Vehicle clutch system

Abstract

The invention discloses a vehicle clutch system, which comprises a clutch pedal, a master cylinder, a slave cylinder, a release fork and a clutch, and is characterized in that a displacement sensor is mounted on the slave cylinder and is used for measuring the displacement change of a slave cylinder piston in the slave cylinder; and the abrasion degree of the driven disc of the clutch is judged according to the degree that the actual position deviates from the initial position of the wheel cylinder piston when the wheel cylinder piston is reset. The device has the advantage that the abrasion state of the driven disc of the clutch can be monitored, and compared with an abrasion pointer measuring mode of manual operation, electrical signals are integrated, and real-time monitoring is achieved through a central control instrument.

Description

Technical Field

[0001] The invention belongs to the technical field of automobile clutch operation and relates to a vehicle clutch system. Background Art

[0002] The clutch slave cylinder (slave cylinder for short) is an important component of the automobile clutch operating mechanism. Its function is to control the engagement and disengagement of the clutch, thereby cutting off or transmitting the power output of the engine.

[0003] like Figure 1 As shown, in the automobile clutch operating system, the driver steps on the clutch pedal 1, and the pedal push rod 11 connected to the clutch pedal pushes the piston in the master cylinder 2 to move, and the brake fluid in the oil tank of the master cylinder 2 flows outward under pressure. The low-pressure brake fluid enters the slave cylinder 3 through the oil pipe, which pushes the air valve inside the slave cylinder 3 to open, and then allows compressed air to enter the air cavity inside the slave cylinder 3. The compressed air pushes the slave cylinder piston of the slave cylinder to move, and then pushes the slave cylinder push rod 300 connected to the slave cylinder piston to output thrust and displacement to the outside. Under the action of the slave cylinder push rod 300, the release fork 4 rotates around the fulcrum, and drives the release bearing 501 and the diaphragm spring 502 in the clutch 5 to move in turn, so that the pressure applied by the diaphragm spring 502 on the pressure plate 51 is released, so that the pressure plate 51 and the driven plate 52 are separated. When the driver releases the pedal, the brake fluid returns from the slave cylinder 3 to the oil tank of the master cylinder 2, the internal air valve of the slave cylinder 3 is closed, the compressed air in the air cavity of the slave cylinder 3 is discharged, and the slave cylinder has no output thrust and displacement. The diaphragm spring 502 of the clutch 5 is reset, and the pressure plate 51 is pressed again to combine with the driven plate 52. At the same time, under the action of the diaphragm spring 502 and the return spring of the slave cylinder, the release bearing 501, the release fork 4 and the slave cylinder piston are pushed back to the starting position.

[0004] Since the driven plate of the clutch will wear and become thinner during use, the position of the slave cylinder piston will continue to move backward when not working. Although the existing slave cylinder structure can measure the piston position through the wear indicator needle, it is also inconvenient to operate manually, and it is impossible to integrate electrical signals and monitor the wear status of the driven plate in real time through the central control instrument.

[0005] For example Figure 1AAs shown, the air inlet duct 410 of the existing sub-pump is arranged to form a certain angle with the liquid cavity 120, so that the air inlet valve assembly 10 and the hydraulic assembly 20 are in a V-shaped structure (this sub-pump is called a V-shaped sub-pump). Although this V-shaped sub-pump has the advantage of simplifying the internal gas channel and liquid channel, its application occasions are strictly limited. Since its air inlet duct 410 is tilted upward and requires an external high-pressure gas source, this V-shaped sub-pump can only be installed on the side of the gearbox and cannot be installed under the bottom of the gearbox. However, some current vehicle manufacturers need to install the sub-pump on the side of the gearbox, and some need to install the sub-pump under the bottom of the gearbox. Therefore, for the applicant, it is necessary to develop a sub-pump that can be installed on the side of the gearbox and under the bottom of the gearbox. For this purpose, the air channel of the sub-pump needs to be rearranged.

[0006] In addition, the liquid inlet 120m of the liquid cavity 120 is arranged at the tail of the liquid cavity 120. This results in that when the wheel cylinder is installed and fixed in an inclined posture with the air cavity side slightly tilted upward, such as a 5° tilt, the position of the liquid inlet 120m in the liquid cavity 120 is relatively low. When the brake fluid is added to the liquid cavity 120, since the liquid cavity is a closed space, air will remain in the space above the position of the liquid inlet 120m in the liquid cavity (i.e., the space above the dotted line a in the figure), and the residual air cannot be discharged from the liquid cavity. This will cause the brake fluid to fill the residual air area when the driver steps on the clutch pedal, consuming part of the volume of brake fluid that should be used for the movement of the piston rod, thereby reducing the stroke efficiency of the clutch system, reducing the effective stroke, and causing incomplete clutch separation. Summary of the invention

[0007] The technical problem to be solved by the present invention is to provide a vehicle clutch system capable of monitoring the wear state of a driven disc of a clutch, so as to overcome the deficiencies existing in the prior art.

[0008] In order to solve the above technical problems, the present invention adopts the following technical solutions:

[0009] A vehicle clutch system, comprising:

[0010] Clutch pedal;

[0011] A master pump, comprising an oil pot and a master pump piston for compressing the brake fluid in the oil pot, wherein the clutch pedal and the master pump piston are connected via a pedal push rod;

[0012] A slave pump comprises an air valve, an air cavity, a slave pump piston arranged in the air cavity, and a slave pump push rod connected to the slave pump piston, and the oil pot is connected to the slave pump through an oil pipe;

[0013] A release fork, one end of which is connected to the slave cylinder push rod;

[0014] The clutch comprises a release bearing, a diaphragm spring, a pressure plate and a driven plate, the other end of the release fork acts on the release bearing, and the release bearing, the diaphragm spring and the pressure plate are sequentially connected in transmission;

[0015] When the driver steps on the clutch pedal, the pedal push rod pushes the master cylinder piston to compress the brake fluid in the oil pot into the slave cylinder, and the brake fluid pushes the valve core to open the air valve, allowing compressed air to enter the air cavity and push the slave cylinder piston, thereby pushing the slave cylinder push rod to drive the release fork to shift the release bearing of the clutch, and the pressure applied to the pressure plate by the diaphragm spring driven by the release bearing is released, and the pressure plate is separated from the driven plate; when the driver releases the clutch pedal, the brake fluid returns from the slave cylinder to the oil pot of the master cylinder, the air valve is closed, and the gas in the air cavity is discharged, and the diaphragm spring of the clutch is reset, and the pressure plate is re-pressed to combine with the driven plate, and at the same time, under the action of the diaphragm spring, the release bearing, the release fork and the slave cylinder piston are pushed to reset to the starting position;

[0016] Features:

[0017] A displacement sensor is installed on the slave pump, and the displacement sensor measures the displacement change of the slave pump piston, and determines the degree of wear of the driven plate of the clutch according to the degree to which the actual position of the slave pump piston when resetting is offset from the initial position of the slave pump piston.

