Transmission internal transmission backlash optimization method considering impact

Abstract

The invention relates to a transmission internal transmission backlash optimization method, in particular to a transmission internal transmission backlash optimization method considering impact, and solves the technical problem that the nonlinear quantitative relation between transmission backlash parameters and impact response is difficult to determine at present. According to the method, a bench experiment and a dynamic simulation technology are combined, a corresponding torsional knock dynamic simulation model is established through experiment bench design, torsional knock simulation and backlash optimization of a transmission system are coupled, the limitation of traditional static matching is broken through, a nonlinear quantitative relation model of an impact load and a transmission backlash is established, and the transmission backlash is optimized. And precise backlash design under a dynamic working condition is realized. Meanwhile, a torsion knock dynamics simulation model based on an experiment bench is established, parameterized rapid simulation can be achieved, repeated machining and repeated experiment cost of parts of different backlash schemes are reduced, and research and development cost is remarkably reduced.

Description

Technical Field

[0001] The present invention relates to a method for optimizing transmission side clearance inside a transmission, and in particular to a method for optimizing transmission side clearance inside a transmission taking impact into consideration. Background Art

[0002] The automotive powertrain is a typical nonlinear elastic system. The backlash between the internal gear meshing pairs and the spline contact pairs can induce significant torsional vibration responses. Especially under rapid acceleration / deceleration conditions, transient changes in the drive train torque can trigger nonlinear backlash effects, leading to impact between the gear pairs and severely impacting the vehicle's NVH (noise, vibration, and harshness) performance. As a core component of the powertrain, the design of the transmission's internal backlash has a crucial influence on impact vibration.

[0003] With the automotive market's increasing demands for ride quality and OEMs' platform development cycles shortening, transmission development faces a dual challenge: meeting increasingly stringent NVH standards while simultaneously shortening matching and verification cycles. The gear pairs and spline pairs in each gear of the transmission chain exhibit two typical types of backlash: static backlash (such as the spline connection between the output shaft and flange) and dynamic backlash (such as the meshing between the synchronizer sleeve and gear). The former requires maintaining assembly tolerances, while the latter is constrained by kinematic relationships.

[0004] Currently, backlash design is primarily based on static assembly requirements and transmission smoothness demands, and a quantitative control method for transient impacts has not yet been established. This leads to the following technical pain points: ① The nonlinear correlation between transmission backlash and impact response is unclear, lacking a theoretical design basis; ② Traditional trial-and-error methods require repeated prototype production for bench / vehicle verification, which is time-consuming and costly; ③ The coupling mechanism of static and dynamic backlash has not yet been decoupled, making multi-parameter collaborative optimization difficult. Furthermore, changes to transmission backlash within the transmission require higher precision levels for components and increased processing and manufacturing costs; for the transmission assembly, this affects component assembly methods and transmission smoothness.

[0005] In summary, to improve the NVH performance of transmissions when matched to the entire vehicle and reduce transient shock issues, there is currently a lack of a shock-inclusive transmission backlash optimization design method to determine the nonlinear quantitative relationship between backlash parameters and shock response. Therefore, it is necessary to use simulation technology to study the nonlinear relationship between transmission backlash and shock response, seek the optimal solution for matching backlash, optimize transmission backlash design at low part processing and manufacturing costs, and without affecting assembly, to significantly improve design efficiency and provide a scientific backlash parameter matching solution for transmission development.

[0006] Chinese patent publication number CN118568960A discloses a method for simulating and modeling the transient impact torsional vibration of a pure electric passenger vehicle, taking clearance into account. Although this method employs a simulation modeling approach, it primarily focuses on simulating and analyzing torsional vibrations caused by low-frequency longitudinal vibrations and transient impacts under rapid acceleration and deceleration conditions during operation. It still does not provide a simulation modeling method that simultaneously considers impact and achieves optimized design of transmission side clearance. Summary of the Invention

[0007] The purpose of the present invention is to solve the current technical problem of difficulty in determining the nonlinear quantitative relationship between transmission backlash parameters and shock response, and to provide a method for optimizing transmission backlash inside a transmission taking shock into consideration.

