A clutch control system

Abstract

The application relates to a clutch control system and belongs to the technical field of automobile whole vehicle transmission systems. The clutch control system comprises a clutch booster, a hydraulic pneumatic system, an air path switching device, an exhaust system and a controller. The clutch booster is provided with a push rod, and the push rod is 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 respectively. One end of the air path switching device is connected with the hydraulic pneumatic system, and the other end is connected with a pneumatic control system. The pneumatic control system is connected with the clutch booster and is used for controlling the displacement of the push rod of the clutch booster. The exhaust system is connected with an exhaust port of the clutch booster. A displacement sensor is connected with the clutch booster and is used for judging the displacement stroke of the push rod. The controller is connected with the air path switching device and the exhaust system respectively. The application can not only control the clutch in the cab, but also remotely control the clutch under the vehicle, so as to adapt to different application scenes.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of automobile transmission system, and particularly relates to a clutch control system. BACKGROUND

[0002] In special vehicles, the working state of the on-board equipment usually needs to be accurately controlled, including the pickup of power and the switching of gears, which often depends on the effective work of the clutch. The state control of the clutch generally needs an operator to directly enter the cab to operate.

[0003] However, for some specific applications, such as heavy equipment, engineering vehicles or special 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 state of the clutch. SUMMARY

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

[0005] The embodiment of the present application provides a clutch control system, which comprises a clutch booster, a push rod arranged on the clutch booster, the push rod being used for being connected with a clutch assembly; a hydraulic pneumatic system used for being connected with an air source, the hydraulic pneumatic system being connected with an air inlet of the clutch booster and an oil inlet of the clutch booster respectively; an air path switching device, one end of the air path switching device being connected with the hydraulic pneumatic system, the other end of the air path switching device being connected with a pneumatic control system, the pneumatic control system being connected with the clutch booster and being used for controlling the displacement of the push rod of the clutch booster; an exhaust system, the exhaust system being connected with an exhaust port of the clutch booster; a displacement sensor, the displacement sensor being connected with the clutch booster and being used for judging the displacement stroke of the push rod; a controller, the controller being connected with the air path switching device and the exhaust system respectively, and being used for controlling the opening of the air path switching device, supplying air to the clutch booster through the pneumatic control system and controlling the exhaust system to exhaust the air source in the clutch booster respectively.

[0006] By adopting the above technical solution: the overall air pressure flow is controlled to the hydraulic-pneumatic system through the air circuit switching device. During use, the clutch booster's output force can be controlled by pressing the clutch pedal in the cab, and the air and oil pressures are adjusted through the hydraulic-pneumatic system to push the push rod to move. This causes the clutch pressure plate to apply pressure to the clutch disc, thus engaging or disengaging the clutch. After engagement or disengagement, exhaust is achieved through the exhaust system. Alternatively, when it is inconvenient to press the clutch pedal in the cab, the air source can be switched to the pneumatic control system through the air circuit switching device. Compressed air is used as the power source, and the flow of gas is controlled to manipulate the push rod displacement of the clutch booster to engage or disengage the clutch. A displacement sensor, connected to the clutch booster, monitors the push rod displacement and provides real-time feedback on the push rod's displacement stroke, achieving precise clutch control. The dual-circuit design meets complex usage requirements and provides precise control.

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

[0008] By adopting the above technical solution, the design scheme of setting the air circuit switching device as a two-position four-way solenoid valve or a two-position five-way solenoid valve and connecting it to the air source interface, and connecting it to 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 air source, but also improves the system's flexibility, energy utilization efficiency and stability. This design scheme 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 cylinder for connection to the clutch pedal; a hydraulic line, one end of which is connected to the clutch master cylinder and the other end of which is connected to the oil inlet; and a first air pipe, one end of which is connected to the air path switching device and the other end of which is connected to the air inlet.

[0010] By adopting the above technical solution, the clutch master cylinder, hydraulic lines 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 path switching device and the other end of which is connected to the clutch booster; and an intake solenoid valve, which is connected to the second air pipe and to the controller.

