-steel plate of the operating part; ω c represents the angular velocity of the planet carrier; G represents the gyro matrix; δ represents the displacement vector of each component of the automatic transmission; K b represents the bearing support stiffness matrix; K m represents the gear pair meshing stiffness matrix; K imp K represents the support stiffness matrix of the inner hub-friction plate and outer hub-steel plate of the operating part; Ω represents the centrifugal stiffness matrix; F ext represents the external load matrix; F b Indicates the nonlinear support load of the bearing; F m represents the meshing force matrix of the gear pair; F imp represents the tooth collision force matrix of the inner hub-friction plate and outer hub-steel plate of the operating part; g represents the system gravity matrix.

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