A clutch control module and a clutch control device

Abstract

The present invention provides a clutch control module, which includes an ECU electronic control unit, a first solenoid valve, a second solenoid valve, a sensor module and a first check valve; it also provides a clutch control device, which includes a clutch operating mechanism and a clutch actuating mechanism, and further includes the above-mentioned clutch control module. The clutch pedal is connected to the piston rod of the main hydraulic cylinder. The clutch actuating mechanism includes a sub-hydraulic cylinder and an actuating assembly for driving the clutch to engage and disengage. The piston rod of the sub-hydraulic cylinder is connected to the actuating assembly, and the hydraulic chamber of the sub-hydraulic cylinder is connected to the connecting pipe between the other end of the first solenoid valve and the other end of the second solenoid valve through a pipe. By adding the above-mentioned clutch control module to the clutch operating mechanism and clutch actuating mechanism of the traditional clutch, the present invention greatly improves the smoothness of clutch engagement, makes the engagement rhythm of the clutch more accurate and reasonable, protects the clutch, reduces the requirement for the driver's operating level at the same time, has a simple structure and a wide application range.

Description

Technical Field

[0001] The present invention relates to the field of automotive clutches, and more particularly, to a clutch control module and a clutch control device. Background Art

[0002] At present, the clutches used in MT transmissions in the Chinese automotive market mainly adopt hydraulic clutch operating mechanisms for control. The speed of clutch engagement / disengagement is determined by the speed at which the driver lifts / depresses the clutch pedal. Moreover, in different vehicle speed and gear conditions, the lifting / depressing force and rhythm of the clutch need to be different; this places high requirements on the driver's operating level and is highly subjective. If the clutch pedal is disengaged too quickly, it will cause jerks and engine stalling; if the clutch pedal is disengaged too slowly, it will cause clutch ablation, accelerate clutch wear, and shorten the service life of the clutch.

[0003] Currently, there are also some auxiliary devices that can better control the clutch, but the technical solutions are relatively complex, with high requirements for hardware and software, high costs, and are not suitable for large-scale use. At present, there is no simple device that can assist in controlling the clutch to make the clutch engagement more precise and reduce the subjective requirements for the driver's level. Summary of the Invention

[0004] In order to overcome the problem that there is currently no simple device that can assist in controlling the clutch to make the clutch engagement more precise and reduce the subjective requirements for the driver's level as described in the above background art, the present invention provides a clutch control module and a clutch control device. The present invention installs the above-mentioned clutch control module on the traditional clutch disengagement operating mechanism and clutch execution mechanism, greatly improving the smoothness of clutch engagement, making the rhythm of clutch engagement more precise and reasonable, protecting the clutch, while reducing the requirements for the driver's operating level, having a simple structure, and a wide range of applications.