[0012] By adopting the above technical solution, the pneumatic control system achieves automated control of the clutch booster through the coordinated operation of the controller, intake solenoid valve and air path switching device, eliminating the need for operation on the vehicle and meeting the control requirements off the vehicle.

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

[0014] By adopting the above technical solution, two intake solenoid valves are set in parallel. When one intake solenoid valve fails, the other intake solenoid valve can still work normally and continue to supply 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 intake solenoid valves, precise control of the flow rate can be achieved to meet the needs of the system under different operating 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 exhaust pipe is responsible for venting the gas inside the clutch booster, ensuring that the clutch booster can work normally and provide a stable boosting effect. The exhaust solenoid valve is installed on the exhaust pipe, and the timing and rate of exhaust inside the clutch booster can be precisely controlled by the controller's opening and closing status.

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

[0018] By adopting the above technical solution, two exhaust solenoid valves are set in parallel, which not only ensures that the exhaust function of the clutch booster is not affected when one exhaust solenoid valve fails, but also enables precise control of the exhaust flow of the clutch booster 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, sharing 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 design of sharing the same interface on the clutch booster for both the pneumatic control system and the exhaust pipe simplifies the structure of the clutch control system.

[0021] In some embodiments, the 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 controller command, 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 the exhaust solenoid valve will remain open in the absence of controller command. This setting ensures that the gas inside the clutch booster can be discharged at any time during clutch engagement, thereby achieving normal clutch engagement.

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

[0026] This application provides a clutch control system, which includes a clutch booster with a push rod for connection to a clutch assembly; a hydraulic-pneumatic system for connection to an air source, connected to both the air inlet and oil inlet of the clutch booster; an air path switching device connected at one end to the hydraulic-pneumatic system and at the other end to a pneumatic control system connected to the clutch booster and used to control the displacement of the push rod; an exhaust system connected to the exhaust port of the clutch booster; a displacement sensor connected to the clutch booster to determine the displacement stroke of the push rod; and a controller connected to both the air path switching device and the exhaust system, used to control the opening of the air path switching device to supply air to the clutch booster via the pneumatic control system and to control the exhaust system to discharge the air source from the clutch booster. Therefore, this application adopts a dual-circuit system design. First, the air circuit switching device controls the overall air pressure flow to the hydraulic-pneumatic system. In the driver's cab, by pressing the clutch pedal, the hydraulic-pneumatic system adjusts the air and oil pressure, thereby controlling the output force of the clutch booster to push the push rod. This, in turn, causes the clutch pressure plate to apply pressure to the clutch disc, thus engaging or disengaging the clutch. After engagement or disengagement, exhaust is achieved through the exhaust system. Second, when it is inconvenient to press the clutch pedal in the driver's cab, the air circuit switching device switches the air source to the pneumatic control system. Compressed air is used as the power source, and the flow of air is controlled to manipulate the push rod displacement of the clutch booster, thus engaging or disengaging the clutch. A displacement sensor, connected to the clutch booster, monitors the push rod displacement and provides real-time feedback on the push rod's displacement stroke, achieving precise clutch control. This application presents a highly efficient, reliable, and precise clutch control system, providing crucial technical support for modern automotive driving. Attached Figure Description

[0027] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0028] Figure 1 This application provides a schematic diagram illustrating a clutch control system for embodiments of the present application;

[0029] Figure label:

[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 cylinder; 71. Hydraulic pipeline; 72. First air pipe; 80. Second air pipe; 81. Intake solenoid valve; 90. Exhaust pipe; 91. Exhaust solenoid valve. Detailed Implementation

[0031] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0032] This application provides a clutch control system that solves the problem that it is inconvenient to directly enter the driver's cab to control the clutch when the vehicle needs to be parked for a long time.

