Clutch control system

Abstract

The invention relates to a clutch control system, and belongs to the technical field of whole automobile transmission systems. Comprising a clutch booster, and a push rod is arranged on the clutch booster and used for being connected with a clutch assembly; the hydraulic pneumatic system is used for being connected with an air source, and the hydraulic pneumatic system is connected with an air inlet of the clutch booster and an oil inlet of the clutch booster; one end of the gas circuit switching device is connected with the hydraulic pneumatic system, the other end of the gas circuit switching device is connected with a pneumatic control system, and the pneumatic control system is connected with the clutch booster and used for controlling displacement of a push rod of the clutch booster; the exhaust system is connected with an exhaust port of the clutch booster; the displacement sensor is connected to the clutch booster and used for judging the displacement stroke of the push rod; and the controller is respectively connected with the gas path switching device and the exhaust system. The clutch can be controlled in a cab and can also be remotely controlled under a vehicle so as to adapt to different application scenes.

Description

Technical Field

[0001] The present application relates to the technical field of automobile transmission systems, and in particular to a clutch control system. Background Art

[0002] In special vehicles, the working status of on-board equipment usually needs to be precisely controlled, including power pickup and gear switching. These operations often rely on the effective operation of the clutch. The clutch status control generally requires the operator to directly enter the cab to operate.

[0003] However, for some specific applications, such as heavy equipment, engineering vehicles or specially modified vehicles, the vehicle needs to be parked for a long time, or the operating environment makes it inconvenient to control the clutch from the cab, and the safety operator cannot directly or frequently enter the cab to control the clutch. Summary of the invention

[0004] The embodiment of the present application provides a clutch control system to solve the defect in the related art that the vehicle needs to be parked for a long time and it is inconvenient to directly enter the cab to control the clutch.

[0005] The embodiment of the present application provides a clutch control system, including a clutch booster, on which a push rod is provided, and the push rod is used to connect to the clutch assembly; a hydraulic-pneumatic system, which is used to connect to an air source, and the hydraulic-pneumatic system is respectively connected to an air inlet of the clutch booster and an oil inlet of the clutch booster; an air circuit switching device, one end of which is connected to the hydraulic-pneumatic system, and the other end is connected to a pneumatic control system, and the pneumatic control system is connected to the clutch booster and used to control the displacement of the push rod of the clutch booster; an exhaust system, which is connected to the exhaust port of the clutch booster; a displacement sensor, which is connected to the clutch booster and is used to determine the displacement stroke of the push rod; a controller, which is respectively connected to the air circuit switching device and the exhaust system, and is respectively used to control the opening of the air circuit switching device to supply air to the clutch booster through the pneumatic control system and to control the exhaust system to discharge the air source in the clutch booster.

[0006] By adopting the above technical solution: the overall air pressure is controlled to flow to the hydraulic-pneumatic system through the air circuit switching device. When in use, the clutch pedal can be pressed in the cab, and the air pressure and oil pressure can be adjusted through the hydraulic-pneumatic system to control the output force of the clutch booster to push the push rod to move. At this time, the clutch pressure plate will be driven to apply pressure to the clutch plate, thereby achieving the engagement or disengagement of the clutch, and after the engagement or disengagement of the clutch is completed, the exhaust is exhausted through the exhaust system; and when it is inconvenient to step on the clutch pedal in the cab, the air source can be switched to the pneumatic control system through the air circuit switching device, and compressed air can be used as the power source to control the flow of gas to manipulate the displacement of the push rod of the clutch booster to achieve the engagement or disengagement of the clutch. The displacement sensor is used to monitor the displacement of the push rod. It is connected to the clutch booster and can provide real-time feedback on the displacement stroke of the push rod to achieve precise control of the clutch. The dual-circuit design meets complex usage requirements and has precise control.

[0007] In some embodiments, the air circuit switching device is configured as a two-position four-way solenoid valve or a two-position five-way solenoid valve, which is connected at the air source interface and respectively connected to the hydraulic pneumatic system and the pneumatic control system. The air circuit switching device is used to selectively connect the air source to the hydraulic pneumatic system and the pneumatic control system.