[0005] To solve the above technical problems, the technical solution adopted by the present invention is as follows: A clutch control module includes an ECU electronic control unit, a first solenoid valve, a second solenoid valve, a sensor module, and a first check valve. The inlet end of the first check valve is connected to one end of the second solenoid valve through a first pipeline, and the outlet end of the first check valve is connected to the other end of the second solenoid valve through a second pipeline. One end of the first solenoid valve is connected to the first pipeline through a third pipeline, and the other end of the first solenoid valve is connected to the second pipeline through a fourth pipeline. The sensor module is arranged on the fourth pipeline, and the sensor module is communicatively connected to the ECU electronic control unit. The ECU electronic control unit is respectively connected to the first solenoid valve and the second solenoid valve for control. In this way, this module is installed on the basis of the existing hydraulic clutch operating mechanism structure of the MT transmission to control the flow rate and oil pressure of the hydraulic cylinder oil circuit. One pipeline of the main hydraulic cylinder of the clutch is led out and then divided into two pipelines. One is connected to the first solenoid valve, and the other is connected to the inlet end of the first check valve. The pipeline passing through the first solenoid valve is directly connected to the slave hydraulic cylinder of the clutch. The outlet end and the inlet end of the first check valve are respectively connected to both ends of the second solenoid valve through pipelines. One end of the second solenoid valve is connected to the pipeline connecting the first solenoid valve to the slave hydraulic cylinder through a pipeline and converges into a single pipeline to be connected to the slave hydraulic cylinder. The ECU electronic control unit can collect the driving state of the vehicle in real time, including gear signal, engine speed, driving speed, and throttle opening. According to the real-time driving state data, it simulates excellent driving skills, calculates the current optimal clutch lifting / pressing force, and precisely controls the clutch force. The clutch lifting / pressing force is controlled by the flow rate and pressure of the oil circuit. The ECU electronic control unit controls the opening and closing of the second solenoid valve and the opening and closing degree of the first solenoid valve to control the flow rate and pressure of the entire pipeline. Its working process is generally as follows: When the driver makes a clutch-pressing action, the oil circuit of the main hydraulic cylinder is pressurized to form a high-pressure oil circuit. The ECU electronic control unit controls the second solenoid valve to open and the first solenoid valve to close. The oil circuit directly enters the second solenoid valve and then is pressurized into the slave hydraulic cylinder of the clutch through the second solenoid valve. The slave hydraulic cylinder drives the clutch to disengage, achieving the control of clutch disengagement. After that, when the driver makes a clutch-releasing operation, the ECU electronic control unit controls the second solenoid valve to close and the first solenoid valve to open, and can control the opening and closing degree of the first solenoid valve. The high-pressure oil flows back from the slave hydraulic cylinder of the clutch into this clutch control module and into the pipeline connected to the first solenoid valve. The sensor module on this pipeline can detect data such as the oil pressure and flow rate of the oil circuit, and then the ECU electronic control unit adjusts the opening and closing degree of the first solenoid valve to control the oil pressure and flow rate of the oil circuit. When the high-pressure oil flows back into the main cylinder of the clutch, the clutch is re-engaged. Through intermediate control, the rhythm of clutch engagement is made more precise and reasonable, protecting the clutch. At the same time, the requirement for the driver's operation level is reduced, the structure is simple, and the applicable range is wide.

[0006] Further, the sensor module includes an oil temperature sensor and an oil pressure sensor. Both the oil temperature sensor and the oil pressure sensor are provided on the fourth pipeline, and the oil temperature sensor and the oil pressure sensor are respectively communicatively connected to the ECU electronic control unit. In this way, the oil pressure sensor collects the pressure signal on the pipeline and feeds it back to the ECU electronic control unit, and the oil temperature sensor collects the temperature signal on the pipeline and feeds it back to the ECU electronic control unit.

[0007] Further, the first solenoid valve is a proportional solenoid valve, and the second solenoid valve is a switching solenoid valve. In this way, the proportional solenoid valve can control the pressure, flow rate or direction of the oil flow proportionally, and the switching solenoid valve can directly control the opening and closing of the pipeline. A more reasonable type is configured according to the functions of the two solenoid valves.

[0008] Preferably, an accumulator is further provided on the fourth pipeline. In this way, the function of the accumulator is to relieve hydraulic shock and oil pressure pulse, which can improve the smoothness of the device for controlling the engagement and separation of the clutch.

[0009] Preferably, it further includes an oil pump and a second one-way valve. One end of the oil pump is connected to the third pipeline through a pipeline, and the other end is connected to the inlet end of the second one-way valve. The outlet end of the second one-way valve is connected to the fourth pipeline through a pipeline. In this way, the function of the oil pump is to supply oil to the clutch slave cylinder during the semi-clutch control process of the clutch, which can improve the control accuracy and sensitivity of this module. The function of the second one-way valve is to prevent the oil pressure from entering the oil pump and causing it to reverse when the clutch is engaged.

[0010] Preferably, a mechanical slide valve is further provided on the third pipeline. The first end and the second end of the mechanical slide valve are both connected to the third pipeline, and the third end of the mechanical slide valve is connected to the fourth pipeline through a pipeline. In this way, one end of the first solenoid valve is connected to the inlet end of the first one-way valve through a mechanical slide valve. Adding a mechanical slide valve makes the flow control simpler and more convenient, and at the same time, the performance requirements for the solenoid valve are not very high, which can save the manufacturing and use costs.