[0033] See Figure 1As shown, this application embodiment 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 automotive transmission system. The clutch booster 1 increases the force on the clutch assembly to assist the driver in operating the clutch assembly. This application provides a push rod 10 on the clutch booster 1, which 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 disc, thereby achieving clutch engagement or disengagement. The hydraulic-pneumatic system is one of the power sources for the clutch booster 1. It provides the necessary driving power to the clutch booster 1 by connecting to an air source. Therefore, the hydraulic-pneumatic system is connected to the air inlet 11 and the oil inlet 12 of the clutch booster 1. The air inlet 11 receives gas from the air source and controls the flow of the air source by changing the hydraulic oil. The oil inlet 12 directly supplies hydraulic oil to the clutch booster 1. The hydraulic and air pressures work together to generate the driving force required to push the push rod 10. One end of the air path switching device is connected to the hydraulic pneumatic system, and the other end is connected to the pneumatic control system. The air source can be switched between the hydraulic pneumatic system and the pneumatic control system through the air path switching device. Therefore, the opening and closing of the air path switching device can be controlled according to different usage scenarios to selectively provide pneumatic or hydraulic pneumatic power to the clutch booster 1 to meet different usage needs.

[0034] Therefore, in this application, when the air circuit switching device controls the air supply to the hydraulic pneumatic system, the clutch pedal is depressed in the cab to establish oil pressure, and oil is supplied directly from the oil inlet 12 to the clutch booster 1, and air is supplied from the air inlet 11 to the clutch booster 1. This effectively generates the driving force required to push the push rod 10 within the clutch booster 1, thereby achieving clutch engagement or disengagement. When it is inconvenient to directly enter the cab to depress the clutch pedal, such as in heavy equipment, engineering vehicles, or specially modified vehicles, where the vehicle needs to be parked for extended periods, the pneumatic control system is connected to the clutch booster 1. The air circuit switching device controls the air supply to the pneumatic control system, and 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 clutch engagement or disengagement. The exhaust system is connected to the exhaust port 13 of the clutch booster 1. When the clutch booster 1 completes one operation, or when it is necessary to release internal pressure, the exhaust system opens to discharge gas, helping to maintain the normal working condition of the clutch booster 1 and preventing excessive internal pressure.

[0035] Because precise air pressure control is required in the pneumatic control system to engage or disengage the clutch, a displacement sensor 4 is connected to the clutch booster 1 to determine the displacement stroke of the push rod 10. A controller 5 is connected to both the air path switching device and the exhaust system, and is used to control the opening of the air path switching device. During operation, the controller 5 receives position information from the displacement sensor 4 and, based on preset logic and algorithms, precisely controls the opening of the air path switching device to supply air to the clutch booster 1 via the pneumatic control system. Simultaneously, it controls the exhaust system to expel the air from the clutch booster 1. In this way, the controller 5 ensures that the clutch engages or disengages smoothly when needed.

[0036] Therefore, this application employs a dual-loop design of a hydraulic-pneumatic system and a starting control system. Under the action of an air circuit switching device, the air source is switched between the hydraulic-pneumatic system and the pneumatic control system to adapt to the precise engagement or disengagement of the clutch through both systems, meeting the usage requirements for clutch control both on and off the vehicle. Furthermore, under the high-precision monitoring of the controller 5 and the displacement sensor 4, precise clutch control is achieved.