[0008] By adopting the above technical solution: the gas circuit switching device is set as a two-position four-way solenoid valve or a two-position five-way solenoid valve and connected to the gas source interface, and the design solution of connecting with the hydraulic pneumatic system and the pneumatic control system respectively has significant advantages. It not only realizes the flexible switching and efficient utilization of the gas source, but also improves the flexibility, energy utilization efficiency and stability of the system. This design solution has broad application prospects and important practical value in the field of industrial automation control.

[0009] In some embodiments, the hydraulic-pneumatic system includes a clutch master pump, which is used to connect to the clutch pedal; a hydraulic pipeline, one end of which is connected to the clutch master pump and the other end is connected to the oil inlet; a first air pipe, one end of which is connected to the air circuit switching device and the other end is connected to the air inlet.

[0010] By adopting the above technical solution: the clutch master pump, hydraulic pipeline and first air pipe in the hydraulic-pneumatic system together constitute a complete and efficient control system, which can achieve precise control of the clutch and stable operation of the hydraulic system when the clutch pedal is pressed in the cab.

[0011] In some embodiments, the pneumatic control system includes a second air pipe, one end of which is connected to the air circuit switching device and the other end is connected to the clutch booster; an intake solenoid valve, which is connected to the second air pipe and connected to the controller.

[0012] By adopting the above technical solution: through the coordinated work of the controller, the intake solenoid valve and the air path switching device, the pneumatic control system realizes automatic control of the clutch booster without the need for operation on the vehicle, thus meeting the control needs under the vehicle.

[0013] In some embodiments, two air intake solenoid valves are arranged in parallel on the second air pipe.

[0014] By adopting the above technical solution: two air intake solenoid valves are set in parallel. When one air intake solenoid valve fails, the other air intake solenoid valve can still work normally and continue to provide compressed air to the system; the flow rate of compressed air can also be controlled more flexibly. By adjusting the opening and closing of the two air intake solenoid valves, precise control of the flow rate can be achieved to meet the needs of the system under different working conditions.

[0015] In some embodiments, the exhaust system includes an exhaust pipe connected to the exhaust port; an exhaust solenoid valve connected to the exhaust pipe, and the exhaust solenoid valve is also connected to the controller.

[0016] By adopting the above technical solution: the gas inside the clutch booster is discharged through the exhaust pipe to ensure that the clutch booster can work normally and provide a stable boosting effect. The exhaust solenoid valve is installed on the exhaust pipe. Through the opening and closing state of the controller, the exhaust timing and rate inside the clutch booster can be accurately controlled.

[0017] In some embodiments, two exhaust solenoid valves are arranged in parallel on the exhaust pipe.

[0018] By adopting the above technical solution: two exhaust solenoid valves are arranged in parallel, not only can the other exhaust solenoid valve still work normally when one of the exhaust solenoid valves fails, ensuring that the exhaust function of the clutch booster is not affected, but also the exhaust flow of the clutch booster can be accurately controlled by adjusting the opening and closing of the two exhaust solenoid valves.

[0019] In some embodiments, the pneumatic control system is connected to the clutch booster through the exhaust port to share an interface with the exhaust pipe, and the exhaust pipe is connected in parallel to the pneumatic control system.

[0020] By adopting the above technical solution: the pneumatic control system and the exhaust pipe share the same interface design on the clutch booster, thereby simplifying the clutch control system structure.

[0021] In some embodiments, the air intake solenoid valve is configured as a normally closed solenoid valve.

[0022] By adopting the above technical solution: the intake solenoid valve is set as a normally closed solenoid valve. In the absence of a controller instruction, the intake solenoid valve will remain closed to prevent gas from entering the clutch booster without permission.

[0023] In some embodiments, the exhaust solenoid valve is configured as a normally open solenoid valve.

[0024] By adopting the above technical solution: the exhaust solenoid valve is set as a normally open solenoid valve, which means that in the absence of controller instructions, the exhaust solenoid valve will remain open. This setting ensures that the gas inside the clutch booster can be discharged at any time during the clutch engagement process, thereby achieving normal engagement of the clutch.