[0011] A clutch control device is further provided, which includes a clutch operating mechanism and a clutch executing mechanism, and also includes the above-mentioned clutch control module. The clutch operating mechanism includes a clutch pedal and a master hydraulic cylinder. The clutch pedal is connected to the piston rod of the master hydraulic cylinder. The hydraulic chamber of the master hydraulic cylinder is connected to the third pipeline through a pipeline. The clutch executing mechanism includes a slave hydraulic cylinder and an execution component for driving the clutch to engage and disengage. The piston rod of the slave hydraulic cylinder is connected to the execution component. The hydraulic chamber of the slave hydraulic cylinder is connected to the fourth pipeline through a pipeline. In this way, adding the above-mentioned clutch control module to the clutch operating mechanism and clutch executing mechanism of the traditional clutch greatly improves the smoothness of the clutch engagement. It can be divided into 3 operation modes:

[0012] Traditional clutch control mode: The vehicle defaults to the traditional clutch control mode. At this time, the first solenoid valve and the second solenoid valve are de-energized. The first solenoid valve is in the closed state, and the second solenoid valve is in the open state. The clutch engagement / disengagement control process is as follows:

[0013] Clutch disengagement control process: The driver steps on the clutch pedal → The piston of the clutch master hydraulic cylinder moves to the right → Squeezes the oil in the master hydraulic cylinder to form high-pressure oil → The high-pressure oil enters the clutch control module → Passes through the second solenoid valve (normally open) → Enters the clutch slave cylinder → The clutch disengages;

[0014] Clutch engagement control process: The driver releases the clutch pedal → The high-pressure oil flows back from the clutch slave hydraulic cylinder into the clutch control module → Passes through the second solenoid valve (normally open) → Flows back to the clutch master hydraulic cylinder → The clutch engages.

[0015] Clutch precise control mode: When the driver switches to this mode, the second solenoid valve is energized, and the clutch engagement / disengagement control process is as follows:

[0016] Clutch disengagement control process: The driver steps on the clutch pedal → The piston of the clutch master hydraulic cylinder moves to the right → Squeezes the oil in the master hydraulic cylinder to form high-pressure oil → The high-pressure oil enters the clutch control module → Passes through the first one-way valve → Enters the clutch slave cylinder → The clutch disengages;

[0017] Clutch engagement control process: The driver releases the clutch pedal → The high-pressure oil flows back from the clutch slave hydraulic cylinder into the clutch control module → Passes through the oil pressure sensor, the oil temperature sensor and the first solenoid valve (the first solenoid valve is energized and opened to control the flow rate of the oil to achieve the control of the clutch engagement speed) → Flows back to the clutch master hydraulic cylinder → The clutch engages.

[0018] Safety mode: When a failure occurs in either the traditional clutch control mode or the clutch precise control mode, the two modes can be freely switched by controlling the energization / de-energization of the second solenoid valve.

[0019] If at least one of an accumulator, an oil pump and a second one-way valve or a mechanical spool valve is installed, the control accuracy and sensitivity of the device can be further improved.

[0020] Compared with the prior art, the beneficial effects are:

[0021] 1. By installing the above-mentioned clutch control module on the clutch engagement and disengagement operating mechanism and the clutch actuating mechanism of the traditional clutch, the smoothness of clutch engagement is greatly improved, making the rhythm of clutch engagement more precise and reasonable, protecting the clutch, reducing the requirements for the driver's operation level at the same time, with a simple structure and a wide range of applications. Description of the Drawings

[0022] Figure 1 It is a schematic diagram of the overall structure of the clutch control device in the present invention.

[0023] Figure 2 It is a schematic diagram of the structure of the clutch control module of the clutch control device in the present invention with an accumulator added.

[0024] Figure 3 It is a schematic diagram of the structure of the clutch control module of the clutch control device in the present invention with an oil pump and a second one-way valve added.

[0025] Figure 4 It is a schematic diagram of the structure of the clutch control module of the clutch control device in the present invention with a mechanical slide valve added. Detailed implementation manners

[0026] The accompanying drawings are only for illustrative purposes and cannot be construed as limitations on this patent; to better illustrate this embodiment, some components in the accompanying drawings will be omitted, enlarged or reduced, and do not represent the dimensions of actual products; for those skilled in the art, it is understandable that some well-known structures and their descriptions in the accompanying drawings may be omitted. The positional relationships described in the accompanying drawings are only for illustrative purposes and cannot be construed as limitations on this patent.