[0037] In this application, the air path switching device 6 is configured as a two-position four-way solenoid valve or a two-position five-way solenoid valve. The air path switching device 6 is connected to the air source interface and is connected to both the hydraulic pneumatic system and the pneumatic control system. The two-position four-way or two-position five-way solenoid valve is a commonly used industrial control component, consisting of an electromagnet and a valve body. When the electromagnet is energized, it generates a magnetic field that attracts the valve core to move, thereby changing the flow direction of the fluid or the opening / closing state of the valve. This type of valve has two operating positions, "on" and "off," and four or five channels, allowing fluid to switch between two different systems or circuits. When air needs to be supplied to the hydraulic pneumatic system, the corresponding channel of the two-position four-way or two-position five-way solenoid valve is opened, allowing the air source to smoothly enter the hydraulic pneumatic system. When switching to the pneumatic control system, the other set of channels of the solenoid valve is opened, simultaneously closing the connection to the hydraulic pneumatic system, ensuring that the air source flows only to the pneumatic control system. Thus, the air source can be effectively connected to the hydraulic pneumatic system and the pneumatic control system through the air path switching device 6, which allows for flexible control and meets the needs of different working conditions. The switching function of the air path switching device 6 helps to balance the pressure fluctuations of the hydraulic and pneumatic systems, enhances the stability of the system, and reduces energy waste and improves energy utilization efficiency by precisely controlling the flow direction and flow rate of the air source.

[0038] The hydraulic-pneumatic system includes a clutch master cylinder 70, hydraulic lines 71, and a first air pipe 72. The clutch master cylinder 70 is a key component of the hydraulic-pneumatic system, connected to the clutch pedal, and used to collect information on the force and travel of the driver's depressing of the clutch pedal. One end of the hydraulic line 71 is connected to the clutch master cylinder 70, and the other end is connected to the oil inlet 12. The hydraulic line 71 is responsible for transmitting hydraulic fluid in the hydraulic-pneumatic system and is an important channel connecting the clutch master cylinder 70 and the oil inlet 12. The hydraulic line 71 must be able to withstand the flow of high-pressure hydraulic fluid and maintain the cleanliness and sealing of the fluid. One end of the first air pipe 72 is connected to the air path switching device 6, and the other end is connected to the air inlet 11. The first air pipe 72 is connected to the air path switching device 6 and the air inlet 11 in the hydraulic-pneumatic system, and its main function is to introduce air to control the clutch booster 1.

[0039] When the driver depresses the clutch pedal, the piston inside the clutch master cylinder 70 is pushed by pressure, which increases the oil pressure. This oil pressure is transmitted to the oil inlet 12 through the hydraulic line 71 and then enters the clutch booster 1. Under the control of the air circuit switching device 6, the air source enters the clutch booster 1 from the air inlet 11 through the first air pipe 72. Under the interaction of air pressure and oil pressure, the clutch is disengaged. When the driver releases the clutch pedal, the internal pressure of the clutch booster 1 is released. Under the action of the control system, the exhaust system will open to discharge the gas, which helps to maintain the normal working condition of the clutch booster 1.

[0040] In this application, the pneumatic control system includes a second air pipe 80 and an 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 intake solenoid valve 81 is connected to the second air pipe 80 and to the controller 5. The second air pipe 80 serves as a transmission pipe in the pneumatic control system, used to transmit the overall air source to the clutch booster 1. In specific operation, the controller 5 energizes the air path switching device 6, thereby disconnecting the air intake of the first air pipe 72. At this time, the intake solenoid valve 81 also controls the opening and closing state of the valve core according to the instructions of the controller 5, thereby switching the compressed air flow path and magnitude in the second air pipe 80 to meet the air pressure requirements in the clutch booster 1, achieving precise control of the push rod 10, and meeting the needs of clutch engagement or disengagement. The precise control of the intake solenoid valve 81 helps maintain the stability of the pneumatic control system, ensuring that the clutch booster 1 can operate according to predetermined requirements.

[0041] Furthermore, to further optimize the pneumatic control system, two intake solenoid valves 81 are connected in parallel on the second air pipe 80. These two intake solenoid valves 81 not only adapt to fault switching—if one intake solenoid valve 81 fails, the other can still operate normally and continue supplying air to the clutch booster 1—this design greatly improves reliability and ensures the continuous and stable operation of the pneumatic control system. It also allows for more flexible control of compressed air flow. By adjusting the opening and closing of the two intake solenoid valves 81, precise flow control can be achieved. For example, when a larger flow is required, both intake solenoid valves 81 can be opened simultaneously; when a smaller flow is required, only one intake solenoid valve 81 can be opened. Additionally, the parallel connection shortens the system's response time. When the compressed air supply needs to be quickly opened or closed, the two intake solenoid valves 81 can operate simultaneously, thereby accelerating the system's response speed and improving overall performance. This flexibility allows the system to better adapt to various complex working environments.