[0018] In the present invention, as the driven plate of the clutch becomes thinner after being worn, the slave cylinder piston will deviate backward from the initial position when returning. The more serious the wear of the pressure plate, the more the slave cylinder piston deviates backward from the initial position when returning. Therefore, a displacement sensor is installed on the slave cylinder, and the displacement change of the slave cylinder piston is measured by the displacement sensor. The actual position can be measured when the slave cylinder piston is reset, and the degree of wear of the driven plate can be judged according to the degree of deviation from the initial position in time. The displacement sensor can transmit the measured displacement data to the vehicle ECU through the data line and display it through the main control instrument. Compared with the manually operated wear indicator needle measurement method, it realizes the integration of electrical signals and real-time monitoring through the central control instrument. At the same time, the displacement sensor can also be used to monitor the actual working stroke of the slave cylinder piston to determine whether the slave cylinder is working normally.

[0019] In the present invention, the slave pump also includes a liquid cavity located behind the gas cavity and communicating with the gas cavity, an air intake duct located behind the gas cavity, an internal air duct communicating with the air intake duct and the gas cavity, and a liquid intake duct communicating with both the liquid cavity and the air intake duct. The oil pot of the master pump is connected to the liquid intake duct through an oil pipe. The air valve is arranged in the air intake duct. The slave pump piston includes a piston rod arranged in the liquid cavity and extending into the gas cavity and a piston disc arranged in the gas cavity and mounted on the piston rod. The air intake duct is parallel to the liquid cavity. Since the air intake duct is arranged parallel to the liquid cavity, the air intake duct will not tilt upward. Even if it is installed below the bottom of the gearbox, it will not affect the external high-pressure gas source. It can be installed in multiple positions around the gearbox.

[0020] In the present invention, the liquid inlet hole of the liquid cavity communicating with the liquid inlet passage is arranged at the top of the liquid cavity. When the liquid inlet hole of the liquid cavity is arranged at the top of the liquid cavity, when the brake fluid is discharged, the air in the liquid cavity will be automatically discharged from the liquid inlet hole of the liquid cavity through the oil pipe to the master cylinder, and there will be no gas residue at the top of the liquid cavity, thereby avoiding the influence of the residual gas on the stroke of the piston rod, thereby ensuring the accuracy of the transmission control of the slave cylinder and the thoroughness of the clutch separation.

[0021] In the present invention, the front end of the liquid cavity is provided with a first sealing ring for sealing the gap between the piston rod and the liquid cavity, the liquid inlet hole of the liquid cavity is located behind and close to the first sealing ring, and the end surface of the first sealing ring facing the liquid inlet hole of the liquid cavity is provided with a sealing support groove. With such a structure, the brake fluid entering the liquid cavity can quickly reach the first sealing ring at the first time, open the sealing support groove, and then squeeze the inner and outer sealing lips of the first sealing ring to fit closely with the cylindrical surface of the piston rod and the inner wall of the liquid cavity respectively, so as to play a sealing role, and the higher the brake fluid pressure in the liquid cavity, the better the sealing effect.

[0022] In the present invention, the front end of the liquid cavity is also provided with a second sealing ring located in front of the first sealing ring to seal the gap between the piston rod and the liquid cavity, and the second sealing ring has a sealing support groove on its end surface facing the gas cavity. In this way, when high-pressure gas enters the gas cavity, the high-pressure gas will fill into the sealing support groove of the second sealing ring from the gas cavity side, and then squeeze the inner and outer sealing lips of the second sealing ring to fit tightly with the cylindrical surface of the piston rod and the inner wall of the liquid cavity respectively, cooperate with the first sealing ring, play a secondary sealing role, and the higher the gas pressure in the gas cavity, the better the sealing effect.

[0023] In the present invention, the displacement sensor includes a housing, a circuit board, and the sensing guide rod. The housing is divided into a guide rod cavity and a circuit cavity that are parallel to each other. The sensing guide rod is divided into a connecting end that extends into the front cavity and is connected to the piston disk and a sensing end that is located in the guide rod cavity and can slide. A magnet is installed in the sensing end. The circuit board is installed in the circuit cavity, and a plurality of Hall chips are evenly distributed along the length direction of the sensing guide rod. Since the displacement stroke of the piston is relatively long, the corresponding displacement sensor cannot be directly purchased on the market. The present invention distributes a plurality of Hall chips evenly on the circuit board. When the magnet on the sensing guide rod moves in the guide rod cavity, it approaches or moves away from each Hall chip in turn. Each Hall chip will sense the change of the magnetic field in turn and can output different voltages. Then, according to the positional relationship between the different voltages output by each Hall chip and the position of the piston disk, the displacement change of the piston in the sub-pump can be finally measured.

[0024] In the present invention, a bushing is fixed in the guide rod cavity, and the sensing end is located in the bushing and slides. The sensing guide rod is divided into a thick rod portion located at the sensing end side and capable of sliding in the bushing, and a thin rod portion located at the connection end side and outside the bushing. The bushing can play a protective and guiding role in the sliding of the sensing guide rod, and the sensing guide rod is divided into a thick rod and a thin rod, and the thick rod is allowed to slide in the bushing, which has the effect of stabilizing the sliding of the sensing guide rod.

[0025] In the present invention, the inner wall of the bushing is circumferentially distributed with ridges extending in the axial direction, and the circumferential surface of the thick rod portion contacts the ridges. The ridges are used on the inner wall of the bushing to reduce the friction between the bushing and the sensing guide rod, and a gap is provided between the inner wall of the bushing and the sensing guide rod, so that the gas in the bushing can be discharged during the movement of the sensing guide rod, making the sliding of the sensing guide rod more stable and smooth.