[0027] In the accompanying drawings of the embodiments of the present invention, the same or similar reference numerals correspond to the same or similar components; in the description of the present invention, it should be understood that if there are terms such as "upper", "lower", "left", "right", "long", "short", etc. indicating the orientation or positional relationship, they are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, the terms describing the positional relationships in the accompanying drawings are only for illustrative purposes and cannot be construed as limitations on this patent. For those of ordinary skill in the art, the specific meanings of the above terms can be understood according to specific circumstances.

[0028] The technical solutions of the present invention will be further specifically described below through specific embodiments in conjunction with the accompanying drawings:

[0029] Embodiment 1

[0030] This embodiment provides a clutch control module, as Figure 1As shown in the figure, the clutch control module 100 includes an ECU electronic control unit 1, a first solenoid valve 2, a second solenoid valve 3, a sensor module, and a first check valve 4. The inlet end of the first check valve 4 is connected to one end of the second solenoid valve 3 through a first pipeline, and the outlet end of the first check valve 4 is connected to the other end of the second solenoid valve 3 through a second pipeline. One end of the first solenoid valve 2 is connected to the first pipeline through a third pipeline, and the other end of the first solenoid valve 2 is connected to the second pipeline through a fourth pipeline. The sensor module is arranged on the fourth pipeline, and the sensor module is communicatively connected to the ECU electronic control unit 1. The ECU electronic control unit is communicatively connected to the first solenoid valve 2 and the second solenoid valve 3 respectively and controls and adjusts the first solenoid valve 2 and the second solenoid valve 3 respectively. The sensor module includes an oil temperature sensor 5 and an oil pressure sensor 6, and both the oil temperature sensor 5 and the oil pressure sensor 6 are arranged on the fourth pipeline. The first solenoid valve 2 is a proportional solenoid valve, and the second solenoid valve 3 is a switching solenoid valve.

[0031] This clutch control module 100 is installed on the basis of the existing hydraulic clutch operating mechanism structure of the MT transmission, and controls the flow rate and oil pressure of the hydraulic cylinder oil circuit. A pipeline of the main hydraulic cylinder 22 of the clutch is led out and then divided into two pipelines. One is connected to the first solenoid valve 2, and the other is connected to the inlet end of the first check valve 4; the pipeline passing through the first solenoid valve 2 is directly connected to the slave hydraulic cylinder 23 of the clutch. The outlet end and the inlet end of the first check valve 4 are respectively connected to both ends of the second solenoid valve 3 through pipelines. One end of the second solenoid valve 3 is connected to the pipeline connecting the first solenoid valve 2 to the slave hydraulic cylinder 23 through a pipeline and merged into a single pipeline to be connected to the slave hydraulic cylinder 23. The ECU electronic control unit 1 can collect the driving state of the vehicle in real time, including gear signal, engine speed, driving speed, and throttle opening. According to the real-time driving state data, it simulates excellent driving skills, calculates the current optimal lifting / pressing clutch force, and achieves precise control of the clutch force. The lifting / pressing clutch force is controlled by the flow rate and pressure of the oil circuit. The ECU electronic control unit 1 controls the opening and closing of the second solenoid valve 3 and the opening and closing size of the first solenoid valve 2 to control the flow rate and pressure of the entire pipeline; its working process is roughly as follows: when the driver makes a clutch-pressing action, the oil circuit of the main hydraulic cylinder 22 is pressed in to form a high-pressure oil circuit. The ECU electronic control unit 1 controls the second solenoid valve 3 to open and the first solenoid valve 2 to close; the oil circuit directly enters the second solenoid valve 3 and then is pressed into the slave hydraulic cylinder 23 of the clutch through the second solenoid valve 3. The slave hydraulic cylinder 23 drives the clutch to disengage, achieving the control of clutch disengagement; then when the driver makes a clutch-releasing operation, the ECU electronic control unit controls the second solenoid valve 3 to close and the first solenoid valve 2 to open, and can control the opening and closing degree of the first solenoid valve 2; the high-pressure oil flows back from the slave hydraulic cylinder 23 of the clutch to this clutch control module and flows into the pipeline connected to the first solenoid valve 2. The oil pressure sensor 6 collects the pressure signal on the pipeline and feeds it back to the ECU electronic control unit 1, and the oil temperature sensor 5 collects the temperature signal on the pipeline and feeds it back to the ECU electronic control unit 1. The proportional solenoid valve can control the pressure, flow rate, or direction of the oil flow proportionally, and the on-off solenoid valve directly controls the opening and closing of the pipeline. More reasonable types are equipped according to the functions of the two solenoid valves. Then, by adjusting the opening and closing degree of the first solenoid valve 2, the oil pressure and flow rate of the oil circuit are controlled. When the high-pressure oil flows back to the clutch master cylinder, the clutch is re-engaged. Through intermediate control, the rhythm of clutch engagement is made more precise and reasonable, protecting the clutch, while reducing the requirements for the driver's operation level, with a simple structure and a wide range of applications.

