CN103174774B - Automatic Transmission System Using Centrifugal Overrunning Clutch - Google Patents

Abstract

The invention discloses a centrifugal overrunning clutch which comprises an outer sleeve and a middle star shaft, wherein grooves are uniformly distributed on the middle star shaft, a centrifugal wedge block is arranged in each groove, one side of each centrifugal wedge block is connected with one end of a return spring, the other end of each return spring is fixed on the middle star shaft on the first side of each groove, each return spring is in a compressed state, and the other side of each centrifugal wedge block is pressed on the second side of each groove by the corresponding return spring; the maximum radial height of the movement of the centrifugal wedge block is larger than the distance from the bottom end of the groove of the middle star shaft to the inner surface of the outer sleeve, and the centrifugal overrunning clutch is started or closed according to the rotating speed value of the middle star shaft and the rotating speed relation between the middle star shaft and the outer sleeve. The invention has the advantages that: the starting condition of the centrifugal overrunning clutch is determined by the rotating speed of the output shaft, so that hybrid power configuration in an automatic speed change system and a driving system of a hybrid power vehicle can be realized, stepless speed change in the whole process can be realized, and the fuel utilization rate is improved. < | 1- >)

Description

Automatic Transmission System Using Centrifugal Overrunning Clutch

technical field

The invention relates to a centrifugal overrunning clutch combining the characteristics of the centrifugal overrunning clutch and an overrunning clutch, and also relates to an automatic transmission system and a drive system of a hybrid vehicle including the centrifugal overrunning clutch.

Background technique

Clutches have a wide range of uses in the technical field of mechanical transmissions. There are many types of clutches in use now. Currently, the clutches that are specifically applied to the reduction box of the vehicle power system are mainly overrunning clutches. The overrunning clutch uses the speed change of the main and driven raceways or the transformation of the rotation direction to realize self-clutching. When the speed of the driving raceway is the same as that of the driven raceway, power can be transmitted, otherwise they are relatively slippery. The traditional overrunning clutch can only be activated or deactivated by the input condition of the active raceway, but not by the output state of the driven raceway. Therefore utilize traditional overrunning clutch and can't realize multi-stage automatic shifting in a wide range.

Contents of the invention

The purpose of the present invention is to overcome the deficiencies in the prior art, to provide a centrifugal overrunning clutch that can determine the activation or deactivation of the clutch by the rotating speed of the output shaft, and an automatic transmission system and a hybrid vehicle using the centrifugal overrunning clutch Drive System.

The present invention is achieved through the following technical solutions:

A centrifugal overrunning clutch, comprising an outer sleeve and an intermediate star shaft, on which grooves with a large outside and small inside are evenly distributed, and a centrifugal wedge is arranged in the groove, and the centrifugal wedge is placed in the concave Rotate along the bottom end of the groove in the groove, one end of the return spring is connected to one side of the centrifugal wedge, the other end of the return spring is fixed on the middle star shaft on the first side of the groove, the return spring is in a compressed state, The other side of the centrifugal wedge is pressed on the second side of the groove by the return spring; when the centrifugal wedge is at rest, its top end does not contact the inner surface of the outer sleeve, and the maximum movement of the centrifugal wedge The radial height is greater than the distance from the bottom end of the groove of the intermediate star shaft to the inner surface of the outer sleeve, and the centrifugal overrunning clutch is determined by the rotational speed value of the intermediate star shaft and the relationship between the rotational speed of the intermediate star shaft and the outer sleeve. On or off.

As an optimization of the centrifugal overrunning clutch, the bottom end of the groove and the bottom end of the centrifugal wedge are in a matching arc shape, and the radius of the arc at the bottom of the centrifugal wedge is smaller than the radius of the arc at the bottom of the groove.

As an optimization of the centrifugal overrunning clutch, the return spring is fixed on the intermediate star shaft by screws.

