A clutch actuator

Abstract

The application belongs to the technical field of automobile parts, and discloses a clutch actuator which comprises a connecting shaft, a rear seat, a first piston, a second piston, an adjusting block, a first elastic member and a rotation-stopping member, the rear seat is sleeved on the connecting shaft, the first piston and the second piston are respectively slidably sleeved on the connecting shaft, the first piston and the rear seat jointly form a driving cavity, the first end of the adjusting block is sleeved on the first piston and is screwed with the first piston, the second end of the adjusting block abuts against the second piston, the first elastic member is configured to provide a force for driving the first piston to move towards the side close to the second piston, and the rotation-stopping member can control the rotation of the adjusting block or release the rotation control of the adjusting block. The clutch actuator provided by the application has a simple structure, can timely adjust the dead zone container according to the wear stroke of a clutch friction disc, and effectively guarantees the response speed, response time and control stability of the clutch.

Description

Technical Field

[0001] This invention relates to the field of automotive parts technology, and more particularly to a clutch actuator. Background Technology

[0002] With the rapid development of automotive technology, the clutch, as one of the main components of a car, functions to completely disengage the engine from the transmission system when the car starts and accelerates, and to engage the engine with the transmission system when the car is in normal driving.

[0003] Most clutches currently available are mechanical clutch mechanisms, such as push clutches. During use, due to the mechanical wear of the driven plate, the height of the clutch disengagement finger changes. The clutch actuator needs to allow for wear travel to cope with the wear of the clutch. In this process, the dead zone volume of the piston in the clutch actuator increases, which affects the clutch system's response speed, response time, and control stability. In severe cases, it can also cause clutch slippage or poor disengagement, thus affecting the normal operation of the vehicle. Summary of the Invention

[0004] The purpose of this invention is to provide a clutch actuator that can adjust the dead zone container in a timely manner according to the wear stroke of the clutch friction disc, effectively ensuring the clutch's response speed, response time, and control stability.

[0005] To achieve this objective, the present invention adopts the following technical solution:

[0006] A clutch actuator, comprising:

[0007] The connecting shaft is fixedly connected to the input shaft of the transmission;

[0008] The rear seat is fitted onto the connecting shaft and connected to the housing of the transmission;

[0009] The first piston is slidably sleeved on the connecting shaft;

[0010] The second piston is slidably sleeved on the connecting shaft. The first piston is located between the second piston and the rear seat and together with the rear seat forms a drive chamber. The second piston is connected to the clutch disengagement finger.

[0011] An adjusting block, wherein the first end of the adjusting block is sleeved on the first piston and threadedly connected to the first piston, and the second end of the adjusting block abuts against the second piston;

[0012] The first elastic element is configured to provide a force that drives the first piston to move toward the side closer to the second piston;

[0013] The anti-rotation component has a locked state and an unlocked state; among which,

[0014] When in the locked state, the anti-rotation component controls the adjustment block to stop rotating; when in the unlocked state, the anti-rotation component releases the anti-rotation control on the adjustment block.

[0015] Preferably, the anti-rotation component includes a limiting pin, the first end of which slides through the first piston and abuts against the rear seat, the second end of which slides to the second piston, the adjusting block is provided with a plurality of limiting teeth spaced apart along its circumference, and the limiting pin is provided with a plurality of clearance grooves spaced apart along its axial direction, with a limiting head formed between two adjacent clearance grooves.

[0016] When in the locked state, the limiting tooth engages with the limiting head;

[0017] When in the unlocked state, the limiting tooth releases its engagement with the limiting head and is positioned within the clearance groove.

[0018] Preferably, the plurality of limiting teeth are evenly spaced along the circumference of the adjusting block.

[0019] Preferably, the first piston has a sliding through hole, and the first end of the limiting pin slides through the sliding through hole; the second piston has a sliding groove, and the second end of the limiting pin slides through the sliding groove.

[0020] Preferably, the first elastic element includes a spring located within the drive cavity, with a first end of the spring abutting against the rear seat and a second end of the spring abutting against the first piston.

[0021] Preferably, the rear seat has an air hole that communicates with the drive cavity.