[0026] In the present invention, the bushing is made of nylon. Nylon has the function of wear resistance and lubrication. Using nylon as the bushing not only facilitates the smooth movement of the induction guide rod in the bushing, but also reduces the wear of the bushing. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] The present invention is further described in detail below in conjunction with the accompanying drawings and specific embodiments:

[0028] Figure 1 is a structural schematic diagram of a vehicle clutch system;

[0029] Figure 1A It is a schematic diagram of the internal structure of the slave pump in the prior art;

[0030] Figure 2 It is a schematic diagram of the three-dimensional structure of the slave pump of the present invention;

[0031] Figure 3 It is a front view of the slave pump of the present invention;

[0032] Figure 4 It is a rear view of the slave cylinder of the present invention;

[0033] Figure 5 for Figure 4 Middle AA section view;

[0034] Figure 6 for Figure 4 Middle CC section view;

[0035] Fig. 6A for Figure 6 An enlarged view of the intake valve in FIG.

[0036] Figure 7 for Figure 4 Middle DD section view;

[0037] Fig. 7A for Figure 7 Enlarged view of point E in the middle;

[0038] Figure 7B for Figure 7 Enlarged view of point F in the middle;

[0039] Figure 7C for Figure 7 Enlarged view of point G in the middle;

[0040] Figure 8 for Figure 4 A cross-sectional view in the HH direction in the intake state;

[0041] Fig. 8A for Figure 8 The enlarged image at point I in the middle;

[0042] Fig. 9 for Figure 4 A cross-sectional view of the exhaust body in the HH direction;

[0043] Fig. 9A for Fig. 9 Enlarged view of J in the middle;

[0044] Fig.10 for Figure 4 Middle KK section view;

[0045] Fig. 10A for Fig.10 Enlarged view of L in the middle;

[0046] Fig.11 for Figure 3 Middle BB section view;

[0047] Fig.12It is a schematic diagram of the slave cylinder of the present invention being arranged beside the gearbox;

[0048] Fig.13 is a three-dimensional schematic diagram of a displacement sensor;

[0049] Fig.14 It is the main view of the displacement sensor;

[0050] Fig.15 It is the rear view of the displacement sensor;

[0051] Fig.16 for Fig.14 Middle MM section view;

[0052] Fig.17 for Fig.15 Middle NN section view;

[0053] Fig.18 is a schematic diagram of the structure of the bushing;

[0054] Fig.19 This is the circuit board principle block diagram of the displacement sensor;

[0055] Fig. 20 It is the voltage output curve of the Hall chip;

[0056] Fig.21 A schematic diagram showing the relationship between the magnetic field changes sensed by each Hall chip, the output voltage and the piston position;

[0057] Fig. 22 A schematic diagram showing the relationship between the voltage digital value collected by each ADC acquisition port and the piston position;

[0058] Fig.23 A schematic diagram showing the relationship between the digital value and the piston position after data linear fitting is shown.

[0059] Fig.24 The schematic diagram shows the principle that the change of piston position causes the change of magnetic field and voltage in turn, and then the MCU performs linear fitting and generates a characteristic curve;

[0060] Fig.25 This is a schematic diagram showing that the optimal linear region becomes narrower when the Hall chip accuracy decreases. DETAILED DESCRIPTION

[0061] The technical terms involved in the present invention are as follows:

[0062] MCU-Microcontroller Unit, Chinese translation: micro control unit;

[0063] ADC-Analog to Digital Converter, Chinese translation: analog to digital converter;

[0064] ECU-Enginé Controll Un, Chinese translation: Engine Control Unit;

[0065] LDO-Low-dropout regulator, Chinese translation: low voltage difference regulator;

[0066] OA-Operational amplifier, Chinese translation: operational amplifier.

[0067] Figure 1 Combination Figure 5 As shown, the vehicle clutch system of the present invention comprises:

[0068] Clutch pedal 1;

[0069] A master pump 2, having an oil pot and a master pump piston for compressing brake fluid in the oil pot, and a clutch pedal and the master pump piston are connected via a pedal push rod 11;

[0070] The slave pump 3 has an air valve, an air cavity, a slave pump piston disposed in the air cavity, and a slave pump push rod connected to the slave pump piston. The oil pot of the master pump 2 is connected to the slave pump 3 through an oil pipe;

[0071] A release fork 4, one end of which is connected to the slave cylinder push rod 300;

[0072] The clutch 5 comprises a release bearing 501, a diaphragm spring 502, a pressure plate 51 and a driven plate 52. The other end of the release fork 4 acts on the release bearing 501. The release bearing 501, the diaphragm spring 502 and the pressure plate 51 are sequentially connected in transmission.

[0073] When the driver steps on the clutch pedal 1, the pedal push rod 11 pushes the master cylinder piston to compress the brake fluid in the oil tank into the slave cylinder 3. The brake fluid opens the air valve, allowing compressed air to enter the air chamber to push the slave cylinder piston, and then pushes the slave cylinder push rod 300 to drive the release fork 4 to shift the release bearing 501 of the clutch 5. The release bearing 501 drives the diaphragm spring 502 to release the pressure applied to the pressure plate 51, and the pressure plate 51 is separated from the driven plate 52.

[0074] When the driver releases the clutch pedal 1, the brake fluid returns from the slave cylinder 3 to the oil tank of the master cylinder 2, the air valve closes, the gas in the air chamber is discharged, the diaphragm spring 502 of the clutch 5 is reset, and the pressure plate 51 is pressed again to engage with the driven plate 52. At the same time, under the action of the diaphragm spring 502 and the return spring of the slave cylinder, the release bearing 501, the release fork 4 and the slave cylinder piston are pushed back to the starting position.

[0075] A displacement sensor 500 is installed on the slave pump 3. The displacement sensor 500 measures the displacement change of the slave pump piston and determines the degree of wear of the driven plate 52 of the clutch 5 according to the degree of deviation of the actual position of the slave pump piston from the initial position of the slave pump piston when the slave pump piston is reset.

[0076] Specifically, Figures 2 to 6 , combined Figure 7 , Fig.11 As shown, the slave pump with self-exhaust function of the present invention includes a pump housing 100, a slave pump piston, a return spring 230, a push rod 300 and an air valve 400.

[0077] The pump housing 100 has an air cavity 110 , a liquid cavity 120 , an air inlet passage 410 and a liquid inlet passage 420 inside.

[0078] The liquid cavity 120 is located at the rear of the gas cavity 110, and the liquid cavity 120 and the gas cavity 110 are connected and coaxially arranged. The cross-sectional area of ​​the gas cavity 110 is larger than the cross-sectional area of ​​the liquid cavity 120. The front end opening of the gas cavity 110 is installed with a cover plate 111.