[0025] The beneficial effects of the technical solution provided by this application include:

[0026] The embodiment of the present application provides a clutch control system, which includes a clutch booster, on which a push rod is provided, and the push rod is used to connect to the clutch assembly; a hydraulic pneumatic system, which is used to connect to an air source, and the hydraulic pneumatic system is respectively connected to the air inlet of the clutch booster and the oil inlet of the clutch booster; an air circuit switching device, one end of which is connected to the hydraulic pneumatic system, and the other end is connected to a pneumatic control system, and the pneumatic control system is connected to the clutch booster and used to control the displacement of the push rod of the clutch booster; an exhaust system, which is connected to the exhaust port of the clutch booster; a displacement sensor, which is connected to the clutch booster and is used to determine the displacement stroke of the push rod; a controller, which is respectively connected to the air circuit switching device and the exhaust system, and is respectively used to control the opening of the air circuit switching device to supply air to the clutch booster through the pneumatic control system and to control the exhaust system to discharge the air source in the clutch booster. Therefore, the present application adopts the design of a dual-circuit system. First, the air circuit switching device controls the overall air pressure to flow to the hydraulic pneumatic system. By stepping on the clutch pedal in the cab, the air pressure and oil pressure are adjusted by the hydraulic pneumatic system to control the output force of the clutch booster to push the push rod to move. At this time, the clutch pressure plate will be driven to apply pressure to the clutch plate, thereby achieving the engagement or separation of the clutch, and after the engagement or separation of the clutch is completed, the exhaust is exhausted through the exhaust system; secondly, when it is inconvenient to step on the clutch pedal in the cab, the air source is switched to the pneumatic control system through the air circuit switching device, and compressed air is used as the power source to control the flow of gas to manipulate the push rod displacement of the clutch booster to achieve the engagement or separation of the clutch. The displacement sensor is used to monitor the displacement of the push rod. It is connected to the clutch booster and can feedback the displacement stroke of the push rod in real time to achieve precise control of the clutch. The present application is an efficient, reliable and accurate clutch control system, which provides important technical support for the driving of modern cars. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0028] Figure 1 A schematic diagram of a clutch control system is provided for an embodiment of the present application;

[0029] Reference numerals:

[0030] 1. Clutch booster; 10. Push rod; 11. Air inlet; 12. Oil inlet; 13. Exhaust port; 4. Displacement sensor; 5. Controller; 6. Air circuit switching device; 70. Clutch master pump; 71. Hydraulic pipeline; 72. First air pipe; 80. Second air pipe; 81. Intake solenoid valve; 90. Exhaust pipe; 91. Exhaust solenoid valve. DETAILED DESCRIPTION

[0031] In order to make the purpose, technical solution and advantages of the embodiments of the present application clearer, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of this application.

[0032] The embodiment of the present application provides a clutch control system, which can solve the problem that the vehicle needs to be parked for a long time and it is inconvenient to directly enter the cab to control the clutch.

[0033] See also Figure 1As shown, the embodiment of the present application provides a clutch control system, including a clutch booster 1, a hydraulic-pneumatic system, an air circuit switching device, an exhaust system, a displacement sensor 4 and a controller 5. The clutch control system is a crucial part of the automobile transmission system. The clutch booster 1 increases the force on the clutch assembly to assist the driver in operating the clutch assembly. The present application provides a push rod 10 on the clutch booster 1, and the push rod 10 is directly connected to the clutch assembly. When the push rod 10 moves, it drives the clutch pressure plate to apply pressure to the clutch plate, thereby achieving the engagement or separation of the clutch; the hydraulic-pneumatic system is one of the power sources of the clutch booster 1, and the hydraulic-pneumatic system is connected to the air source to provide the required driving power for the clutch booster 1. Therefore, the hydraulic-pneumatic system is connected to the air inlet 11 and the oil inlet 12 of the clutch booster 1 respectively. The air inlet 11 is used to receive gas from the air source and control the flow of the air source by changing the hydraulic oil; the oil inlet 12 directly delivers the hydraulic oil into the clutch booster 1, and the hydraulic and air pressures work together to generate the driving force required to push the push rod 10. One end of the air circuit switching device is connected to the hydraulic-pneumatic system, and the other end is connected to the pneumatic control system. The air circuit switching device can switch the air source between the hydraulic-pneumatic system and the pneumatic control system. Therefore, the opening and closing of the air circuit switching device is controlled according to different usage scenarios. Pneumatic or hydraulic-pneumatic power can be selectively provided to the clutch booster 1 to meet different usage requirements.