[0008] To achieve the above object, the technical solution adopted by the present invention is:

[0009] A method for optimizing transmission backlash inside a transmission considering impact is characterized in that it includes the following steps:

[0010] Step 1: Connect the output shaft of the input motor to the input shaft of the transmission, and connect the output shaft of the transmission to the equivalent inertia simulation device through a transmission shaft to obtain a simulated vehicle impact test bench;

[0011] Step 2: Set the maximum speed and minimum speed of the input motor, as well as the speed change period, and then set a speed change curve based on the maximum speed and minimum speed. Then, operate the input motor according to the speed change curve, collect a transmission shaft torque-time experimental curve in which the transmission shaft torque changes with time, an experimental impact torque of the transmission shaft, and a transmission input speed-time experimental curve in which the transmission input speed changes with time, and obtain experimental results.

[0012] Step 3: Based on the assembly structure of the transmission, a torsional impact dynamics simulation model corresponding to the simulated vehicle impact test bench and including the transmission side clearance to be optimized is established. Then, using the speed change curve in Step 2 as its input, a transmission shaft torque-time simulation curve, a simulated impact torque of the transmission shaft, and a transmission input speed-time simulation curve are simulated and calculated to obtain simulation results.

[0013] Step 4: Compare the experimental results obtained in step 2 with the simulation results obtained in step 3, and calibrate the torsional knocking dynamics simulation model according to the comparison results to obtain a calibrated torsional knocking dynamics simulation model;

[0014] Step 5: According to the transmission system design requirements, the theoretical maximum value of the transmission backlash to be optimized is calculated, and the backlash change value is set. Then, the backlash value is reduced from the theoretical maximum value of the transmission backlash to be optimized by the backlash change value as the step size, and the backlash value is brought into the calibrated torsional knocking dynamics simulation model obtained in step 4 to simulate and obtain the torque impact amplitude until the backlash value reaches the specified backlash value required by the transmission system design, and a torque impact amplitude-backlash value curve is obtained in which the torque impact amplitude changes with the backlash value;

[0015] Step 6: Determine the lowest torque impact based on the torque impact amplitude-backlash value curve with the lowest impact torque as the principle, and the backlash value corresponding to the lowest torque impact is the target backlash value; the target backlash value is greater than or equal to the specified backlash value;

[0016] Step 7: Determine the cross-bar width of the part corresponding to the transmission backlash to be optimized based on the transmission system processing technology and processing equipment;

[0017] Step 8: Determine the upper and lower limits of the span of the part corresponding to the transmission backlash to be optimized based on the torque impact amplitude-backlash value curve, the target backlash value, and the span bandwidth of the part corresponding to the transmission backlash to be optimized;

[0018] Step 9: Based on the upper and lower limits of the cross-rod spacing of the parts corresponding to the transmission backlash to be optimized, as well as the target backlash value, the range of the transmission backlash to be optimized is calculated to complete the optimization of the transmission backlash inside the transmission.

[0019] Furthermore, step 8 is specifically as follows:

[0020] Step 8.1, based on the parameters of the part corresponding to the transmission backlash to be optimized, calculate the nominal value of the cross-bar distance of the part corresponding to the transmission backlash to be optimized;

[0021] Step 8.2: If the target backlash value is at the trough of the torque impact amplitude-backlash value curve, the upper and lower limits of the span of the part corresponding to the transmission backlash to be optimized are obtained according to the following formula:

[0022]

[0023] Among them, dp max dp is the upper limit of the span of the parts corresponding to the transmission backlash to be optimized, min is the lower limit of the span of the part corresponding to the transmission backlash to be optimized, dp is the nominal span of the part corresponding to the transmission backlash to be optimized, and Δdp is the bandwidth of the span of the part corresponding to the transmission backlash to be optimized;

[0024] If the target backlash value is at the specified backlash value, the upper and lower limits of the span of the parts corresponding to the transmission backlash to be optimized are obtained according to the following formula:

[0025] dpmax =dp+Δdp

[0026] dp min =dp;

[0027] Step 8.3: Determine whether the processing technology and processing equipment can meet the processing requirements of the upper and lower limits of the cross-rod spacing of the parts corresponding to the transmission side clearance to be optimized. If so, execute step 9; otherwise, return to step 7 and adjust the cross-rod spacing bandwidth of the parts corresponding to the transmission side clearance to be optimized.