An automatic transmission system using the centrifugal overrunning clutch as described above, comprising an input shaft, an output shaft, and multiple sets of transmission gears and clutches connecting the input shaft and the output shaft, characterized in that: the clutch is a centrifugal overrunning clutch, Each set of transmission gears is connected with a corresponding centrifugal overrunning clutch, the outer sleeve of the centrifugal overrunning clutch is connected to the input end of each corresponding set of transmission gears, and the intermediate star shaft of the centrifugal overrunning clutch is connected to the corresponding set of The output end of the transmission gear is connected.

As one of the implementations of the automatic transmission system, the automatic transmission system includes two sets of transmission gears and corresponding two centrifugal overrunning clutches, the outer sleeve of the first centrifugal overrunning clutch is connected to the input end of the first set of transmission gears , the intermediate star shaft of the first centrifugal overrunning clutch is connected to the output end of the first set of transmission gears; the outer sleeve of the second centrifugal overrunning clutch is connected to the input end of the second set of transmission gears, and the second centrifugal overrunning clutch's The intermediate star shaft is connected with the output end of the second set of speed change gears.

A driving system of a hybrid vehicle using the centrifugal overrunning clutch as described above, comprising an internal combustion engine, a first electric motor, a clutch, a second electric motor, and an output group, the output group including a first input terminal, a second input terminal and an output end, the clutch is a centrifugal overrunning clutch, the internal combustion engine is connected to the first input end of the output group through the first electric motor and the centrifugal overrunning clutch in sequence, the second motor is connected to the second input end of the output group, and the output The first input terminal and the second input terminal of the group jointly drive the output terminal, and the first motor and the second motor are connected to the battery pack through a circuit control system.

As another mode of the drive system of the hybrid vehicle, the output group is the front and rear wheels of the vehicle, the front wheels are connected to the second electric motor, and the rear wheels are connected to the intermediate star shaft of the centrifugal overrunning clutch.

The hybrid vehicle drive system described above can also be used with an internal combustion engine and a pneumatic system, comprising an internal combustion engine, a first air motor, a clutch, a second air motor, an output group comprising a first input, a second input and an output , the clutch is a centrifugal overrunning clutch, the internal combustion engine is connected to the first input end of the output group through the first air motor and the centrifugal overrunning clutch in sequence, the second air motor is connected to the second input end of the output group, the The first input end and the second input end of the output group jointly drive the output end, and the first air motor and the second air motor are connected to the gas cylinder through a control valve system.

As another way of drive system for hybrid vehicles with internal combustion engine and pneumatic system, the output group is the front and rear wheels of the vehicle, the front wheels are connected to the second air motor, and the rear wheels are connected to the intermediate star shaft of the centrifugal overrunning clutch .

Compared with the prior art, the present invention has the following advantages:

The centrifugal overrunning clutch provided by the present invention combines the characteristics of the centrifugal clutch and the overrunning clutch, and can realize the function of "speed control switch", that is, only when the speed of the intermediate star shaft connected to the output shaft reaches the rated value and the outer star shaft connected to the input shaft When the rotation speed of the sleeve is higher than the rotation speed of the intermediate star shaft connected to the output shaft, the centrifugal overrunning clutch can be turned on; when the rotation speed of the output shaft is lower than the rated value, the centrifugal overrunning clutch is in the "off" state. Therefore, the starting condition of the centrifugal overrunning clutch is that the speed of the output shaft reaches the rated value. Before that, no matter what the speed state of the input shaft is, the clutch engagement cannot be started, which is impossible in the traditional overrunning clutch, because in this way Power cannot be transmitted. That is to say, the activation condition of the centrifugal overrunning clutch provided by the present invention is determined by the output shaft, rather than by the input condition of the input shaft. Thus, the automatic transmission of the automatic transmission system in a large transmission range and the hybrid power configuration in the drive system of the hybrid vehicle can be realized, which can realize the whole process of stepless transmission, improve fuel utilization, save energy and reduce emissions, and improve the life of the entire drive system.

Description of drawings

Fig. 1 is a schematic cross-sectional structural view of the centrifugal overrunning clutch in the disconnected state of the present invention.

Fig. 2 is a schematic cross-sectional structural view of the centrifugal overrunning clutch in the combined state of the present invention.

Fig. 3 is a structural schematic diagram of the automatic transmission system of the present invention.