[0032] Real-time Example 2

[0033] This embodiment is similar to Embodiment 1, and the differences are as follows:

[0034] Such as Figure 2As shown, an accumulator 7 is also provided on the fourth pipeline. The function of the accumulator 7 is to relieve hydraulic shock and oil pressure pulse, which can improve the smoothness of controlling the engagement and disengagement of the clutch of this device.

[0035] Embodiment 3

[0036] This embodiment is similar to Embodiment 1, and the difference lies in:

[0037] As Figure 3 shown, an oil pump 8 and a second one-way valve 9 are further included. One end of the oil pump 8 is connected to the third pipeline through a pipeline, and the other end is connected to the inlet end of the second one-way valve 9. The outlet end of the second one-way valve 9 is connected to the fourth pipeline through a pipeline. The function of the oil pump 8 is to supply oil to the clutch slave cylinder during the semi-engagement control process of the clutch, which can improve the control accuracy and sensitivity of this module. The function of the second one-way valve 9 is to prevent the oil pressure from entering the oil pump 8 and causing it to reverse when the clutch engages.

[0038] Embodiment 4

[0039] This embodiment is similar to Embodiment 1, and the difference lies in:

[0040] As Figure 4 shown, a mechanical slide valve 10 is also provided on the third pipeline. The first end and the second end of the mechanical slide valve 10 are both connected to the third pipeline, and the third end of the mechanical slide valve 10 is connected to the fourth pipeline through a pipeline. Adding a mechanical slide valve 10 is simpler and more convenient for flow control, and at the same time, the performance requirements for the solenoid valve are not very high, which can save the manufacturing and use costs.

[0041] Embodiment 5

[0042] A clutch control device is also provided, which includes a clutch operating mechanism and a clutch executing mechanism, and also includes the clutch control module provided in Embodiment 1. The clutch operating mechanism includes a clutch pedal 21 and a master hydraulic cylinder 22. The oil chamber of the master hydraulic cylinder 22 is connected to an oil storage tank 25. The clutch pedal 21 is connected to the piston rod of the master hydraulic cylinder 22. The hydraulic chamber of the master hydraulic cylinder 22 is connected to the third pipeline through a pipeline. The clutch executing mechanism includes a slave hydraulic cylinder 23 and an executing component 24 for driving the clutch to engage and disengage. The piston rod of the slave hydraulic cylinder 23 is connected to the executing component 24. The hydraulic chamber of the slave hydraulic cylinder 23 is connected to the fourth pipeline through a pipeline.

[0043] In this embodiment, the above-mentioned clutch control module is added to the clutch engagement operation mechanism and clutch execution mechanism of the traditional clutch, which greatly improves the smoothness of clutch engagement. It can be divided into three operation modes: Traditional clutch control mode: The vehicle defaults to the traditional clutch control mode. At this time, the first solenoid valve 2 and the second solenoid valve 3 are not energized. The first solenoid valve 2 is in the closed state, and the second solenoid valve 3 is in the open state. The clutch engagement / disengagement control process is as follows:

[0044] Clutch disengagement control process: The driver steps on the clutch pedal 21 → The piston of the clutch master hydraulic cylinder 22 moves to the right → Squeezes the hydraulic oil in the master hydraulic cylinder 22 to form high-pressure oil → The high-pressure oil enters the clutch control module → Passes through the second solenoid valve 3 (normally open) → Enters the clutch slave cylinder → The clutch disengages;

[0045] Clutch engagement control process: The driver releases the clutch pedal 21 → The high-pressure oil flows back from the clutch slave hydraulic cylinder 23 into the clutch control module → Passes through the second solenoid valve 3 (normally open) → Flows back to the clutch master hydraulic cylinder 22 → The clutch engages.