[0028] Furthermore, step 4 is specifically as follows:

[0029] Step 4.1: Compare the transmission shaft torque-time experimental curve obtained in step 2 with the transmission shaft torque-time simulation curve obtained in step 3. If they are consistent, proceed to step 4.2; otherwise, return to step 3 and adjust the parameters of the torsional knocking dynamics simulation model.

[0030] Step 4.2: Determine whether there is a torque shock on the transmission shaft during the change of the input motor speed based on the transmission shaft torque-time experimental curve obtained in step 2. If there is a torque shock, proceed to step 4.3; otherwise, proceed to step 4.4.

[0031] Step 4.3: Determine whether there is a sudden change in the transmission input speed-time simulation curve at the moment of torque impact. If there is a sudden change, execute step 4.4; otherwise, return to step 3 and adjust the parameters of the torsional knock dynamics simulation model;

[0032] Step 4.4, determine whether the error between the simulated impact torque of the transmission shaft obtained in step 3 and the experimental impact torque of the transmission shaft obtained in step 2 is within 10%-15%. If so, use the torsional knocking dynamics simulation model as the calibrated torsional knocking dynamics simulation model; otherwise, return to step 3, and adjust the parameters of the torsional knocking dynamics simulation model according to the experimental impact torque of the transmission shaft obtained in step 2, until the torsional knocking dynamics simulation model uses the speed change curve as input, and the error between the simulated impact torque of the transmission shaft and the experimental impact torque of the transmission shaft obtained in step 2 is within 10%-15%, thereby obtaining the calibrated torsional knocking dynamics simulation model.

[0033] Furthermore, in step 3, the torsional knocking dynamics simulation model includes gear lubrication loss, internal oil stirring loss and transmission side clearance to be optimized, and the transmission side clearance to be optimized includes all gear side clearances and spline matching side clearances.

[0034] Furthermore, in step 2, the speed change curve is specifically as follows: the speed increases from the minimum speed to the maximum speed within a period Δt, and then decreases from the maximum speed to the minimum speed within a period Δt, and cycles with a speed change period of 2Δt as a period.

[0035] Furthermore, in step 3, the torsional knocking dynamics simulation model is established using AMESim software.

[0036] Furthermore, in step 5, if the transmission backlash to be optimized is a static fit backlash, the minimum value of the backlash specified value is 0;

[0037] If the transmission backlash to be optimized is the dynamic fit backlash, the backlash specified value is a positive value.

[0038] Furthermore, in step 1, the simulated vehicle impact test bench includes an input motor, a transmission, a drive shaft and an equivalent inertia simulation device connected in sequence, as well as a wireless torque telemetry module and a transmission mounting bracket for mounting the transmission; the output shaft of the input motor is connected to the input shaft of the transmission through a connecting shaft; the input shaft of the transmission is mounted on the transmission mounting bracket through a bearing, and its output shaft is connected to one end of the equivalent inertia simulation device through a drive shaft; the two ends of the equivalent inertia simulation device are respectively mounted on a first bearing seat and a second bearing seat through bearings, and the wireless torque telemetry module is mounted on the drive shaft for collecting the impact torque of the drive shaft.

[0039] Furthermore, the sampling frequency of the wireless torque telemetry module is 2000 Hz.

[0040] Compared with the prior art, the present invention has the following beneficial effects:

[0041] 1. This invention provides a method for optimizing transmission backlash within a transmission, taking impact into account. This method combines bench testing with dynamic simulation technology. By designing an experimental bench, a corresponding torsional impact dynamics simulation model is established. This method couples the torsional impact simulation of the transmission system with backlash optimization, breaking through the limitations of traditional static matching. This method establishes a nonlinear quantitative relationship model between impact load and transmission backlash, enabling precise backlash design under dynamic conditions.