[0079] The slave pump piston includes a piston rod 210 disposed in the liquid chamber 120 and a piston plate 220 disposed in the air chamber 110. The front end of the piston rod 210 extends into the air chamber 110, and the piston plate 220 is fixed to the front end of the piston rod 210. A return spring 230 is disposed in the air chamber 110 and is located between the piston plate 220 and the rear wall of the air chamber 110.

[0080] Combination Figure 7 and Fig. 7A As shown, there is a gap between the piston rod 210 and the inner wall of the liquid chamber 120. A first sealing assembly 130 is arranged in the liquid chamber 120 near the front end of the gas chamber 11. A guide sleeve 121 is fixed to the liquid chamber 120 behind the first sealing assembly 130. The piston rod 210 is arranged in the liquid chamber 120 and passes through the guide sleeve 121 and the first sealing assembly 130 in sequence to extend into the gas chamber 110. The guide sleeve 121 is used to fill the gap between the piston rod 210 and the liquid chamber 120, guides the movement of the piston rod 210 in the liquid chamber 120, avoids the piston rod 210 from jumping when it moves axially in the liquid chamber 120, and ensures the smooth axial movement of the piston rod 210.

[0081] The first sealing assembly 130 is disposed between the liquid chamber 120 and the piston rod 210 , and is composed of a first sealing ring 131 , a first retaining ring 132 , a first retaining spring 133 , a second retaining ring 134 , a second sealing ring 135 , a third retaining ring 136 and a second retaining spring 137 from back to front.

[0082] The front end of the liquid chamber 120 is provided with a stop step 120a near the guide sleeve 121, a first clamping groove 120b in the middle, and a second clamping groove 120c near the outlet of the liquid chamber. The first clamping spring 133 is clamped in the first clamping groove 120b, and the second clamping spring 137 is clamped in the second clamping groove 120c. The first retaining ring 132 and the second retaining ring 134 are respectively arranged at the front and rear sides of the first retaining ring 133. The third retaining ring 136 is arranged at the rear side of the second retaining ring 137. The first sealing ring 132 is fixed between the stop step 120a and the first retaining ring 132, and the second sealing ring 135 is fixed between the second retaining ring 134 and the third retaining ring 136.

[0083] In this embodiment, the first sealing ring 131 has a sealing support groove 130a on its end surface facing the rear of the liquid chamber 120. The second sealing ring 135 has a sealing support groove 130a on its end surface facing the air chamber 110. The advantage of such a configuration is that when the brake fluid enters the liquid chamber 120, the brake fluid with a certain pressure will be quickly filled into the sealing support groove 130a of the first sealing ring 131 at the first time, and then the inner and outer sealing lips of the first sealing ring 131 are squeezed to fit closely with the cylindrical surface of the piston rod 210 and the inner wall of the liquid chamber 120, respectively, to play a sealing role, and the higher the brake fluid pressure in the liquid chamber 120, the better the sealing effect. Similarly, when compressed air enters the air cavity 110, the compressed air will fill into the sealing expansion groove 130a of the second sealing ring 135 from the air cavity 100 side, and then squeeze the inner and outer sealing lips of the second sealing ring 135 to fit tightly with the cylindrical surface of the piston rod 210 and the inner wall of the liquid cavity 120 respectively, and cooperate with the first sealing ring to play a secondary sealing role. The higher the gas pressure in the air cavity 110, the better the sealing effect.

[0084] There is a spacing area 122 between the first sealing ring 131 and the second sealing ring 135. During the reciprocating motion of the piston rod 210, due to the sealing effect of the first sealing ring 131 and the second sealing ring 135, the spacing area will form a closed area, forming back pressure, which will cause the piston rod 210 to move unsteadily. To avoid this situation, the pump housing 100 also has a ventilation channel 120e that connects the closed area 122 with the outside.

[0085] Combination Figure 7CAs shown, a second sealing component is arranged on the circumferential surface of the piston disc 220. The second sealing component includes a first groove 221 arranged on the circumferential surface of the piston disc 220 and a third sealing ring 141 arranged in the first groove 221. The third sealing ring 141 is used to achieve sealing between the piston disc 220 and the circumferential inner wall of the air cavity 110. The sealing support groove 130a of the third sealing ring 141 faces the rear part of the air cavity 110. In this way, the compressed air entering the air cavity 110 can also be filled into the sealing support groove 130a of the third sealing ring 141, and then the inner and outer sealing lips of the third sealing ring 141 are squeezed to fit closely with the circumferential surface of the piston disc 220 and the inner wall of the air cavity 110 respectively, so as to play a sealing role. In addition, a second groove 222 is also arranged on the circumferential surface of the piston disc 220 in front of the first groove 221, and a guide ring 142 is arranged in the second groove 222. The gap between the guide ring 142 and the air cavity 110 is very small, which can enable the piston disc 220 to move smoothly in the air cavity 110 .

[0086] Combination Figure 7B As shown, the front end face of the piston rod 210 is also provided with a ball socket 211. The push rod 300 passes through the cover plate 111, and its rear end has a semicircular ball head 301. The ball head 301 is installed in the ball socket 211 and fixed by an elastic clamp 302. The elastic clamp 302 is a conical tubular structure that allows the ball head 301 to pass through. Its large head end 302a is clamped on the hole wall of the ball socket 311, and the small head end 302b is clamped on the ball head 301, fixing the ball head 301 to prevent the ball head 301 from falling out of the ball socket, and this fixing method will not limit the rotation of the ball head 301 in the ball socket 211, so that the push rod 300 can swing appropriately when transmitting force outward.

[0087] For example Figure 7 and Figure 8 As shown, one end of the return spring 230 abuts against the positioning groove 231 on the inner disk surface of the piston disk 220, and the other end abuts against the rear wall of the air cavity 110 and is positioned by the raised platform 232 protruding from the rear wall and surrounding the liquid cavity. The function of the return spring 230 is: when there is no compressed air in the air cavity 110 and no brake fluid in the liquid cavity 120, the return spring 230 can balance the reaction force of the clutch pressure plate, so that the piston disk 220 always returns to the initial position of the air cavity 110.