[0022] Preferably, the adjusting block has a sleeve hole, the inner peripheral wall of the sleeve hole has an internal thread, the outer peripheral wall of the first piston has a corresponding external thread, the adjusting block is sleeved on the first piston through the sleeve hole, and the internal thread of the inner peripheral wall of the sleeve hole is threadedly connected to the external thread of the outer peripheral wall of the first piston.

[0023] Preferably, the second piston has a bearing on the side opposite to the first piston, and the first piston is rotatably connected to the disengagement finger of the clutch via the bearing.

[0024] Preferably, a connecting bracket is fixedly provided on the side of the rear seat facing away from the first piston, and the connecting bracket has multiple mounting holes.

[0025] Preferably, the device also includes a position sensor disposed on the rear seat, the position sensor being used to detect the position of the second piston relative to the connecting shaft.

[0026] Beneficial effects:

[0027] The clutch actuator provided by this invention has a connecting shaft fixedly connected to the input shaft of the transmission, a rear seat connected to the transmission housing, and a second piston connected to the clutch disengagement finger. The space between the first and second pistons is the adjustment space of the clutch actuator, and the size of the adjustment space is adjusted by the position of an adjusting block. The first end of the adjusting block is sleeved on the first piston and threadedly connected to it, while the second end of the adjusting block abuts against the second piston. The adjusting block and the first piston are threadedly engaged, and rotation of the adjusting block can be converted into movement relative to the first piston, thereby adjusting the adjustment space between the first and second pistons.

[0028] Specifically, when the second piston is not fully compressed, both the anti-rotation element and the adjusting block are in a locked state. In the locked state, the anti-rotation element controls the adjusting block to stop rotating relative to the second piston, and the first elastic element drives the first piston to move closer to the second piston, so that the first piston is pressed tightly against the second piston through the adjusting block, and the first piston, second piston, and adjusting block are in a relatively fixed state. For push clutches, the driven plate wears down during use, its thickness decreases, and the height of the pressure plate release finger gradually changes. The side of the release finger away from the driven plate gradually compresses the second piston, causing the second piston, first piston, and adjusting block to move together towards the rear seat. When the second piston is gradually compressed to its full position, the anti-rotation element releases its control over the adjusting block. Under the elastic force of the first elastic element, the first piston moves closer to the second piston. With the threaded connection between the adjusting block and the first piston, the adjusting block rotates relative to the first piston, and the distance between the first and second pistons decreases, that is, the adjustment space is correspondingly reduced. When the adjustment is complete, the anti-rotation component re-controls the adjusting block to stop rotating, and the positions of the first piston, second piston, and adjusting block remain relatively fixed, thus completing one adjustment cycle. This structure can adjust the adjustment space between the first and second pistons according to the wear stroke of the clutch friction disc, i.e., adjust the dead zone container of the second piston, effectively ensuring the clutch's response speed, response time, and control stability. Attached Figure Description

[0029] Figure 1 This is a schematic diagram of the clutch actuator provided by the present invention;

[0030] Figure 2 This is an exploded view of the clutch actuator provided by the present invention;

[0031] Figure 3 This is the present invention. Figure 2 A magnified view of a portion of point A in the middle;

[0032] Figure 4This is a cross-sectional schematic diagram of the clutch actuation structure provided by the present invention.

[0033] In the picture:

[0034] 1. Connecting shaft;

[0035] 2. Rear seat; 201. Drive cavity; 21. Connecting bracket; 211. Mounting hole;

[0036] 3. First piston; 31. Sliding perforation;

[0037] 4. Second piston; 41. Slide groove;

[0038] 5. Adjusting block; 51. Limiting tooth; 52. Sleeve hole;

[0039] 6. First elastic element;

[0040] 7. Limit pin; 71. Relief groove; 72. Limit head;

[0041] 8. Bearings;

[0042] 9. Position sensor. Detailed Implementation

[0043] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, the accompanying drawings show only the parts relevant to the present invention, and not all of the structures.