[0042] 2. This invention provides a method for optimizing transmission internal transmission backlash that takes impact into account. It establishes a torsional knock dynamics simulation model based on a test bench, enabling rapid parametric simulation. This reduces the cost of repeated machining and repeated experiments for parts with different backlash solutions, significantly lowering R&D costs and effectively shortening the product optimization design cycle.

[0043] 3. The present invention provides a method for optimizing the internal transmission side clearance of a transmission taking impact into consideration. It adopts a modular modeling method to calibrate the torsional knocking dynamics simulation model, supports rapid transmission variation design, and products on the same platform can be reused by adjusting only key parameters, with a short cycle and high efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0044] Figure 1is a flow chart of a method according to an embodiment of the present invention;

[0045] Figure 2 This is a schematic diagram of the structure of the test bench for simulating a full vehicle impact in step 1 of an embodiment of the present invention;

[0046] Figure 3 Schematic diagram of the speed change curve in step 2 of an embodiment of the present invention;

[0047] Figure 4 Schematic diagram of the transmission shaft torque-time experimental curve and the transmission input speed-time experimental curve obtained in step 2 of the embodiment of the present invention;

[0048] Figure 5 Schematic diagram of a transmission shaft torque-time simulation curve and a transmission input speed-time simulation curve obtained in step 3 of an embodiment of the present invention;

[0049] Figure 6 This is a torque impact amplitude-backlash value curve obtained in step 5 of an embodiment of the present invention.

[0050] The following are the descriptions of the reference numerals:

[0051] 1-Input motor, 2-Connecting shaft, 3-Transmission mounting bracket, 4-Transmission, 5-Wireless torque telemetry module, 6-Drive shaft, 7-First bearing seat, 8-Equivalent inertia simulation device, 9-Second bearing seat. DETAILED DESCRIPTION

[0052] To make the objects, advantages and features of the present invention more clear, a method for optimizing transmission side clearance inside a transmission taking impact into consideration proposed by the present invention is further described in detail below with reference to the accompanying drawings and specific embodiments.

[0053] A method for optimizing transmission backlash inside a transmission considering shock, such as Figure 1 As shown, the following steps are included:

[0054] Step 1: Connect the output shaft of the input motor 1 to the input shaft of the transmission 4, and connect the output shaft of the transmission 4 to the equivalent inertia simulation device 8 through the transmission shaft 6 to obtain a simulated vehicle impact test bench. Figure 2As shown, the simulated vehicle impact test bench includes an input motor 1, a transmission 4, a drive shaft 6 and an equivalent inertia simulation device 8 connected in sequence, as well as a wireless torque telemetry module 5 and a transmission mounting bracket 3 for mounting the transmission 4. The output shaft of the input motor 1 is connected to the input shaft of the transmission 4 through a connecting shaft 2. The input shaft of the transmission 4 is mounted on the transmission mounting bracket 3 through a bearing, and its output shaft is connected to one end of the equivalent inertia simulation device 8 through a drive shaft 6. The two ends of the equivalent inertia simulation device 8 are respectively mounted on the first bearing seat 7 and the second bearing seat 9 through bearings, and the wireless torque telemetry module 5 is mounted on the drive shaft 6 for collecting the impact torque of the drive shaft 6. The sampling frequency of the wireless torque telemetry module 5 is 2000Hz.