[0034] Therefore, in the present application, when the air circuit switching device controls the air source to be supplied to the hydraulic pneumatic system, the clutch pedal is stepped on in the cab to establish oil pressure, and oil is directly supplied to the clutch booster 1 from the oil inlet 12, and air is supplied to the clutch booster 1 from the air inlet 11, effectively generating the driving force required to push the push rod 10 in the clutch booster 1 to achieve the engagement or separation of the clutch. When it is inconvenient to directly enter the cab to step on the clutch pedal, such as heavy equipment, engineering vehicles or special modified vehicles, when the vehicle needs to park for a long time, the pneumatic control system is connected to the clutch booster 1, and the air circuit switching device controls the air source to be supplied to the pneumatic control system. The pneumatic control system uses compressed air as a power source to control the displacement of the push rod 10 of the clutch booster 1, thereby achieving the engagement or separation of the clutch. The exhaust system is connected to the exhaust port 13 of the clutch booster 1. When the clutch booster 1 completes a work, or when the internal pressure needs to be released, the exhaust system will open and discharge the gas, which helps to maintain the normal working state of the clutch booster 1 and prevent the internal pressure from being too high.

[0035] Since the pneumatic control system requires precise control of air pressure to achieve the engagement or disengagement of the clutch, in order to make an accurate judgment, the displacement sensor 4 is connected to the clutch booster 1 to judge the displacement stroke of the push rod 10; and the controller 5 is connected to the air path switching device and the exhaust system respectively, and is used to control the opening of the air path switching device respectively. During operation, the controller 5 receives the position information from the displacement sensor 4, and according to the preset logic and algorithm, the controller 5 can accurately control the opening of the air path switching device to supply air to the clutch booster 1 through the pneumatic control system; at the same time, it can also control the exhaust system to discharge the air source in the clutch booster 1. In this way, the controller 5 can ensure that the clutch is smoothly engaged or disengaged when needed.

[0036] Therefore, the present application adopts a dual-circuit design of a hydraulic-pneumatic system and a start-up control system, and switches the gas source between the hydraulic-pneumatic system and the pneumatic control system under the action of the gas circuit switching device, so as to adapt to the precise control of the clutch engagement or disengagement through the hydraulic-pneumatic system and the pneumatic control system respectively, and meet the use requirements of controlling the clutch on and off the vehicle. And under the high-precision monitoring of the controller 5 and the displacement sensor 4, the precise control of the clutch is achieved.

[0037] In the present application, the gas circuit switching device 6 is set as a two-position four-way solenoid valve or a two-position five-way solenoid valve, and the gas circuit switching device 6 is connected to the gas source interface and is respectively connected to the hydraulic pneumatic system and the pneumatic control system. A two-position four-way solenoid valve or a two-position five-way solenoid valve is a commonly used industrial control component, which is composed of an electromagnet and a valve body. When the electromagnet is energized, a magnetic field is generated to attract the valve core to move, thereby changing the flow direction of the fluid or the opening and closing state of the valve. This valve has two working positions, namely "on" and "off", and four or five channels, allowing the fluid to switch between two different systems or circuits. When it is necessary to provide an air source to the hydraulic pneumatic system, the corresponding channels of the two-position four-way solenoid valve or the two-position five-way solenoid valve are opened, so that the air source can smoothly enter the hydraulic pneumatic system; when it is necessary to switch to the pneumatic control system, another set of channels of the solenoid valve is opened, and the connection with the hydraulic pneumatic system is closed at the same time, ensuring that the air source only flows to the pneumatic control system. Therefore, the air source can be effectively connected to the hydraulic pneumatic system and the pneumatic control system through the air circuit switching device 6, and flexibly controlled to meet the needs under different working conditions. The switching function of the air circuit switching device 6 helps to balance the pressure fluctuations of the hydraulic and pneumatic systems and enhance the stability of the system. It can also reduce energy waste and improve energy utilization efficiency by precisely controlling the flow direction and flow of the air source.