[0044] In the description of this invention, unless otherwise explicitly specified and limited, the terms "connected," "linked," and "fixed" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0045] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0046] In the description of this embodiment, the terms "upper," "lower," "right," etc., refer to the orientation or positional relationship shown in the accompanying drawings. They are used only for ease of description and simplification of operation, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the present invention. In addition, the terms "first" and "second" are used only for distinction in description and have no special meaning.

[0047] This embodiment provides a clutch actuator. (Refer to...) Figures 1 to 4 As shown, the clutch actuator includes a connecting shaft 1, a rear seat 2, a first piston 3, a second piston 4, an adjusting block 5, a first elastic element 6, and an anti-rotation element. The connecting shaft 1 is fixedly connected to the input shaft of the transmission. The rear seat 2 is sleeved on the connecting shaft 1 and connected to the transmission housing. The first piston 3 is slidably sleeved on the connecting shaft 1, and the second piston 4 is slidably sleeved on the connecting shaft 1. The first piston 3 is located between the second piston 4 and the rear seat 2, and together with the rear seat 2, forms a drive chamber 201. The second piston 4 is connected to the clutch disengagement finger. The first end of the adjusting block 5 is sleeved on the first piston 3 and threadedly connected to the first piston 3, and the second end of the adjusting block 5 abuts against the second piston 4. The first elastic element 6 is configured to provide a force that drives the first piston 3 to move closer to the second piston 4. The anti-rotation element has a locked state and an unlocked state. When in the locked state, the anti-rotation element controls the adjusting block 5 to stop rotating; when in the unlocked state, the anti-rotation element releases the anti-rotation control of the adjusting block 5.

[0048] Specifically, when the second piston 4 is not fully compressed, both the anti-rotation components are locked. In the locked state, the anti-rotation component controls the adjustment block 5 to stop rotating relative to the second piston 4, and the first elastic element 6 drives the first piston 3 to move closer to the second piston 4, so that the first piston 3 is pressed tightly against the second piston 4 through the adjustment block 5, and the first piston 3, the second piston 4, and the adjustment block 5 are in a relatively fixed state.

[0049] For a push-type clutch, the end of the release finger furthest from the second piston 4 is connected to the pressure plate. When shifting gears requires lifting the pressure plate, high-pressure air or other driving medium is introduced into the drive chamber 201, causing the air pressure in the drive chamber 201 to gradually increase. This pushes the first piston 3 to move away from the rear seat 2. At this time, the anti-rotation component is in a locked state, and the first piston 3, adjusting block 5, and second piston 4 move together to the side away from the rear seat 2, thereby driving the release finger to lift the pressure plate. When shifting gears is completed and the pressure plate is lowered, the high-pressure air or other driving medium is discharged from the drive chamber 201, the thrust on the first piston 3 is canceled, and the first piston 3, second piston 4, and adjusting block 5 move together to the side closer to the rear seat 2 and finally return to their original positions.

[0050] In this embodiment, the space between the first piston 3 and the second piston 4 is the adjustment space of the clutch actuator, and the size of the adjustment space is adjusted by the position of the adjusting block 5. The first end of the adjusting block 5 is sleeved on the first piston 3 and threadedly connected to the first piston 3, and the second end of the adjusting block 5 abuts against the second piston 4. The adjusting block 5 and the first piston 3 are threadedly engaged, and the rotation of the adjusting block 5 can be converted into movement relative to the first piston 3, thereby adjusting the adjustment space between the first piston 3 and the second piston 4.

[0051] During use, the driven plate of the clutch wears down, its thickness decreases, and the height of the release finger gradually changes. The side of the release finger away from the driven plate gradually compresses the second piston 4, causing the second piston 4, the first piston 3, and the adjusting block 5 to move together towards the rear seat 2. When the second piston 4 is fully compressed, the anti-rotation component releases its control over the adjusting block 5. Under the elastic force of the first elastic element 6, the first piston 3 moves towards the second piston 4. With the threaded connection between the adjusting block 5 and the first piston 3, the adjusting block 5 rotates relative to the first piston 3, reducing the distance between the first piston 3 and the second piston 4, thus reducing the adjustment space. When the adjustment is complete, the anti-rotation component re-controls the adjusting block 5 to stop rotating, and the positions of the first piston 3, the second piston 4, and the adjusting block 5 remain relatively fixed, completing one adjustment cycle. This structure can adjust the adjustment space between the first piston 3 and the second piston 4 according to the wear stroke of the clutch friction plate, i.e., adjusting the dead zone container of the second piston 4, effectively ensuring the clutch's response speed, response time, and control stability.