[0055] Step 2: Set the maximum speed n of input motor 1 max and minimum speed n min , and the speed change period 2Δt, and then set it as follows Figure 3 The speed change curve shown in FIG. 1 is shown, and the input motor 1 is operated according to the speed change curve, and the transmission shaft torque-time experimental curve T of the transmission shaft 6 torque changing with time is collected. test (t), experimental impact torque T of transmission shaft 6 t-impact , and the transmission input speed-time experimental curve n of the transmission 4 input speed changing with time test (t), and get the experimental results, where T test (t) and n test (t) Figure 4 As shown. Figure 3 As shown, the speed change curve is specifically as follows: within the change period Δt, the minimum speed n min Increase to maximum speed n max , and then within the change period Δt, the maximum speed n max Reduce to minimum speed n min And it cycles with the speed change period 2Δt as a period.

[0056] Step 3: Based on the assembly structure of the transmission 4, AMESim software is used to establish a torsional impact dynamics simulation model corresponding to the simulated vehicle impact test bench and including the transmission side clearance to be optimized. Figure 3 The speed change curve shown in the figure is used as its input to simulate and calculate the transmission shaft torque-time simulation curve T simu (t), simulated impact torque T of transmission shaft 6 s-impact And the transmission input speed-time simulation curve n simu (t), and get the simulation results, where T simu (t) and n simu (t) Figure 5The torsional knock dynamics simulation model needs to consider gear lubrication loss, internal oil churning loss, and the transmission backlash to be optimized. The transmission backlash to be optimized includes all gear backlash and spline backlash.

[0057] Step 4: Compare the experimental results obtained in step 2 with the simulation results obtained in step 3, and calibrate the torsional knocking dynamics simulation model based on the comparison results to obtain a calibrated torsional knocking dynamics simulation model. Specifically:

[0058] Step 4.1: Compare the drive shaft torque-time experimental curve T obtained in step 2 test (t) and the transmission shaft torque-time simulation curve T obtained in step 3 simu (t) is consistent, if it is consistent, then execute step 4.2; otherwise, adjust the parameters of the torsional knocking dynamics simulation model and return to step 3;

[0059] Step 4.2: The transmission shaft torque-time experimental curve T obtained in step 2 test (t) determining whether there is a torque shock on the transmission shaft 6 during the change in the speed of the input motor 1; if there is a torque shock, executing step 4.3; otherwise, executing step 4.4;

[0060] Step 4.3: Determine the transmission input speed-time simulation curve n simu (t) Whether there is a sudden change at the moment of torque impact. If there is a sudden change, execute step 4.4; otherwise, adjust the parameters of the torsional impact dynamics simulation model and return to step 3;

[0061] Step 4.4: Determine the simulated impact torque T of the transmission shaft 6 obtained in step 3. t-impact The experimental impact torque T of the transmission shaft 6 obtained in step 2 is s-impact Is the error between T and t within 10%-15%? If so, the torsional knocking dynamics simulation model is used as the calibrated torsional knocking dynamics simulation model; otherwise, return to step 3 and calculate the value of the calibrated torsional knocking dynamics simulation model according to T. t-impact With T s-impact The error between them is adjusted, and the parameters of the torsional knocking dynamics simulation model are adjusted until the error between the simulated impact torque of the transmission shaft 6 and the experimental impact torque of the transmission shaft 6 obtained in step 2 is within 10%-15% when the torsional knocking dynamics simulation model takes the speed change curve as input, thereby obtaining a calibrated torsional knocking dynamics simulation model.

[0062] In steps 4.1-4.4, the parameters of the torsional knocking dynamics simulation model are adjusted, specifically including adjusting the PID control, stiffness, inertia and damping of the torsional knocking dynamics simulation model.

[0063] like Figure 4 and Figure 5 As shown, Ttest (t) and T simu The curve changes of (t) are consistent, and there is a torque impact on the transmission shaft 6 during the input speed increase and decrease conversion process. At the same time, at the moment of torque impact, n test (t) and n simu (t) all have mutations, which verifies the accuracy of the torsional knocking dynamics simulation model. Then adjust the parameters of the torsional knocking dynamics simulation model so that T t-impact With T s-impact The error between them is 10%-15%, and the calibrated torsional knocking dynamics simulation model is obtained.