FIG. 4 is a schematic structural diagram of a driving system of a hybrid vehicle according to the present invention.

detailed description

The embodiments of the present invention are described in detail below. This embodiment is implemented on the premise of the technical solution of the present invention, and detailed implementation methods and specific operating procedures are provided, but the protection scope of the present invention is not limited to the following implementation example.

Referring to Fig. 1 and Fig. 2, the centrifugal overrunning clutch provided by the present invention combines the characteristics of the centrifugal clutch and the sprag type overrunning clutch. The intermediate star shaft 1 of the clutch is evenly distributed with grooves 6 which are large on the outside and small on the inside. A centrifugal wedge 2 is arranged in the groove 6, and the bottom end of the groove 6 and the bottom end of the centrifugal wedge 2 are arc-shaped to match, and the radius of the arc at the bottom of the centrifugal wedge 2 is smaller than the radius of the arc at the bottom of the groove 6, The centrifugal wedge 2 rotates along the bottom end of the groove 6 in the groove 6 . One side of the centrifugal wedge 2 is connected to one end of the return spring 3, and the other end of the return spring 3 is fixed on the intermediate star shaft 1 on the first side of the groove 6 by a screw 4, the return spring 3 is in a compressed state, and the other end of the centrifugal wedge 2 One side is pressed against the second side slope of the groove 6 by the return spring 3; when the centrifugal wedge 2 is at rest, its top end does not touch the inner surface of the outer sleeve 5. The maximum radial height of the movement of the centrifugal wedge 2 is greater than the distance from the bottom end of the groove 6 of the intermediate star shaft 1 to the inner surface of the outer sleeve 5 . The centrifugal overrunning clutch is determined to start or close by the speed value of the intermediate star shaft 1 and the speed relationship between the intermediate star shaft 1 and the outer sleeve 5 .

When the intermediate star shaft 1 is stationary or rotates clockwise at a low speed, the centrifugal wedge 2 is pressed by the return spring 3 on the large slope on the second side of the groove 6. At this time, the outer sleeve 5 and the intermediate star shaft 1 are not in contact. , in a completely separated state, as shown in Figure 1. When the clockwise rotation speed of the intermediate star shaft 1 reaches a critical value, the centrifugal wedge 2 overcomes the pressure of the return spring 3 under the centrifugal force and begins to expand toward the first side of the groove 6 . However, when the intermediate star shaft 1 and the outer sleeve 5 rotate clockwise in the same direction, and when the rotation speed of the intermediate star shaft 1 is higher than that of the outer sleeve 5, because the direction of the friction force is to move the centrifugal wedge 2 to its original position. Side is also the second side of the groove 6, so the centrifugal wedge 2 and the inner surface of the outer sleeve 5 still cannot be combined, and are in a one-way disengagement working state of an overrunning clutch. Only when the rotation speed of the intermediate star shaft 1 reaches or exceeds the critical value and the rotation speed of the outer sleeve 5 exceeds the rotation speed of the intermediate star shaft 1 at the same time, the direction of the friction force at this time is to push the centrifugal wedge 2 to the first side of the groove 6, because The maximum height of the movement of the centrifugal wedge 2 is greater than the distance from the bottom end of the groove 6 of the intermediate star shaft 1 to the inner surface of the outer sleeve 5, so the centrifugal wedge 2 is locked by centrifugal force and friction force at this time, and is in a self-locking state , the clutch can be combined under the joint action of centrifugal force and friction force, as shown in Figure 2. Therefore the opening of the centrifugal overrunning clutch provided by the present invention must satisfy two conditions simultaneously: the first, the rotating speed of the intermediate star shaft 1 that is connected with the output shaft reaches the rated value; The speed of the intermediate star shaft 1 connected to the output shaft can be connected. The speed critical value of the centrifugal wedge 2 that opens the centrifugal overrunning clutch can be realized by adjusting the tightening position of the fixing screw 4 and changing the pretightening force of the return spring 3 .