[0088] Combination Figure 2 , Figure 7 and Fig.11 As shown, the air inlet 410 is arranged parallel to the liquid chamber 120. Fig. 6A As shown, the air valve 400 is installed in the air inlet 410 , and includes a valve seat 401 , a sealing plug 402 , a cylinder 403 , a first spring 404 , a valve core 406 , a second spring 407 and a cover 408 .

[0089] Recombination Figure 8 and Fig. 8A As shown, the valve seat 401 and the cylinder 403 are fixed in the air inlet 410 by pressing the cover 408. The valve seat 401 divides the air inlet 410 into a front chamber 410a and a rear chamber 410b. The sealing plug 402 is located in the rear chamber 410b, and its plugging part initially seals the valve seat opening 401a of the valve seat 401. The cylinder 403 is located behind the sealing plug 402. The plunger part of the sealing plug 402 is located in the cylinder 403, and the two are sealed by a fourth sealing ring 403a. The sealing plug 402 can move forward and backward axially under the guidance of the cylinder 403. The first spring 404 is sleeved on the cylinder 403 and is arranged between the flange at the rear end of the cylinder 403 and the plugging part of the sealing plug 402. The valve core 406 is arranged in the front cavity 410a, and the rear end of the valve core 406 has a head 406a that can pass through the valve seat opening 401a, and the second spring 407 is arranged between the valve seat 401 and the valve core 406. Under the elastic action of the second spring 407, in the initial state, there is a gap between the valve core 406 and the valve seat 401. The valve core 406 has an air passage 406b extending from the rear end surface of the head 406a to the interior and a lateral air passage 406c connected from the air passage 406b to the side surface of the valve core 406. The position corresponding to the lateral air passage 406c in the front cavity 410a is provided with an exhaust channel 411a connected to the outside. The valve core 406 is provided with a fifth sealing ring 406d (such as a fifth sealing ring 406d) sealed with the inner wall of the front cavity 410a on both sides of the lateral air passage 406. Fig. 6A The sealing plug 402 has a sealing gasket 402a on its front end surface, so that it can play a sealing role when it contacts the valve seat opening 401a of the valve seat 401 or the head 406a of the valve core 406. The fourth sealing ring 403a is arranged on the peripheral surface of the plunger of the sealing plug 401.

[0090] Combined with Figure 2 As shown, the rear end of the air inlet 410 has an air inlet interface 405 which is horizontally and vertically connected to the air inlet 410. The air inlet interface 405 is connected to the rear cavity 410b. The air inlet interface 405 is used to connect to a high-pressure gas source.

[0091] Combination Figure 2 , Fig.10 and Fig. 10A As shown, the front cavity 410a has an air hole 411b at a position close to the valve seat 401. The pump housing 100 is provided with an internal air passage 411 extending from the air hole 411b to the rear wall of the air cavity 110.

[0092] Combination Figure 2 and Fig.11As shown, the pump housing 100 also has a liquid inlet channel 420. The liquid inlet channel 420 is horizontally perpendicular to the air inlet channel 410 and intersects with the air inlet channel 410 and the liquid cavity 120 respectively, and then forms an air inlet channel liquid inlet hole 421 (such as Fig. 6A As shown in FIG. 1 ), a liquid inlet hole 422 is formed at the top of the liquid cavity 120 near the guide sleeve 121 (as shown in FIG. 1 ). Fig. 7A shown).

[0093] Since the air inlet 410 is parallel to the liquid chamber 120 and does not tilt upward, the slave pump can be arranged at multiple locations beside the transmission. Fig.12 As shown, the slave cylinder 001 can be arranged at the upper left corner, the left side, and the bottom of the gearbox 002.

[0094] For example Fig. 6A As shown, a blocking step 410c is also provided in the middle of the front chamber 410a to stop the valve core 406 from moving to the bottom of the front end of the front chamber 410a. Thus, under the blocking of the blocking step 410, when the valve core 406 is in the initial state, there is always a gap between the front end of the valve core 406 and the bottom of the front chamber 410a, and the gap enables the brake fluid to smoothly enter the front chamber 410a from the inlet hole 421 of the air inlet.

[0095] When the driver steps on the clutch pedal, the clutch pedal controls the main pump in the vehicle clutch system to output brake fluid. The brake fluid enters the front chamber 410a of the intake duct 410 through the intake duct inlet hole 421 through the intake duct via the fluid inlet 420 and enters the fluid chamber 120 through the fluid chamber inlet hole 422.

[0096] When the brake fluid enters the front chamber 410a of the air inlet 410, it will drive the valve core 406 to push open the sealing plug 402 and separate it from the valve seat 401, and open the valve seat port 401a, so that the rear chamber 410b and the front chamber 410a are connected. At this time, the compressed air located in the rear chamber 410b will enter the front chamber 410a through the valve seat port 410b, and enter the air chamber 110 from the air hole 411b through the internal air channel 411 (that is, at this time, the air inlet interface 405, the rear chamber 410b, the valve seat port 401a of the valve seat 401, the front chamber 410a, the air hole 411, and the internal air channel 411 that are connected in sequence form an air inlet channel, such as Fig. 8A and Fig. 10A As shown by the arrow in the middle). Therefore, the piston plate 220 in the air chamber 110 moves forward under the action of the compressed air and the piston rod 110 in the liquid chamber 120 moves forward under the action of the brake fluid, driving the push rod 300 forward, thereby driving the clutch pressure plate and the driven plate to separate. When the valve core 406 pushes the sealing plug 402, the sealing plug 402 simultaneously blocks the mouth of the air passage 406b, preventing the compressed air flowing into the front chamber 410a from leaking out of the air passage 406b.

[0097] When the driver releases the clutch pedal, the clutch pedal no longer controls the main pump to output brake fluid to the slave pump, and the brake fluid in the front chamber 410a and the fluid chamber 120 loses pressure. In this way, the valve core 406 in the intake passage 410 retreats to the initial position under the action of the second spring 407, and the sealing plug 402 retreats to the valve seat opening 401a of the initial sealing valve seat 401 under the action of the first spring 404, cutting off the connection between the rear chamber 410b and the front chamber 410a. At the same time, the push rod 300 drives the piston rod 210 and the piston plate 220 to retreat together under the reaction force of the clutch pressure plate. During the retreat process, the piston rod 210 discharges the brake fluid in the liquid chamber from the liquid chamber inlet hole 422 via the liquid inlet channel 420 back to the main pump, and the piston plate 220 discharges the gas in the air chamber 110 to the outside of the sub-pump through the internal air channel 411, the air hole 411b, the gap between the valve core 406 and the valve seat 401, the middle air channel 406b, the lateral air channel 406c, and the exhaust channel 411a (that is, at this time, the internal air channel 411, the air hole 411b, the gap between the valve core 406 and the valve seat 401, the middle air channel 406b, the lateral air channel 406c, and the exhaust channel 411a are connected in sequence to form an exhaust channel, such as Fig. 9 , Fig. 9A arrows).