[0064] Step 5: Calculate the theoretical maximum value C of the transmission backlash to be optimized according to the transmission system design requirements. LMAX , and set the side clearance change value ΔC, and then change the side clearance value from the theoretical maximum value C of the transmission side clearance to be optimized LMAX At the beginning, the side clearance change value ΔC is used as the step size to reduce the value, and it is brought into the calibrated torsional knocking dynamics simulation model obtained in step 4 to simulate the torque impact amplitude Until the side clearance value reaches the side clearance specified value C required by the transmission system design lim , we can get the torque impact amplitude-backlash value curve where the torque impact amplitude changes with the backlash value, as shown in the figure: Figure 6 If the transmission clearance to be optimized is a static fit clearance, the clearance specified value C lim The minimum value is 0, that is, there is no backlash; if the transmission backlash to be optimized is the dynamic fit backlash, the backlash specified value C lim Is a positive value.

[0065] Step 6: According to the torque impact amplitude-backlash value curve, determine the lowest torque impact based on the principle of lowest impact torque Minimum torque shock The corresponding backlash value is the target backlash value C target , target backlash value C target Must be greater than or equal to the side clearance specified value C lim .

[0066] Step 7: Determine the cross-bar bandwidth of the part corresponding to the transmission backlash to be optimized based on the transmission system processing technology and processing equipment. In this step, the parts to be adjusted for transmission backlash optimization are first determined based on the transmission system processing technology and the principle of minimizing cost. The parts corresponding to the transmission backlash to be optimized are then determined based on the manufacturing capabilities of the processing equipment.

[0067] Step 8: According to the torque impact amplitude-backlash value curve and the target backlash value C target, and the span width of the parts corresponding to the transmission side clearance to be optimized, determine the upper and lower limits of the span width of the parts corresponding to the transmission side clearance to be optimized. Specifically:

[0068] Step 8.1, based on the parameters of the part corresponding to the transmission backlash to be optimized, calculate the nominal value of the cross-bar distance of the part corresponding to the transmission backlash to be optimized;

[0069] Step 8.2: If the target backlash value is at the trough of the torque impact amplitude-backlash value curve, the upper and lower limits of the span of the part corresponding to the transmission backlash to be optimized are obtained according to the following formula:

[0070]

[0071] Among them, dp max dp is the upper limit of the span of the parts corresponding to the transmission backlash to be optimized, min is the lower limit of the span of the part corresponding to the transmission backlash to be optimized, dp is the nominal span of the part corresponding to the transmission backlash to be optimized, and Δdp is the bandwidth of the span of the part corresponding to the transmission backlash to be optimized;

[0072] If the target backlash value is at the specified backlash value, the upper and lower limits of the span of the parts corresponding to the transmission backlash to be optimized are obtained according to the following formula:

[0073] dp max =dp+Δdp

[0074] dp min =dp;

[0075] Step 8.3: Determine whether the processing technology and processing equipment can meet the processing requirements of the upper and lower limits of the cross-rod spacing of the parts corresponding to the transmission side clearance to be optimized. If so, execute step 9; otherwise, return to step 7 and adjust the cross-rod spacing bandwidth of the parts corresponding to the transmission side clearance to be optimized.

[0076] Step 9: Based on the upper and lower limits of the cross-rod spacing of the parts corresponding to the transmission backlash to be optimized, as well as the target backlash value, the range of the transmission backlash to be optimized is calculated to complete the optimization of the transmission backlash inside the transmission.

[0077] In this embodiment, a system torsional knock dynamics simulation model is established based on the test bench obtained in step 1. In actual research and development, a system torsional knock dynamics simulation model can also be established based on the entire vehicle to meet the needs of different research and development stages.

[0078] The present invention combines bench experiments with dynamic simulation technology. Through experimental bench design, a corresponding torsional knocking dynamic simulation model is established, and then a nonlinear quantitative relationship model between impact load and transmission side clearance is established to achieve precise side clearance design under dynamic working conditions.

[0079] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or replace some or all of the technical features therein with equivalents. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the present invention.