[0052] In this embodiment, the anti-rotation component includes a limiting pin 7. The first end of the limiting pin 7 slides through the first piston 3 and abuts against the rear seat 2. The second end of the limiting pin 7 is slidably connected to the second piston 4. The adjusting block 5 is provided with multiple limiting teeth 51 spaced apart along its circumference. The limiting pin 7 is provided with multiple clearance grooves 71 spaced apart along its axial direction. A limiting head 72 is formed between two adjacent clearance grooves 71. When in the locked state, the limiting teeth 51 are engaged with the limiting head 72. When in the unlocked state, the limiting teeth 51 are released from engagement with the limiting head 72 and are located within the clearance grooves 71.

[0053] Specifically, Figures 3 to 4 The diagram shows the limit pin 7 in the locked state. When it is in the locked state, one of the limit heads 72 on the limit pin 7 engages with two adjacent limit teeth 51 on the adjusting block 5, thereby effectively stopping the adjustment block 5 from rotating relative to the second piston 4.

[0054] As the driven plate of the clutch wears down and its thickness decreases, the release finger gradually compresses the second piston 4 as it moves away from the driven plate. This causes the second piston 4, the first piston 3, and the adjusting block 5 to move together towards the rear seat 2. During this process, the first end of the limiting pin 7 abuts against the rear seat 2 and remains stationary relative to the connecting shaft 1. This causes the adjusting block 5 to move relative to the axial position of the limiting pin 7. The circumferential limiting teeth 51 of the adjusting block 5 gradually disengage from the locking head 72 and gradually move towards an adjacent relief groove 71. When the second piston 4 is gradually compressed into position, the limiting teeth 51 completely disengage from the locking head 72 and move completely into the relief groove 71. The clearance groove 71 can effectively avoid the limiting tooth 51, thus relieving the anti-rotation effect on the adjusting block 5. Under the elastic force of the first elastic element 6, the first piston 3 moves towards the side closer to the second piston 4. With the threaded connection between the adjusting block 5 and the first piston 3, the adjusting block 5 rotates relative to the first piston 3, reducing the distance between the first piston 3 and the second piston 4.

[0055] During the rotation of the adjusting block 5, its position relative to the limiting pin 7 in the axial direction continues to move, and the circumferential limiting teeth 51 of the adjusting block 5 gradually approach the next adjacent limiting head 72. When the position is adjusted to the correct position, the next limiting head 72 engages with the two adjacent limiting teeth 51 on the adjusting block 5, and the limiting pin 7 controls the adjusting block 5 to stop rotating again. The positions of the first piston 3, the second piston 4, and the adjusting block 5 remain relatively fixed, thus completing one adjustment operation.

[0056] Understandably, during multiple spacing adjustments, the circumferential limiting teeth 51 of the adjusting block 5 will sequentially engage with multiple limiting heads 72. The multiple limiting heads 72 engage sequentially from the side of the second piston 4 to the side of the first piston 3.

[0057] In this embodiment, multiple limiting teeth 51 are evenly distributed along the circumference of the adjusting block 5 to ensure that the adjustment amount of each interval adjustment can be uniform and stable.

[0058] In some alternative embodiments, the anti-rotation component may also include a limiting rod. The second piston 4 has a groove on the side facing the adjusting block 5, and the limiting rod is retractably disposed within the groove. The adjusting block 5 has multiple limiting grooves spaced circumferentially along the connecting shaft 1 on the side facing the second piston 4. A second elastic element is disposed between the limiting rod and the groove, configured to provide a force driving the limiting rod to extend into and engage with the limiting groove (the limiting rod, groove, and second elastic element are not shown in the figure). The limiting rod is also provided with an intermittent pulling element, which is used to intermittently overcome the elastic force of the second elastic element, pulling the limiting rod out of the limiting groove and retracting it back into the groove.