Referring to Fig. 3 at the same time, the automatic transmission system provided by the present invention utilizes the above-mentioned centrifugal overrunning clutch. Different from the existing automatic transmission, the range of its shifting stages can theoretically be increased arbitrarily. Now we will take the two-stage shifting as an example to illustrate. The input shaft 7 is connected to the output shaft 8 through the first group of speed change gears 11 and the second group of speed change gears 21 respectively. The first group of speed change gears 11 is connected with the first centrifugal overrunning clutch 12, and the first centrifugal overrunning clutch The outer sleeve 5 of 12 is connected with the input end of the first group of speed change gears 11, and the intermediate star shaft 1 of the first centrifugal overrunning clutch 12 is connected with the output end of the first group of speed change gears 11. The second set of speed change gears 21 is connected with a second centrifugal overrunning clutch 22, and the outer sleeve 5 of the second set of centrifugal overrunning clutches 22 is connected with the input end of the second set of speed change gears 21. The intermediate star shaft 1 of the centrifugal overrunning clutch 22 is connected with the output end of the second set of transmission gears 21 . It is assumed here that the reduction ratio of the first set of transmission gears 11 is 3, and the reduction ratio of the second set of transmission gears 21 is 2. The engagement critical speed of the first centrifugal overrunning clutch 12 is adjusted to 400 revolutions per minute, and the engagement critical rotational speed of the second centrifugal overrunning clutch 22 is adjusted to 800 revolutions per minute. The following describes the process of automatic transmission. First, it is assumed that the rotational speed of the output shaft 8 has reached 400 revolutions per minute, but is lower than 600 revolutions per minute, then only the critical rotational speed condition for engagement of the first centrifugal overrunning clutch 12 is satisfied, and when the rotational speed of the input shaft 7 exceeds 1200 revolutions per minute, Then the speed ratio will exceed the speed of the output shaft 8 after being decelerated by the first group of transmission gears 11 with a speed ratio of 3, the first centrifugal overrunning clutch 12 is engaged, and the input shaft 7 passes power through the first group of transmission gears 11, the first A centrifugal overrunning clutch 12 is transmitted to the output shaft 8, and the reduction ratio is 3. When the rotational speed of the input shaft 7 reaches 1800 revolutions per minute, the rotational speed of the output shaft 8 is accelerated to 600 revolutions per minute. At this moment, the engagement critical rotational speed condition of the second centrifugal overrunning clutch 22 is satisfied, and the speed ratio is 2 The input speed of the second set of speed change gears 21 after deceleration is 900 revolutions per minute, exceeding the speed of the output shaft 8 by 600 revolutions per minute, so that the second centrifugal overrunning clutch 22 is engaged, and the input shaft 7 transmits power through the second set of speed change gears 21 And the second centrifugal overrunning clutch 22 is transmitted on the output shaft 8, and the reduction ratio becomes 2. Because the reduction ratio of the second group of speed change gears 21 is smaller than that of the first group of speed change gears 11, the output shaft 8 is accelerated faster, so that the output speed of the first centrifugal overrunning clutch 12 is greater than that of the input end, and the first centrifugal overrunning clutch 12 Automatic disengagement will not cause the two groups of transmission gears to interfere with each other. If the input power is reduced at this time, the rotating speed of the input shaft 7 is reduced to below 1200 revolutions per minute, the rotating speed of the output shaft 8 is reduced to below 600 revolutions per minute, and the second centrifugal overrunning clutch 22 is disengaged. When the output shaft 8 drops to Below 400 revolutions per minute, the first centrifugal overrunning clutch 12 is engaged, and the reduction ratio becomes 3 from 2. Another possibility is that the load on the output shaft 8 increases, so that the speed drops below 600 rpm, the second centrifugal overrunning clutch 22 disengages, and when the speed of the output shaft 8 drops to 400 rpm, the first centrifugal overrunning clutch 12 engaged, the reduction ratio changes from 2 to 3. Therefore, as long as the speed reduction ratio of the transmission gear and the critical speed of the clutch are properly adjusted, the speed ratio can be automatically changed according to the set input and output speed relationship, and the speed of the input shaft 7 can be maintained when the speed of the output shaft 8 changes greatly. The speed range is within the required range. On this basis, adding the third group, the fourth group...speed gears, and cooperating with the third, fourth...clutches can always increase the number of stages of the speed change ratio.