Claims

1. A method for optimizing transmission backlash inside a transmission considering impact, characterized in that: The following steps are involved: Step 1: Connect the output shaft of the input motor (1) to the input shaft of the transmission (4), and connect the output shaft of the transmission (4) to the equivalent inertia simulation device (8) through the transmission shaft (6) to obtain a simulated vehicle impact test bench; Step 2, setting the maximum speed and minimum speed of the input motor (1), as well as the speed change period, and then setting a speed change curve according to the maximum speed and minimum speed, and making the input motor (1) work according to the speed change curve, collecting a transmission shaft torque-time experimental curve of the transmission shaft (6) torque changing with time, an experimental impact torque of the transmission shaft (6), and a transmission input speed-time experimental curve of the transmission (4) input speed changing with time, and obtaining experimental results; Step 3: Based on the assembly structure of the transmission (4), a torsional impact dynamics simulation model corresponding to the simulated vehicle impact test bench and including the transmission side clearance to be optimized is established, and then the speed change curve of step 2 is used as its input to simulate and calculate the transmission shaft torque-time simulation curve, the simulated impact torque of the transmission shaft (6) and the transmission input speed-time simulation curve to obtain simulation results; Step 4: Compare the experimental results obtained in step 2 with the simulation results obtained in step 3, and calibrate the torsional knocking dynamics simulation model according to the comparison results to obtain a calibrated torsional knocking dynamics simulation model; Step 5: According to the transmission system design requirements, the theoretical maximum value of the transmission backlash to be optimized is calculated, and the backlash change value is set. Then, the backlash value is reduced from the theoretical maximum value of the transmission backlash to be optimized by the backlash change value as the step size, and the backlash value is brought into the calibrated torsional knocking dynamics simulation model obtained in step 4 to simulate and obtain the torque impact amplitude until the backlash value reaches the specified backlash value required by the transmission system design, and a torque impact amplitude-backlash value curve is obtained in which the torque impact amplitude changes with the backlash value; Step 6: Determine the lowest torque impact based on the torque impact amplitude-backlash value curve with the lowest impact torque as the principle, and the backlash value corresponding to the lowest torque impact is the target backlash value; the target backlash value is greater than or equal to the specified backlash value; Step 7: Determine the cross-bar width of the part corresponding to the transmission backlash to be optimized based on the transmission system processing technology and processing equipment; Step 8: Determine the upper and lower limits of the span of the part corresponding to the transmission backlash to be optimized based on the torque impact amplitude-backlash value curve, the target backlash value, and the span bandwidth of the part corresponding to the transmission backlash to be optimized; Step 9: Based on the upper and lower limits of the cross-rod spacing of the parts corresponding to the transmission backlash to be optimized, as well as the target backlash value, the range of the transmission backlash to be optimized is calculated to complete the optimization of the transmission backlash inside the transmission.

2. The method for optimizing transmission internal transmission backlash considering impact according to claim 1, characterized in that: Step 8 is as follows: Step 8.1, based on the parameters of the part corresponding to the transmission backlash to be optimized, calculate the nominal value of the cross-bar distance of the part corresponding to the transmission backlash to be optimized; Step 8.2: If the target backlash value is at the trough of the torque impact amplitude-backlash value curve, the upper and lower limits of the span of the part corresponding to the transmission backlash to be optimized are obtained according to the following formula: Among them, dp max dp is the upper limit of the span of the parts corresponding to the transmission backlash to be optimized, min is the lower limit of the span of the part corresponding to the transmission backlash to be optimized, dp is the nominal span of the part corresponding to the transmission backlash to be optimized, and Δdp is the bandwidth of the span of the part corresponding to the transmission backlash to be optimized; If the target backlash value is at the specified backlash value, the upper and lower limits of the span of the parts corresponding to the transmission backlash to be optimized are obtained according to the following formula: dp max =dp+Δdp dp min =dp; Step 8.3: Determine whether the processing technology and processing equipment can meet the processing requirements of the upper and lower limits of the cross-rod spacing of the parts corresponding to the transmission side clearance to be optimized. If so, execute step 9; otherwise, return to step 7 and adjust the cross-rod spacing bandwidth of the parts corresponding to the transmission side clearance to be optimized.