[0042] In this 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 is also connected to the controller 5. The exhaust pipe 90 serves as an exhaust passage, responsible for venting the gas inside the clutch booster 1, ensuring the clutch booster 1 can operate normally and provide a stable assist effect. The exhaust solenoid valve 91, installed on the exhaust pipe 90, allows for precise control of the timing and rate of exhaust from the clutch booster 1 through the opening and closing state of the controller 5. Precise control of the exhaust solenoid valve 91 enables precise management of the internal pressure of the clutch booster 1. When the internal pressure of the clutch booster 1 is too high, the controller 5 controls the exhaust solenoid valve 91 to open, allowing gas to be discharged through the exhaust pipe 90, thereby reducing the internal pressure. Alternatively, after the clutch booster 1 completes one operation, the controller 5 controls the exhaust solenoid valve 91 to open, venting the gas and helping to maintain the normal operating state of the clutch booster 1.

[0043] In this application, to optimize the exhaust system, two exhaust solenoid valves 91 are connected in parallel on the exhaust pipe 90. This design ensures that even if one exhaust solenoid valve 91 fails, the other can still operate normally, guaranteeing that the exhaust function of the clutch booster 1 is unaffected. Furthermore, by adjusting the opening and closing of the two exhaust solenoid valves 91, precise control of the exhaust flow rate of the clutch booster 1 can be achieved. This control helps optimize exhaust efficiency, reduce energy loss, and improve the overall performance of the system. Moreover, the parallel connection of the two exhaust solenoid valves 91 shortens the system's response time. When rapid exhaust is required, both exhaust solenoid valves 91 can open simultaneously, quickly reducing the internal pressure of the clutch booster 1. This rapid response characteristic helps improve the clutch's operational sensitivity and response speed.

[0044] In this application, to simplify the design, the pneumatic control system is connected to the clutch booster 1 via the exhaust port 13, sharing an interface with the exhaust pipe 90, which is connected in parallel to the pneumatic control system. This shared interface between the pneumatic control system and the exhaust pipe 90 on the clutch booster 1 simplifies the clutch control system structure, reduces obstructions in the gas flow path, and allows the gas inside the clutch booster 1 to be discharged more efficiently through the exhaust pipe 90.

[0045] First scenario: When the driver depresses the clutch pedal, the piston inside the clutch master cylinder 70 is pushed by pressure, which increases the oil pressure. This oil pressure is transmitted to the oil inlet 12 through the hydraulic line 71 and then enters the clutch booster 1. Under the control of the air circuit switching device 6, the air source enters the clutch booster 1 from the air inlet 11 through the first air pipe 72. Under the interaction of air pressure and oil pressure, the clutch is disengaged. 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] In the second scenario: the controller 5 energizes the air path switching device 6, thereby disconnecting the air intake of the first air pipe 72. The air intake solenoid valve 81 controls the opening and closing state of the valve core according to the instructions of the controller 5, thereby switching the compressed air flow path and magnitude 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 requirements inside the clutch booster 1, so as to achieve precise control of the push rod 10 and meet the needs of clutch engagement or disengagement. After the clutch booster 1 completes one operation, the controller 5 regulates the exhaust solenoid valve 91 to open, and the air pressure inside the clutch booster 1 is discharged from the exhaust pipe 90.

[0047] In this application, the intake solenoid valve 81 is configured as a normally closed solenoid valve. Without a command from the controller 5, the intake solenoid valve 81 remains closed to prevent unauthorized gas from entering the clutch booster 1. The intake solenoid valve 81 only opens after the controller 5 sends an energizing command to the air path switching device 6. This refined design makes the various components of the clutch control system more durable and reliable, improves the response speed and performance of the clutch controller 5 system, and reduces maintenance and operating costs.