[0059] In this embodiment, the second elastic element is configured as a spring.

[0060] When in the locked state, the intermittent pulling component is not engaged, and the limiting rod, under the elastic force of the second elastic element, extends into and engages with one of the limiting grooves, thereby preventing the adjustment block 5 from rotating. When it is necessary to switch to the unlocked state, the intermittent pulling component is engaged, enabling the limiting rod to overcome the elastic force of the second elastic element and pull the limiting rod out of the limiting groove, thereby releasing the engagement with the limiting groove and releasing the anti-rotation function of the adjustment block 5.

[0061] During the rotation of adjusting block 5, the limiting rod will gradually move closer to the next adjacent limiting groove. When the position is adjusted to the correct position, the limiting rod aligns with the next limiting groove. Under the action of the second elastic element, the limiting rod extends into and engages with the limiting groove, thus controlling the adjustment block 5 to stop rotating again.

[0062] Specifically, continue to refer to Figures 1 to 4 As shown, the first piston 3 has a sliding through hole 31, and the first end of the limiting pin 7 slides through the sliding through hole 31. The second piston 4 has a sliding groove 41, and the second end of the limiting pin 7 slides through the sliding groove 41. The fit between the limiting pin 7 and the sliding through hole 31 is a clearance fit. The fit between the limiting pin 7 and the sliding groove 41 is a clearance fit.

[0063] Furthermore, the first elastic element 6 includes a spring located within the drive cavity 201. The first end of the spring abuts against the rear seat 2, and the second end of the spring abuts against the first piston 3. By placing the spring within the drive cavity 201, it is unnecessary to provide additional spring accommodating space, and the existing space of the drive cavity 201 can be fully utilized.

[0064] Furthermore, the rear seat 2 is provided with an air hole that connects to the drive chamber 201. Specifically, the air hole can be connected to an external air supply device. When the clutch is operating, the external air supply device can supply high-pressure air into the drive chamber 201 through the air hole. And after the air supply device is removed, the high-pressure air in the drive chamber 201 is effectively discharged through the air hole.

[0065] More specifically, the adjusting block 5 has a sleeve hole 52, the inner circumferential wall of the sleeve hole 52 has an internal thread, and the outer circumferential wall of the first piston 3 has a corresponding external thread. The adjusting block 5 is sleeved on the first piston 3 through the sleeve hole 52, and the internal thread of the inner circumferential wall of the sleeve hole 52 is threadedly connected to the external thread of the outer circumferential wall of the first piston 3. This configuration is simple and reliable.

[0066] Furthermore, a bearing 8 is provided on the side of the second piston 4 facing away from the first piston 3, and the first piston 3 is rotatably connected to the clutch release finger via the bearing 8. Specifically, the outer ring of the bearing 8 is fixed to the second piston 4 by a fixing spring and follows the second piston 4 in a linear reciprocating motion. The inner ring of the bearing 8 is in close contact with the clutch release finger through a mating surface. In addition, the mating surface of the bearing 8 is coated with a reinforced coating to prevent wear during operation.

[0067] More specifically, a connecting bracket 21 is fixedly installed on the side of the rear seat 2 facing away from the first piston 3. The connecting bracket 21 has multiple mounting holes 211. The rear seat 2 can be reliably fixed to the transmission housing via the connecting bracket 21. Specifically, the connecting bracket 21 is connected to the transmission housing via a bolt assembly, which includes bolts and nuts. The transmission housing has multiple corresponding fixing holes, each corresponding to one of the mounting holes 211. The bolts pass through the fixing holes and mounting holes 211 and are threadedly connected to the nuts.

[0068] Furthermore, the clutch actuator also includes a position sensor 9 mounted on the rear seat 2. The position sensor 9 is used to detect the position of the second piston 4 relative to the connecting shaft 1. Specifically, the position sensor 9 is a Hall effect sensor that monitors the position of the second piston 4 during operation of the clutch actuator and converts the position information of the second piston 4 into an electrical signal to be provided to the transmission controller.