[0098] From the above description, it can be seen that the air valve 400 of the invention can automatically switch between intake and exhaust according to whether brake fluid is introduced, and the switching is fast and reliable without any blowby problem.

[0099] For example Fig. 8A As shown, an exhaust hole 402b is also provided in the sealing plug 402, which runs through the rear end face to the front end face. When the valve core 406 abuts against the sealing plug 402, the exhaust hole 402b is connected with the central air passage 406b, so that the inside of the cylinder 403 is connected with the outside through the exhaust hole 402b, the central air passage 406b, the lateral air passage 406c, and the exhaust hole 411a in sequence, solving the problem of back pressure caused by the formation of a closed space inside the cylinder 403 when the sealing plug 402 moves back and forth, and avoiding affecting the stroke of the sealing plug 401.

[0100] like Figure 7 and Fig. 7AAs shown, the liquid cavity inlet hole 422 is located at the top of the liquid cavity 120 and is arranged close to the guide sleeve 121, that is, close to the first sealing ring 131 of the sealing assembly 130. A guide groove 422a extending from the liquid cavity inlet hole 422 to the first sealing ring 131 is also arranged at the top of the liquid cavity 120. Since the liquid cavity inlet hole 422 is close to the first sealing ring 131 and the guide groove 422a has a guiding function, the brake fluid flowing in from the liquid cavity inlet hole 422 will first flow to the first sealing ring 131 quickly, and first open the first sealing ring 131 to quickly achieve the sealing effect on the piston rod 210, thereby improving the sealing effect. Setting the liquid inlet hole 422 at the top of the liquid cavity 120 is conducive to the automatic discharge of air in the liquid cavity 120, and has the function of automatic exhaust. No air will remain in the liquid cavity. Therefore, when the clutch pedal is stepped on to fill the brake fluid, there is no air residual area in the liquid cavity that needs to be filled with the added brake fluid first. The brake fluid will directly drive the piston rod, avoiding the influence of residual air in the liquid cavity on the stroke of the clutch system, thereby ensuring the accuracy of the transmission control of the slave cylinder and the thoroughness of the clutch separation.

[0101] For example Figure 5 As shown, in order to measure the displacement of the piston (ie, the piston plate 220 ), the pump housing 100 further has a mounting hole 140 communicating with the air cavity 110 at the rear of the air cavity 110 . The displacement sensor 500 is fixed in the mounting hole 140 .

[0102] like Figures 13 to 18 As shown, the displacement sensor 500 includes a housing 510 , a circuit board 520 , a sensing guide rod 530 , a bushing 540 and a magnet 550 .

[0103] Among them, the shell 510 is fixed in the mounting hole 140, and a sealing ring is arranged between the two for sealing. The shell 510 is composed of a shell body 510a and an end cover 510b. The shell body 510a is divided into a circuit cavity 511, a guide rod cavity 512 and a pin interface 513. The guide rod cavity 512 is parallel to the circuit cavity 511. The guide rod cavity 512 has an opening leading to the air cavity 110, and the circuit cavity 511 has an opening away from the air cavity 110. The end cover 510b blocks the opening of the circuit cavity 511. The circuit board 520 is installed and fixed in the circuit cavity 511. The pin interface 513 is perpendicular to the circuit cavity 511, and a pin 513a electrically connected to the circuit board 520 is fixed inside. The signal generated by the sensor can be transmitted to the vehicle ECU by connecting the vehicle ECU through the pin interface 513 via the wiring harness.

[0104] The bushing 540 is fixed in the guide rod cavity 512 and has an opening leading to the air cavity 110. One end of the induction guide rod 530 is a connection end 530a connected to the piston disc 220, and the other end is a sensing end 530b located in the guide rod cavity 512. Accordingly, the induction guide rod 530 is divided into a thick rod portion 531 located in the bushing 540 near the sensing end 530b and a thin rod portion 532 located outside the bushing 540 near the connection end 503a. The length of the thick rod portion 531 is equivalent to the length of the bushing 540, and the thick rod portion 531 has a mounting cavity 533 at the position of the sensing end 530b. The magnet 550 is fixedly installed in the mounting cavity 533.

[0105] Hall chips are evenly spaced on the circuit board 520 along the length of the sensing rod 530. When the sensing rod 530 moves in the bushing 540, each Hall chip 523 generates different voltage signal outputs as the magnet 550 approaches and moves away, thereby measuring the displacement of the piston disk 220.

[0106] like Fig.18 As shown, the inner wall of the bushing 540 is circumferentially distributed with semicircular ridges 541 extending in the axial direction, and the circumferential surface of the thick rod portion 531 is in line contact with the ridges 541. Such a structure reduces the friction between the bushing and the sensing guide rod, and allows a gap between the inner wall of the bushing and the sensing guide rod, so that the gas in the bushing can be discharged during the movement of the sensing guide rod, making the sliding of the sensing guide rod more stable and smooth. In addition, the outer wall of the bushing 540 has a convex ring 542 stuck in the shell body 510a. The bushing 540 and the shell body 510a can be fixed together by injection molding. With such a structure, the bushing 540 is firmly fixed in the shell 510, and loosening between the bushing 540 and the shell 510 is avoided, ensuring the reliable operation of the sensor. In this embodiment, the material of the bushing 540 is nylon, which has the effect of wear resistance and lubrication. Using nylon as the bushing is not only conducive to the smooth movement of the sensing guide rod in the bushing, but also can reduce the wear of the bushing.

[0107] like Fig.19As shown, the circuit board 520 includes a power supply main module 521, an operational amplifier 522, an MCU, and a plurality of Hall chips 523. The MCU has an ADC acquisition port 524 and a PWM output port 525. In this embodiment, a total of five Hall chips 523 (i.e., hall1, hall2, hall3, hall4, and hall15) are used, and the voltage signals are respectively transmitted to five operational amplifiers 522 (i.e., operational amplifier 1, operational amplifier 2, operational amplifier 3, operational amplifier 4, and operational amplifier 5) for amplification processing. The MCU has five ADC acquisition ports 524 (i.e., ADC1, ADC2, ADC3, ADC4, and ADC5) for respectively acquiring the amplified voltage signals from the five operational amplifiers 522.