[0038] The hydraulic and pneumatic system includes a clutch master pump 70, a hydraulic pipeline 71 and a first air pipe 72. The clutch master pump 70 is a key component in the hydraulic and pneumatic system. It is connected to the clutch pedal and is used to collect the force and stroke information of the driver stepping on the clutch pedal. One end of the hydraulic pipeline 71 is connected to the clutch master pump 70, and the other end is connected to the oil inlet 12. The hydraulic pipeline 71 is responsible for transmitting oil in the hydraulic and pneumatic system and is an important channel connecting the clutch master pump 70 and the oil inlet 12. The hydraulic pipeline 71 must be able to withstand the flow of high-pressure oil and keep the oil clean and sealed. One end of the first air pipe 72 is connected to the air circuit switching device 6, and the other end is connected to the air inlet 11. The first air pipe 72 is connected to the air circuit switching device 6 and the air inlet 11 in the hydraulic and pneumatic system. Its main function is to introduce an air source to achieve control of the clutch booster 1.

[0039] When the driver steps on the clutch pedal, the piston inside the clutch master pump 70 is pushed by pressure, thereby increasing the oil pressure. This oil pressure is transmitted to the oil inlet 12 through the hydraulic pipeline 71, and then enters the clutch booster 1; under the control of the air path switching device 6, the air source enters the clutch booster 1 from the air inlet 11 through the first air pipe 72, and the clutch is separated by the interaction of air pressure and oil pressure; when the driver releases the clutch pedal, the internal pressure of the clutch booster 1 is released, and the exhaust system will open under the action of the control system to discharge the gas, which helps to maintain the normal working state of the clutch booster 1.

[0040] In the present application, the pneumatic control system includes a second air pipe 80 and an air intake solenoid valve 81. One end of the second air pipe 80 is connected to the air path switching device 6, and the other end is connected to the clutch booster 1; the air intake solenoid valve 81 is connected to the second air pipe 80 and connected to the controller 5. The second air pipe 80 is used as a transmission pipeline in the pneumatic control system to transmit the overall air source to the clutch booster 1. During specific operation, the controller 5 controls the power supply of the air path switching device 6 to disconnect the air intake of the first air pipe 72; at this time, the air intake solenoid valve 81 also controls the switch state of the valve core according to the instruction of the controller 5, thereby switching the compressed air flow path and size in the second air pipe 80 to meet the air pressure requirements in the clutch booster 1, realize accurate control of the push rod 10, and meet the clutch engagement or separation requirements. The precise control of the air intake solenoid valve 81 helps to maintain the stability of the pneumatic control system and ensure that the clutch booster 1 can work according to the predetermined requirements.

[0041] In addition, in order to further optimize the pneumatic control system, two air intake solenoid valves 81 are arranged in parallel on the second air pipe 80. The two air intake solenoid valves 81 can not only adapt to fault switching, but also when one of the air intake solenoid valves 81 fails, the other air intake solenoid valve 81 can still work normally and continue to supply air to the clutch booster 1. This design greatly improves the reliability and ensures the continuous and stable operation of the pneumatic control system; it can also control the flow of compressed air more flexibly. By adjusting the opening and closing of the two air intake solenoid valves 81, the flow can be accurately controlled. For example, when a larger flow is required, the two air intake solenoid valves 81 can be opened at the same time; when a smaller flow is required, only one air intake solenoid valve 81 can be opened. In addition, the parallel setting can shorten the response time of the system. When the compressed air supply needs to be quickly opened or closed, the two air intake solenoid valves 81 can act at the same time, thereby speeding up the response speed of the system and improving the overall performance. This flexibility enables the system to better adapt to various complex working environments.

[0042] In the present application, the exhaust system includes an exhaust pipe 90 and an exhaust solenoid valve 91. The exhaust pipe 90 is connected to the exhaust port 13; the exhaust solenoid valve 91 is connected to the exhaust pipe 90, and the exhaust solenoid valve 91 is also connected to the controller 5. The exhaust pipe 90 serves as an exhaust channel. The exhaust pipe 90 is responsible for discharging the gas inside the clutch booster 1 to ensure that the clutch booster 1 can work normally and provide a stable boosting effect. The exhaust solenoid valve 91 is installed on the exhaust pipe 90. Through the opening and closing state of the controller 5, the exhaust timing and rate inside the clutch booster 1 can be accurately controlled. Through the precise control of the exhaust solenoid valve 91, the precise management of the internal pressure of the clutch booster 1 can be achieved. When the internal pressure of the clutch booster 1 is too high, the controller 5 regulates the exhaust solenoid valve 91 to open, allowing the gas to be discharged through the exhaust pipe 90, thereby reducing the internal pressure. After the clutch booster 1 completes a work, the controller 5 regulates the exhaust solenoid valve 91 to open and discharge the gas, which helps to maintain the normal working state of the clutch booster 1.