[0069] Obviously, the above embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the implementation of the present invention. Those skilled in the art will be able to make various obvious changes, readjustments, and substitutions without departing from the scope of protection of the present invention. It is neither necessary nor possible to exhaustively describe all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the claims of the present invention.

Claims

1. A clutch actuator, characterized in that, include: The connecting shaft (1) is fixedly connected to the input shaft of the transmission; The rear seat (2) is fitted onto the connecting shaft (1) and connected to the housing of the transmission; The first piston (3) is slidably sleeved on the connecting shaft (1); The second piston (4) is slidably sleeved on the connecting shaft (1). The first piston (3) is located between the second piston (4) and the rear seat (2) and together with the rear seat (2) forms a drive chamber (201). The second piston (4) is connected to the clutch disengagement finger. Adjustment block (5), the first end of the adjustment block (5) is sleeved on the first piston (3) and threadedly connected to the first piston (3), and the second end of the adjustment block (5) abuts against the second piston (4). The first elastic element (6) is configured to provide a force that drives the first piston (3) to move toward the side closer to the second piston (4); The anti-rotation component has a locked state and an unlocked state; among which, When in the locked state, the anti-rotation component controls the adjustment block (5) to stop rotating; when in the unlocked state, the anti-rotation component releases the anti-rotation control of the adjustment block (5); In the locked state, the anti-rotation member controls the adjustment block (5) to stop rotating relative to the second piston (4), and the first elastic member 6 drives the first piston (3) to move towards the side closer to the second piston (4), so that the first piston (3) is pressed against the second piston (4) by the adjustment block (5).

2. The clutch actuator according to claim 1, characterized in that, The anti-rotation component includes a limiting pin (7), the first end of which slides through the first piston (3) and abuts against the rear seat (2), the second end of which slides to the second piston (4), the adjusting block (5) is provided with a plurality of limiting teeth (51) spaced apart along its circumference, and the limiting pin (7) is provided with a plurality of clearance grooves (71) spaced apart along its axial direction, with a limiting head (72) formed between two adjacent clearance grooves (71). When in the locked state, the limiting tooth (51) engages with the limiting head (72); When in the unlocked state, the limiting tooth (51) is released from engagement with the limiting head (72) and is located in the clearance groove (71).

3. The clutch actuator according to claim 2, characterized in that, The plurality of limiting teeth (51) are evenly distributed along the circumference of the adjusting block (5).

4. The clutch actuator according to claim 2, characterized in that, The first piston (3) has a sliding through hole (31), and the first end of the limiting pin (7) slides through the sliding through hole (31). The second piston (4) has a sliding groove (41), and the second end of the limiting pin (7) slides through the sliding groove (41).

5. The clutch actuator according to claim 1, characterized in that, The first elastic element (6) includes a spring located in the drive cavity (201), with the first end of the spring abutting against the rear seat (2) and the second end of the spring abutting against the first piston (3).

6. The clutch actuator according to claim 1, characterized in that, The rear seat (2) has an air hole that communicates with the drive cavity (201).

7. The clutch actuator according to claim 1, characterized in that, The adjusting block (5) has a sleeve hole (52), the inner peripheral wall of the sleeve hole (52) is provided with an internal thread, and the outer peripheral wall of the first piston (3) is provided with an external thread. The adjusting block (5) is sleeved on the first piston (3) through the sleeve hole (52), and the internal thread of the inner peripheral wall of the sleeve hole (52) is threadedly connected to the external thread of the outer peripheral wall of the first piston (3).

8. The clutch actuator according to claim 1, characterized in that, The second piston (4) has a bearing (8) on the side opposite to the first piston (3), and the first piston (3) is rotatably connected to the disengagement finger of the clutch through the bearing (8).

9. The clutch actuator according to claim 1, characterized in that, The rear seat (2) is fixedly provided with a connecting frame (21) on the side facing away from the first piston (3), and the connecting frame (21) is provided with multiple mounting holes (211).

10. The clutch actuator according to claim 1, characterized in that, It also includes a position sensor (9) disposed on the rear seat (2), the position sensor (9) being used to detect the position of the second piston (4) relative to the connecting shaft (1).

Images