[0108] The power supply module 521 includes an input protection circuit and an LDO module. The input protection circuit has the functions of anti-reverse connection, anti-surge, anti-static, and anti-overvoltage. The LDO module has the functions of voltage regulation and voltage reduction, overcurrent protection, overtemperature protection, power supply isolation, and improving the power supply voltage noise suppression coefficient, filtering, and limiting. Since the input protection circuit and the LDO module are both mature circuit modules in the prior art, the detailed circuit structures of the two are not introduced in detail.

[0109] The input protection circuit obtains 5V voltage from the vehicle ECU and gives it to the LDO module for processing. The LDO module converts the 5V voltage obtained from the vehicle ECU into 3.3V voltage to power each Hall chip 523, each operational amplifier 522 and MCU respectively.

[0110] When the piston disc 220 moves in the air cavity 110, driving the magnet 550 at the inductive end of the inductive guide rod 530 to pass through each Hall chip 523 in sequence, each Hall chip 523 will sense the change of the surrounding magnetic field in sequence, and then generate a changing voltage signal. Since the voltage signal generated by the Hall chip 523 is relatively weak, it needs to be input into the operational amplifier 522 for amplification. For example, when the magnet passes through, each Hall chip 523 of this embodiment will sense the magnetic field change range of -8mT to +8mT, and the voltage signal range generated is 0.28V to 1.72V. This voltage signal is too weak, so the operational amplifier 522 needs to be amplified twice, thereby generating a voltage signal of 0.56V to 3.44V for the MCU.

[0111] like Fig. 20 As shown, the voltage signal curve generated by the Hall chip has the best linearity in the range of 1.04V to 2.96V. Therefore, the ADC acquisition port 524 in the MCU only collects the voltage in the best linear region, that is, between 1.04V and 2.96V.

[0112] Fig.21The relationship between the magnetic field change sensed by each Hall chip, the output voltage and the piston position is shown. The output voltage of each Hall chip 523 corresponds to the position of the piston. Therefore, each position will correspond to the voltage collected by each Hall chip 523 and the 5-way ADC acquisition port 524. When the finished product is calibrated at the factory, the sensing guide rod 530 will be moved from 0 to 85mm. At this time, the five-way ADC voltage is collected, and the voltage and actual displacement data can be obtained, and this data is written to the register of the MCU. When the client uses it, the next time the sensing guide rod appears in the same position, the corresponding position can be read, and the relationship between the voltage and position can be obtained (for example: the voltage collected by ADC4 is 1.52V, and then it can be known that the position of the piston is 55mm).

[0113] Therefore, when the voltage collected by ADC1 is 2~2.96V, the corresponding piston position is 0-10mm; when the voltage collected by ADC2 is 1.04~2.96V, the corresponding piston position is 10-30mm; when the voltage collected by ADC3 is 1.04~2.96V, the corresponding piston position is 30-50mm; when the voltage collected by ADC4 is 1.04~2.96V, the corresponding piston position is 50-70mm; when the voltage collected by ADC5 is 1.04~2.96V, the corresponding piston position is 70-90mm.

[0114] And the PWM signal output value of the PWM output port 525 is also corresponding to the piston position. It is known that the piston moves 85mm, and the effective PWM signal output value is 10%-90%. Then (90-10) / 85=0.94% / mm, that is, for every 1mm of movement, the PWM signal output value changes by 0.94%. Therefore, when the ADC4 acquisition voltage is 1.52V, the PWM signal output value=10%+55×0.94%=61.77%.

[0115] When the ADC acquisition port is collecting voltage, it will convert the analog voltage signal into a digital value. For example, for a 12-bit ADC, 3.6V reference voltage, the converted digital value of the voltage 1.8V is 2048 (i.e. 1.8 / 3.6×4096=2048). Fig. 22 The corresponding relationship between the piston displacement value and the voltage digital quantity collected by each ADC acquisition port is shown.

[0116] The digital quantities collected by each ADC acquisition port 524 are distributed on their own straight line segments, forming multiple line segments, but all of them change linearly and have the same slope. Therefore, the MCU can perform linear fitting on the digital quantities collected by the five ADC acquisition ports as a whole, fitting them into a continuous straight line, where the digital quantities change linearly and continuously from 1600 to 14400, such as Fig.23As shown in FIG. Linearly fitting multiple segments of data to continuous data on a straight line is a prior art, which will not be elaborated here.

[0117] Then use the digital value (1600-14400) at the corresponding displacement position after fitting as the numerator of the PWM signal. Since the clock of the PWM output port is 8M and the frequency of the PWM output port is 500Hz (ie 0.5KHz, 0.0005MHz), 8 / 0.0005=16000 is the count of one cycle, which is used as the denominator. In this way, by dividing the numerator by the denominator, we can get the corresponding PWM signal output value at the corresponding position. For example, the corresponding digital value after fitting at the starting point 0mm is 1600, and the obtained PWM signal output value = 1600 / 16000×100%=10%; the corresponding digital value after fitting at the end point 85mm is 14400, and the obtained PWM signal output value = 14400 / 16000×100%=90%, and the corresponding digital value after fitting at the position 55mm is 9882.56, and the obtained PWM signal output value is 9882.56 / 16000×100%=61.77%. In this way, the MCU realizes the control of the PWM signal output.

[0118] In summary, since there is a one-to-one correspondence between the PWM signal output value and the piston position, this one-to-one correspondence can be stored in the vehicle ECU. Fig.24 As shown, when the piston disc 220 is displaced in the air cavity, the magnetic sensing end of the sensing guide rod 530 (i.e., the magnet 550) passes through each Hall chip in sequence, which will cause each Hall chip to sense different magnetic field sizes in sequence, and then output corresponding voltage signals, which are amplified by the operational amplifier and then digitally converted through the ADC acquisition port in the MCU. After the MCU performs data linear fitting, the voltage digital quantity corresponding to each piston position is obtained after fitting, and then the output characteristic curve of the linear corresponding piston position of the PWM signal output value is calculated and generated. Therefore, when the piston disc is displaced to different positions, the displacement sensor will output the corresponding PWM signal output value to the vehicle ECU, and finally the vehicle ECU controls the display device to display the position of the piston according to the one-to-one correspondence between the PWM signal output value and the position of the piston. The display device can be a vehicle dashboard, a central control display screen, or a terminal device connected to the vehicle ECU during maintenance.