3. The method for optimizing transmission internal transmission backlash considering impact according to claim 2, characterized in that: Step 4 is as follows: Step 4.1: Compare the transmission shaft torque-time experimental curve obtained in step 2 with the transmission shaft torque-time simulation curve obtained in step 3. If they are consistent, proceed to step 4.2; otherwise, return to step 3 and adjust the parameters of the torsional knocking dynamics simulation model. Step 4.2: Determine whether there is a torque shock on the transmission shaft (6) during the speed change of the input motor (1) based on the transmission shaft torque-time experimental curve obtained in step 2. If there is a torque shock, execute step 4.3; otherwise, execute step 4.

4. Step 4.3: Determine whether there is a sudden change in the transmission input speed-time simulation curve at the moment of torque impact. If there is a sudden change, execute step 4.4; otherwise, return to step 3 and adjust the parameters of the torsional knock dynamics simulation model; Step 4.4, determine whether the error between the simulated impact torque of the transmission shaft (6) obtained in step 3 and the experimental impact torque of the transmission shaft (6) obtained in step 2 is within 10%-15%. If so, the torsional knocking dynamics simulation model is used as the calibrated torsional knocking dynamics simulation model; otherwise, return to step 3, and adjust the parameters of the torsional knocking dynamics simulation model according to the experimental impact torque of the transmission shaft (6) obtained in step 2, until the error between the simulated impact torque of the transmission shaft (6) and the experimental impact torque of the transmission shaft (6) obtained in step 2 is within 10%-15% when the torsional knocking dynamics simulation model takes the speed change curve as input, thereby obtaining the calibrated torsional knocking dynamics simulation model.

4. A method for optimizing transmission internal transmission backlash considering impact according to any one of claims 1 to 3, characterized in that: In step 3, the torsional knocking dynamics simulation model includes gear lubrication loss, internal oil stirring loss and transmission side clearance to be optimized, and the transmission side clearance to be optimized includes all gear side clearances and spline matching side clearances.

5. The method for optimizing transmission internal transmission backlash considering shock according to claim 4, characterized in that: In step 2, the speed change curve is specifically as follows: the speed increases from the minimum speed to the maximum speed within a period Δt, then decreases from the maximum speed to the minimum speed within a period Δt, and cycles with a speed change period of 2Δt as a period.

6. The method for optimizing transmission internal transmission backlash considering shock according to claim 5, characterized in that: In step 3, the torsional knocking dynamics simulation model is established using AMESim software.

7. The method for optimizing transmission internal transmission backlash considering shock according to claim 6, characterized in that: In step 5, if the transmission backlash to be optimized is a static fit backlash, the minimum value of the backlash specified value is 0; If the transmission backlash to be optimized is the dynamic fit backlash, the backlash specified value is a positive value.

8. The method for optimizing transmission internal transmission backlash considering shock according to claim 7, characterized in that: In step 1, the simulated vehicle impact test bench includes an input motor (1), a transmission (4), a transmission shaft (6), and an equivalent inertia simulation device (8) connected in sequence, as well as a wireless torque telemetry module (5) and a transmission mounting bracket (3) for mounting the transmission (4); The output shaft of the input motor (1) is connected to the input shaft of the transmission (4) via a connecting shaft (2); the input shaft of the transmission (4) is mounted on a transmission mounting support (3) via a bearing, and its output shaft is connected to one end of an equivalent inertia simulation device (8) via a transmission shaft (6); the two ends of the equivalent inertia simulation device (8) are respectively mounted on a first bearing seat (7) and a second bearing seat (9) via bearings, and a wireless torque telemetry module (5) is mounted on the transmission shaft (6) for collecting the impact torque of the transmission shaft (6).

9. The method for optimizing transmission internal transmission backlash considering shock according to claim 8, characterized in that: The sampling frequency of the wireless torque telemetry module (5) is 2000 Hz.

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