Referring to Fig. 4, the driving system of the hybrid vehicle provided by the present invention, the core component is the centrifugal overrunning clutch automatic transmission system, here only the first-level system is taken as an example, while simplifying the mechanical system, it is also sufficient to meet the requirements of most power configurations . If the vehicle needs a larger transmission range, a two-stage or more centrifugal overrunning clutch automatic transmission system can be used. The driving system of the hybrid vehicle comprises an internal combustion engine 31, a first electric motor 32, a centrifugal overrunning clutch 33, a second electric motor 41, and an output gear set 9. The electric motor here can be used as a generator under different working conditions, and the output gear set 9 includes the first An input terminal 91 , a second input terminal 92 and an output terminal 93 . The internal combustion engine 31 is directly connected to the main shaft of the first electric motor 32 , the main shaft of the first electric motor 32 is connected to the centrifugal overrunning clutch 33 , and the centrifugal overrunning clutch 33 is connected to the first input end 91 of the output gear set 9 . The second motor 41 is connected to the second input end 92 of the output gear set 9 to jointly drive the output end 93 of the output gear set 9 to output power. The two motors are connected to the battery pack 61 through the circuit control system 51 , and the circuit control system 51 determines the working state of the first motor 32 and the second motor 41 . If the output gear set 9 is removed, the output end 93 of the first electric motor 32 and the centrifugal overrunning clutch 33 can respectively drive the front and rear wheels of the vehicle to form a four-wheel drive.

The following is a detailed description of several situations in which the drive system of a hybrid vehicle operates:

When the vehicle is stationary, the internal combustion engine 31 is started, and the internal combustion engine 31 is driven by the first electric motor 32 to start. At this time, because the first input end 91 of the output gear set 9 rotates at a very low speed, the centrifugal overrunning clutch 33 is separated, and the internal combustion engine 31 is equivalent to no-load start. ;

When the vehicle is running at a low speed, at this time, the first input end 91 of the output gear set 9 rotates at a relatively low speed, and the centrifugal overrunning clutch 33 still cannot be combined. No matter whether the internal combustion engine 31 is starting or running at high speed, it will not directly affect the output gear set. The first input terminal 91 of 9 outputs power, but can only drive the first electric motor 32 to generate electricity with no load;

When the vehicle is running at high speed, the internal combustion engine 31 starts. Although the centrifugal force that the first input end 91 of the output gear set 9 rotates is enough to open the centrifugal wedge 2 of the centrifugal overrunning clutch 33, but because the rotating speed of the internal combustion engine 31 main shaft is lower than the first input end 91 of the output gear set 9, so The centrifugal overrunning clutch 33 is still in the disengaged state, and the internal combustion engine 31 is still equivalent to no-load start;

When the vehicle continues to run at a high speed, the internal combustion engine 31 runs at a high speed, and the rotation speed is higher than the rotation speed of the first input end 91 of the output gear set 9 . At this time, the two conditions for the centrifugal overrunning clutch 33 to start are all satisfied, and the internal combustion engine 31 directly outputs power to the first input end 91 of the output gear set 9 through the centrifugal overrunning clutch 33. At this time, the state of the first electric motor 32 can be selected as power assist, Idle or generate electricity, depending on the needs of the vehicle;

When the first input end 91 of the output gear set 9 reverses at a low speed, the internal combustion engine 31 starts or runs. At this time, the centrifugal force cannot open the centrifugal wedge 2, the centrifugal overrunning clutch 33 is separated, and the internal combustion engine 31 is empty or drives the first electric motor 32 to generate electricity;

When the first input end 91 of the output gear set 9 reverses at a high speed, the internal combustion engine 31 starts or runs, and the two conditions of the centrifugal overrunning clutch 33 are satisfied at this moment, due to the turning of the internal combustion engine 31 and the first input end 91 of the output gear set 9 On the contrary, it will cause a lot of impact and damage to the mechanical system, but this situation will not happen in the normal operation of the vehicle.