[0046] Clutch precise control mode: When the driver switches to this mode, the second solenoid valve 3 is energized. The clutch engagement / disengagement control process is as follows:

[0047] Clutch disengagement control process: The driver steps on the clutch pedal 21 → The piston of the clutch master hydraulic cylinder 22 moves to the right → Squeezes the hydraulic oil in the master hydraulic cylinder 22 to form high-pressure oil → The high-pressure oil enters the clutch control module → Passes through the first one-way valve 4 → Enters the clutch slave hydraulic cylinder 23 → The clutch disengages;

[0048] Clutch engagement control process: The driver releases the clutch pedal 21 → The high-pressure oil flows back from the clutch slave hydraulic cylinder 23 into the clutch control module → Passes through the oil pressure sensor 6, the oil temperature sensor 5 and the first solenoid valve 2 (the first solenoid valve 2 is energized and opened to control the flow rate of the oil to achieve the control of the clutch engagement speed) → Flows back to the clutch master hydraulic cylinder 22 → The clutch engages.

[0049] Safety mode: When a failure occurs in either the traditional clutch control mode or the clutch precise control mode, the two modes can be freely switched by controlling the energization / de-energization of the second solenoid valve 3.

[0050] If as Figures 2 to 4 shown, when at least one of the accumulator 7, the oil pump 8 and the second one-way valve 9 or the mechanical slide valve 10 is added, the control accuracy and sensitivity of this real-time example can be further improved.

[0051] Obviously, the above embodiments of the present invention are merely examples for clearly illustrating the present invention, rather than limitations on the implementation manners of the present invention. For those of ordinary skill in the art, other different forms of changes or alterations can be made based on the above description. It is not necessary and impossible to enumerate all implementation manners here. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention shall be included within the protection scope of the claims of the present invention.

Claims

1. A clutch control device, comprising a clutch operating mechanism and a clutch actuating mechanism, characterized in that, It further includes a clutch control module, and the clutch control module includes an ECU electronic control unit, a first solenoid valve, a second solenoid valve, a sensor module and a first check valve. The inlet end of the first check valve is connected to one end of the second solenoid valve through a first pipeline, and the outlet end of the first check valve is connected to the other end of the second solenoid valve through a second pipeline. One end of the first solenoid valve is connected to the first pipeline through a third pipeline, and the other end of the first solenoid valve is connected to the second pipeline through a fourth pipeline. The sensor module is arranged on the fourth pipeline, the sensor module is communicatively connected with the ECU electronic control unit, and the ECU electronic control unit is respectively control-connected to the first solenoid valve and the second solenoid valve. The clutch operating mechanism includes a clutch pedal and a master hydraulic cylinder. The clutch pedal is connected to the piston rod of the master hydraulic cylinder. The hydraulic chamber of the master hydraulic cylinder is connected to the third pipeline through a pipeline. The clutch actuating mechanism includes a slave hydraulic cylinder and an actuating component for driving the clutch to engage and disengage. The piston rod of the slave hydraulic cylinder is connected to the actuating component, and the hydraulic chamber of the slave hydraulic cylinder is connected to the fourth pipeline through a pipeline.

2. The clutch control device according to claim 1, characterized in that, The sensor module includes an oil temperature sensor and an oil pressure sensor. Both the oil temperature sensor and the oil pressure sensor are arranged on the fourth pipeline, and the oil temperature sensor and the oil pressure sensor are respectively communicatively connected with the ECU electronic control unit.

3. The clutch control device according to claim 1, characterized in that The first solenoid valve is a proportional solenoid valve, and the second solenoid valve is a switching solenoid valve.

4. The clutch control device according to claim 1, characterized in that, An accumulator is further arranged on the fourth pipeline.

5. The clutch control device according to claim 1 or 4, characterized in that, It further includes an oil pump and a second check valve. One end of the oil pump is connected to the third pipeline through a pipeline, the other end is connected to the inlet end of the second check valve, and the outlet end of the second check valve is connected to the fourth pipeline through a pipeline.

6. The clutch control device according to claim 1 or 4, characterized in that, A mechanical slide valve is further arranged on the third pipeline. The first end and the second end of the mechanical slide valve are both connected to the third pipeline, and the third end of the mechanical slide valve is connected to the fourth pipeline through a pipeline.

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