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

[0049] The implementation principle of this application embodiment is as follows: When operating in the vehicle, when the driver depresses the clutch pedal, the piston inside the clutch master cylinder 70 is pushed by pressure, thereby increasing the oil pressure. The oil pressure is transmitted to the oil inlet 12 through the hydraulic line 71 and then enters the clutch booster 1. Under the control of the air circuit switching device 6, the air source enters the clutch booster 1 from the air inlet 11 through the first air pipe 72. Under the interaction of air pressure and oil pressure, the clutch is disengaged. When the driver releases the clutch pedal, the internal pressure of the clutch booster 1 is released, and the gas is discharged from the exhaust pipe 90. When operating outside the vehicle, the controller 5 energizes the air circuit switching device 6 to disconnect the air intake of the first air pipe 72. At this time, the intake solenoid valve 81 also controls the opening and closing state of the valve core according to the instruction of the controller 5, thereby switching the compressed air flow path and magnitude in the second air pipe 80 to meet the air pressure requirements in the clutch booster 1, realize precise control of the push rod 10, meet the clutch engagement or disengagement requirements, and exhaust gas from the exhaust pipe 90 after the clutch booster 1 completes one operation.

[0050] In the description of this application, it should be noted that the terms "upper," "lower," etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, 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, and therefore should not be construed as a limitation of this application. Unless otherwise expressly specified and limited, the terms "installed," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; 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 between two elements. For those skilled in the art, the specific meaning of the above terms in this 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 used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0052] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A clutch control system, characterized in that, include: A clutch booster (1) is provided with a push rod (10) for connecting to the clutch assembly; A hydraulic pneumatic system for connecting to an air source, the hydraulic pneumatic system being connected to the air inlet (11) and the oil inlet (12) of the clutch booster (1) respectively. The air circuit switching device (6) is connected at one end to the hydraulic pneumatic system and at the other end to the pneumatic control system. The pneumatic control system is connected to the clutch booster (1) and is used to control the displacement of the push rod (10) of the clutch booster (1). An exhaust system connected to the exhaust port (13) of the clutch booster (1); A displacement sensor (4) is connected to the clutch booster (1) to determine the displacement stroke of the push rod (10); The controller (5) is connected to the air path switching device (6) and the exhaust system respectively, and is used to control the opening of the air path 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). The air path 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 air source interface and connected to the hydraulic pneumatic system and the pneumatic control system respectively. The air path switching device (6) is used to select one of the air sources to connect to the hydraulic pneumatic system and the pneumatic control system. The hydraulic-pneumatic system includes: Clutch master cylinder (70), which is used to connect to the clutch pedal; The hydraulic line (71) is connected at one end to the clutch master pump (70) and at the other end to the oil inlet (12); The 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); The pneumatic control system includes: The second air pipe (80) has one end connected to the air circuit switching device (6) and the other end connected to the clutch booster (1); An intake solenoid valve (81) is connected to the second air pipe (80) and to the controller (5); The exhaust system includes: An exhaust pipe (90) is connected to the exhaust port (13); An exhaust solenoid valve (91) is connected to the exhaust pipe (90) and is also connected to the controller (5).

2. A clutch control system as described in claim 1, characterized in that: Two intake solenoid valves (81) are connected in parallel on the second air pipe (80).

3. A clutch control system as described in claim 1, characterized in that: Two exhaust solenoid valves (91) are connected in parallel on the exhaust pipe (90).

4. A clutch control system as described in claim 1, characterized in that: 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.

5. A clutch control system as described in claim 1, characterized in that: The intake solenoid valve (81) is configured as a normally closed solenoid valve.

6. A clutch control system as described in claim 1, characterized in that: The exhaust solenoid valve (91) is configured as a normally open solenoid valve.

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