The above working states are very important to realize the high-efficiency operation of the hybrid vehicle, and the following will describe each working state of the car one by one.

Working state one: the internal combustion engine 31 stops, and the centrifugal overrunning clutch 33 is in a disengaged state. As long as the vehicle is in a forward state at this time, the centrifugal overrunning clutch 33 will not be closed, and the internal combustion engine 31 and the main power output are separated. The whole vehicle works in an all-electric state, the speed control is realized by the circuit control system 51 of the electric motor, and the speed of the second electric motor 41 is completely electronically controlled. This is mainly applicable to urban roads, and when the battery is fully charged, it can reduce pollution and is economical, no different from ordinary electric vehicles.

Working state two: the internal combustion engine 31 starts. This step can be realized manually through a conversion switch from pure electric to hybrid power, or it can be realized by a computer according to the battery power and load conditions. The start of the internal combustion engine 31 can be started by the first electric motor 32 directly driving the main shaft. Under this working condition, the following multiple operation modes can be realized:

Method 1, the low-speed acceleration process, mainly refers to the state of vehicle startup and acceleration. The internal combustion engine 31 maintains the most efficient speed and torque operation, drives the first electric motor 32 to generate electricity, and through the circuit control system 51, cooperates with the electric energy of the battery pack 61 to supply the second electric motor. 41 is used to output driving force, because the wheel speed is low and the centrifugal force is not enough to engage the centrifugal overrunning clutch 33, so the engine does not directly output power to the wheels. At this time, step on the gas pedal to accelerate, and the circuit control system 51 controls the working state of the first electric motor 32 to be a generator state, which converts the speed and torque of the internal combustion engine 31 into electrical energy, and sends it to the battery pack 61 through the circuit control system 51 for storage. , or directly for the second motor 41 to use. The voltage at both ends of the second electric motor 41 increases because the throttle is in the acceleration state, and works in the power output state. The input torque passes through the second input end 92 of the output gear set 9 to drive the main output shaft to rotate and accelerate, and the output gear set 9 The first input 91 is idling. This stage should be the stage with the highest working efficiency of the second electric motor 41 . At this time, the internal combustion engine 31 only generates electricity, which is similar to the output form of a traditional series hybrid electric vehicle.

Mode 2, medium-speed running state, mainly when the vehicle is normally running on urban roads. At this time, the wheel speed reaches a critical value, and this speed should be set slightly lower than the best efficiency speed of the internal combustion engine 31 . If the output rotational speed of the internal combustion engine 31 exceeds the rotational speed of the first input end 91 of the output gear set 9, when the optimum efficiency rotational speed is reached, the centrifugal overrunning clutch 33 is automatically engaged because the centrifugal force reaches the required critical value, and the power and rotational speed of the internal combustion engine 31 act The first input end 91 of the output gear set 9 drives the output shaft together with the second electric motor 41 . At this time, the internal combustion engine 31 and the second electric motor 41 cooperate to maintain high efficiency and reasonable torque.

Mode 3, the high-speed running state, is used for driving the vehicle on the expressway. At this time, the centrifugal overrunning clutch 33 is still engaged, and all the power of the internal combustion engine 31 is directly output through the first input end 91 of the output gear set 9. At this time, the energy for maintaining the vehicle speed is mainly to offset wind resistance and friction resistance, which is generally smaller than that of the internal combustion engine. 31 power, so the working state of the second motor 41 can be adjusted to the generator state through the circuit control system 51, and a part of energy can be recovered from the output gear set 9 to the battery pack 61. The working state of the first electric motor 32 can be adjusted as required. When the output needs to be increased, it works in the motor state, and when it needs to recover energy, it works in the generator state.

Mode 4, deceleration state, is suitable for reducing the speed when the vehicle encounters a red light or goes downhill, or when the brakes are required. At this moment, the voltage of the first motor 32 and the second motor 41 can be changed simultaneously with the circuit control system 51, so that they all work as generators, the first motor 32 converts most of the energy of the internal combustion engine 31 into electric energy, and the second The motor 41 converts the kinetic energy of the vehicle into electric energy from the output gear set 9, thereby achieving the purpose of energy recovery, and also cooperates with traditional brakes to ensure safety. When the vehicle speed drops to a certain stage, the centrifugal overrunning clutch 33 is disconnected automatically. If the parking time is long and the battery pack 61 is nearly full, the internal combustion engine 31 can be directly turned off to save fuel consumption.