[0043] In the present application, in order to optimize the exhaust system, two exhaust solenoid valves 91 are arranged in parallel on the exhaust pipe 90. This design not only ensures that when one of the exhaust solenoid valves 91 fails, the other exhaust solenoid valve 91 can still work normally, thereby ensuring that the exhaust function of the clutch booster 1 is not affected. It is also possible to accurately control the exhaust flow of the clutch booster 1 by adjusting the opening and closing of the two exhaust solenoid valves 91. This control helps to optimize the exhaust efficiency, reduce energy loss, and improve the overall performance of the system. And the two exhaust solenoid valves 91 are arranged in parallel, which can shorten the response time of the system. When rapid exhaust is required, the two exhaust solenoid valves 91 can be opened at the same time to quickly reduce the pressure inside the clutch booster 1. This rapid response characteristic helps to improve the operating sensitivity and response speed of the clutch.

[0044] In the present application, in order to simplify the design, the pneumatic control system is connected to the clutch booster 1 through the exhaust port 13 to share an interface with the exhaust pipe 90, and the exhaust pipe 90 is connected in parallel to the pneumatic control system. The design that the pneumatic control system and the exhaust pipe 90 share the same interface on the clutch booster 1 simplifies the structure of the clutch control system, reduces obstacles in the gas flow path, and enables the gas inside the clutch booster 1 to be discharged more efficiently through the exhaust pipe 90.

[0045] The first situation: when the driver steps on the clutch pedal, the piston inside the clutch master pump 70 is pushed by pressure, thereby increasing the oil pressure. This oil pressure is transmitted to the oil inlet 12 through the hydraulic pipeline 71, and then enters the clutch booster 1; under the control of the air path switching device 6, the air source enters the clutch booster 1 from the air inlet 11 through the first air pipe 72, and under the interaction of air pressure and oil pressure, the clutch is separated. When the driver releases the clutch pedal, the exhaust solenoid valve 91 opens, and the air pressure inside the clutch booster 1 is discharged from the exhaust pipe 90.

[0046] The second situation: the controller 5 controls the power supply of the air path switching device 6, thereby disconnecting the air intake of the first air pipe 72, and the air intake solenoid valve 81 controls the switching state of the valve core according to the instruction of the controller 5, thereby switching the flow path and size of the compressed air in the second air pipe 80, and then supplying air to the clutch booster 1 from the exhaust port 13 to meet the air pressure requirement in the clutch booster 1, realize precise control of the push rod 10, and meet the clutch engagement or disengagement use requirements; after completing one operation of the clutch booster 1, the controller 5 regulates the exhaust solenoid valve 91 to open, and the internal air pressure of the clutch booster 1 is discharged from the exhaust pipe 90.

[0047] In the present application, the air intake solenoid valve 81 is set as a normally closed solenoid valve. In the absence of a command from the controller 5, the air intake solenoid valve 81 will remain closed to prevent gas from entering the clutch booster 1 without permission. The air intake solenoid valve 81 is opened only after the controller 5 sends a power-on command to the gas path switching device 6. The sophisticated design makes each component of the clutch control system more durable and reliable, optimizes the response speed and performance of the clutch controller 5 system, and reduces maintenance and operating costs.

[0048] In the present application, the exhaust solenoid valve 91 is set as a normally open solenoid valve, which means that in the absence of instructions from the controller 5, the exhaust solenoid valve 91 will remain open. This setting ensures that the gas inside the clutch booster 1 can be discharged at any time, avoiding gas accumulation and pressure increase.

[0049] The implementation principle of the embodiment of the present application is as follows: when operating on the vehicle, when the driver steps on the clutch pedal, the piston inside the clutch master cylinder 70 is pushed by pressure, thereby increasing the oil pressure, and the oil pressure is transmitted to the oil inlet 12 through the hydraulic pipeline 71, and then enters the clutch booster 1; the air source enters the clutch booster 1 from the air inlet 11 through the first air pipe 72 under the control of the air path switching device 6, and the clutch is separated under the interaction of air pressure and oil pressure; when the driver releases the clutch pedal, the pressure inside the clutch booster 1 is released, and the gas is discharged from the exhaust pipe 90; when operating under the vehicle, the controller 5 controls the power supply of the air path switching device 6, thereby disconnecting the air intake of the first air pipe 72; at this time, the air intake solenoid valve 81 also controls the switch state of the valve core according to the instruction of the controller 5, thereby switching the flow path and size of the compressed air in the second air pipe 80, so as to meet the air pressure requirements in the clutch booster 1, realize the precise control of the push rod 10, meet the clutch engagement or separation use requirements, and exhaust from the exhaust pipe 90 after the clutch booster 1 completes one work.