Mode 5, reversing state, no matter what the working state of the internal combustion engine 31 is at this time, because the wheel speed is low, the centrifugal force of the first input end 91 of the output gear set 9 is far less than the critical value, the centrifugal overrunning clutch 33 is disconnected, and the output gear set 9 The idle rotation of the first input end 91 can control the reverse rotation of the second electric motor 41 to realize the reversing function.

The advantages of using a centrifugal overrunning clutch automatic transmission system for a hybrid configuration are:

1. The complexity of the mechanical system is greatly reduced, and the transmission system with complex structure and high failure rate is completely replaced;

2. Cooperating with the electric motor system, the whole process of continuously variable speed can be realized, and the speed of the internal combustion engine 31 only needs to be slightly adjusted within the optimal efficiency range, because the electronic control system of the electric motor is relatively easy to realize speed regulation, which reduces the control difficulty of the speed change system ;

3. The internal combustion engine 31 can always be kept within the highest efficiency and optimum speed range, which improves the fuel utilization rate and prolongs the service life of the internal combustion engine 31;

4. The energy of the power system can be optimally distributed, and the energy that would have been consumed can be recovered, so the waste of energy is reduced, energy saving and emission reduction;

5. Compared with the ordinary single internal combustion engine 31 power system, it can make full use of relatively clean and efficient electric energy, reduce pollution, and reduce the cost of use. Compared with the electric motor power system, the embedded internal combustion engine 31 greatly increases the sustainability of the power system operating hours.

Of course, the above speed change method can also be used in internal combustion engines and pneumatic systems, the first electric motor 32 and the second electric motor 41 are replaced by the first air motor and the second air motor, and the circuit control system 51 is replaced by the control valve system and the gas cylinder. The same control strategy as that of the battery pack 61 can be used. In addition to the advantages of the oil-electric hybrid system, the oil-gas hybrid system also has its own advantages, because the air motor has a high unit power, can be made small and light, and has a large starting torque, which is conducive to improving the acceleration ability, not afraid of overload, and safe It is also better in performance, without considering heat dissipation. Compared with batteries, gas tanks are less polluting and cost less to use.

It can be seen that the above-mentioned automatic transmission system using the centrifugal overrunning clutch and the driving system of the hybrid vehicle are precisely because the output shaft of the centrifugal overrunning clutch controls the opening and closing function of the clutch, that is, the output shaft speed reaches the rated value to make the clutch Open, so as to be able to realize the continuously variable speed in a wide range.

The above descriptions are only preferred embodiments of the present invention, and are not intended to limit the present invention. Any modifications, equivalent replacements and improvements made within the spirit and principles of the present invention should be included in the protection of the present invention. within range.

Claims (2)

1. An automatic transmission system using a centrifugal overrunning clutch, comprising an input shaft, an output shaft and multiple sets of transmission gears and clutches connecting the input shaft and the output shaft, characterized in that: the clutch is a centrifugal overrunning clutch, and multiple sets The speed change gear is connected with a corresponding centrifugal overrunning clutch, the outer sleeve of the centrifugal overrunning clutch is connected with the input ends of the corresponding sets of change gears, and the intermediate star shaft of the centrifugal overrunning clutch is connected with the output of the corresponding sets of change gears. end connection. 2. The automatic transmission system according to claim 1, characterized in that: the automatic transmission system comprises two groups of transmission gears and two corresponding centrifugal overrunning clutches, the outer sleeve of the first centrifugal overrunning clutch is connected with the first set of The input end of the speed change gear is connected, and the intermediate star shaft of the first centrifugal overrunning clutch is connected with the output end of the first set of speed change gears; the outer sleeve of the second centrifugal overrunning clutch is connected with the input end of the second set of speed change gears. The intermediate star shafts of the two centrifugal overrunning clutches are connected with the output ends of the second group of transmission gears.