[0050] In the description of the present application, it should be noted that the terms "upper", "lower", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application 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, and therefore cannot be understood as a limitation on the present application. Unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be an indirect connection through an intermediate medium, or it can be a connection between the two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present application can be understood according to the specific circumstances.

[0051] It should be noted that, in this application, relational terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the presence of other identical elements in the process, method, article or device including the elements.

[0052] The above description is only a specific implementation of the present application, so that those skilled in the art can understand or implement the present application. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application will not be limited to the embodiments shown herein, but will conform to the widest range consistent with the principles and novel features applied for herein.

Claims

1. A clutch control system, characterized in that: include: A clutch booster (1) is provided with a push rod (10), wherein the push rod (10) is used to be connected to the clutch assembly; A hydraulic-pneumatic system, which is used to be connected to an air source, the hydraulic-pneumatic system being respectively connected to an air inlet (11) of the clutch booster (1) and an oil inlet (12) of the clutch booster (1); An air circuit switching device (6), one end of which is connected to the hydraulic pneumatic system and the other end of which is connected to a pneumatic control system, wherein the pneumatic control system is connected to the clutch booster (1) and is used to control the displacement of a push rod (10) of the clutch booster (1); An exhaust system connected to an exhaust port (13) of the clutch booster (1); A displacement sensor (4) connected to the clutch booster (1) for determining the displacement stroke of the push rod (10); A controller (5) is connected to the gas circuit switching device (6) and the exhaust system, respectively, and is used to control the opening of the gas circuit switching device (6) to supply air to the clutch booster (1) through the pneumatic control system and to control the exhaust system to discharge the air source in the clutch booster (1).

2. A clutch control system according to claim 1, characterized in that: The gas circuit switching device (6) is configured as a two-position four-way solenoid valve or a two-position five-way solenoid valve, which is connected to the gas source interface and is respectively connected to the hydraulic pneumatic system and the pneumatic control system. The gas circuit switching device (6) is used to selectively connect the gas source to the hydraulic pneumatic system and the pneumatic control system.

3. A clutch control system as claimed in claim 2, characterized in that: The hydraulic and pneumatic system comprises: A clutch master cylinder (70) connected to a clutch pedal; A hydraulic pipeline (71), one end of which is connected to the clutch master pump (70), and the other end of which is connected to the oil inlet (12); A first air pipe (72) has one end connected to the air path switching device (6) and the other end connected to the air inlet (11).

4. A clutch control system as claimed in claim 2, characterized in that: The pneumatic control system comprises: A second air pipe (80), one end of which is connected to the air path switching device (6) and the other end of which is connected to the clutch booster (1); An air intake solenoid valve (81) is connected to the second air pipe (80) and is connected to the controller (5).

5. A clutch control system as claimed in claim 4, characterized in that: Two air intake solenoid valves (81) are arranged in parallel on the second air pipe (80).

6. A clutch control system as claimed in claim 1, characterized in that: The exhaust system comprises: an exhaust pipe (90) connected to the exhaust port (13); An exhaust solenoid valve (91) is connected to the exhaust pipe (90), and the exhaust solenoid valve (91) is also connected to the controller (5).

7. A clutch control system as claimed in claim 6, characterized in that: The exhaust pipe (90) is provided with two exhaust solenoid valves (91) in parallel.

8. A clutch control system as claimed in claim 6, characterized in that: The pneumatic control system is connected to the clutch booster (1) via the exhaust port (13) to share an interface with the exhaust pipe (90), and the exhaust pipe (90) is connected in parallel to the pneumatic control system.

9. A clutch control system as claimed in claim 4, characterized in that: The air intake solenoid valve (81) is configured as a normally closed solenoid valve.

10. A clutch control system as claimed in claim 6, characterized in that: The exhaust solenoid valve (91) is configured as a normally open solenoid valve.

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