[0119] After the displacement sensor works for a long time, the mechanical part will be worn and the magnetic field of the magnet will be attenuated, which will affect the accuracy of the product. Fig.25As shown in the figure, the best linear region collected by the MCU becomes narrower, with the highest point dropping from 2.96V to 2.9V and the lowest point rising from 1.04V to 1.1V. This phenomenon of the narrowing of the best linear region will reduce the measurement accuracy of the displacement sensor, resulting in inaccurate measurement position.

[0120] In order to offset the impact of mechanical wear and magnet magnetic field attenuation, dynamic compensation is required. The specific compensation methods are as follows:

[0121] When leaving the factory, the voltage range of each Hall chip output will be collected and calibrated to the standard voltage range V min To V max (In this embodiment, it is 1.04V to 2.96V). The MCU has a storage function to store the mapping relationship between the actual collected voltage signal and the standard voltage range. When working, the MCU will compare the collected voltage with the stored voltage. After running for a period of time, the output voltage range of the Hall chip becomes narrower, and the voltage range actually collected by the MCU will become V min窄 To V max窄 (i.e. the warning voltage range, for example, in this embodiment it is 1.1V-2.9V). At this time, the MCU will dynamically compensate the collected voltage signal through the formula "V0=K×V1+B" to map it back to the standard voltage range of 1.04-2.96V during calculation, where V0 is the voltage value after dynamic compensation, V1 is the voltage value collected before dynamic compensation, K is the compensation coefficient, and B is the compensation constant. In this embodiment, since the standard voltage range is 1.04V-2.96V and the warning voltage range is 1.1V-2.9V, the value of the compensation coefficient K is 1.067, and the value of the compensation constant B is -0.133. In this way, when the actual voltage range collected by the MCU is narrowed to the warning voltage range of 1.1V-2.9V, dynamic compensation is performed through the formula, and the lowest point voltage value V after dynamic compensation is 0min =1.1×1.067-0.133=1.04, the highest point voltage value after dynamic compensation V 0max =2.9×1.067-0.133=2.96, so that the voltage signal actually collected by the MCU is re-mapped back to the corresponding voltage in the standard voltage range of 1.04V-2.96V, ensuring the measurement accuracy. The MCU stores the mapping relationship between the new actual collected voltage signal and the standard voltage range. When the voltage range collected by the MCU is narrowed to 1.1V-2.9V again, the MCU will dynamically compensate the collected voltage signal through the formula "V0=K×V1+B" to map it back to the standard voltage range of 1.04-2.96V during calculation, and so on, thereby ensuring the measurement accuracy of the displacement sensor.

[0122] The vehicle clutch system of the present invention can also monitor the wear of the clutch pressure plate: when the driver releases the clutch pedal, the displacement position of the piston after returning to its original position measured by the displacement sensor deviates from the initial position by more than the set threshold value, indicating that the clutch pressure plate is seriously worn and needs to be replaced. For example, before the driver steps on the clutch pedal, the initial position of the piston in the air chamber is 40 mm. When the clutch pedal is stepped on, the piston moves forward, driving the push rod, and then driving the clutch pressure plate to separate from the driven plate. When the driver releases the clutch pedal, if the clutch pressure plate is not worn, the piston just returns to the initial position of 40 mm under the balanced action of the pressure plate reaction force and the return spring. However, when the pressure plate is worn, the pressure plate becomes thinner, causing the piston to deviate backward from the initial position when returning. The more serious the wear of the pressure plate, the more the piston deviates backward from the initial position when returning. For this reason, a threshold value can be set in the vehicle ECU. When the degree of deviation exceeds the set threshold value, it means that the clutch pressure plate is seriously worn and needs to be replaced. The vehicle ECU can also further issue an alarm accordingly.

Claims

1. A vehicle clutch system, comprising: Clutch pedal; A master pump, comprising an oil pot and a master pump piston for compressing the brake fluid in the oil pot, wherein the clutch pedal and the master pump piston are connected via a pedal push rod; A slave pump comprises an air valve, an air cavity, a slave pump piston arranged in the air cavity, and a slave pump push rod connected to the slave pump piston, and the oil pot is connected to the slave pump through an oil pipe; A release fork, one end of which is connected to the slave cylinder push rod; The clutch comprises a release bearing, a diaphragm spring, a pressure plate and a driven plate, the other end of the release fork acts on the release bearing, and the release bearing, the diaphragm spring and the pressure plate are sequentially connected in transmission; When the driver steps on the clutch pedal, the pedal push rod pushes the master cylinder piston to compress the brake fluid in the oil pot into the slave cylinder. The brake fluid opens the air valve, allowing compressed air to enter the air cavity and push the slave cylinder piston, which in turn pushes the slave cylinder push rod to drive the release fork to shift the release bearing of the clutch. The pressure applied to the pressure plate by the diaphragm spring driven by the release bearing is released, and the pressure plate is separated from the driven plate. When the driver releases the clutch pedal, the brake fluid returns from the slave cylinder to the oil pot of the master cylinder, the air valve is closed, and the gas in the air cavity is discharged. The diaphragm spring of the clutch is reset, and the pressure plate is re-pressed to combine with the driven plate. At the same time, under the action of the diaphragm spring and the return spring of the slave cylinder, the release bearing, the release fork and the slave cylinder piston are pushed to reset to the starting position. Features: A displacement sensor is installed on the slave pump, and the displacement sensor measures the displacement change of the slave pump piston, and determines the degree of wear of the driven plate of the clutch according to the degree to which the actual position of the slave pump piston when resetting is offset from the initial position of the slave pump piston.

2. The vehicle clutch system according to claim 1, characterized in that: The slave pump also includes a liquid cavity located behind the air cavity and communicating with the air cavity, an intake duct located behind the air cavity, an internal air duct communicating with the intake duct and the air cavity, and a liquid inlet duct communicating with both the liquid cavity and the intake duct. The oil tank of the master pump is connected to the liquid inlet duct through an oil pipe, the air valve is arranged in the intake duct, the slave pump piston includes a piston rod arranged in the liquid cavity and extending into the air cavity, and a piston disk arranged in the air cavity and mounted on the piston rod, and the intake duct is parallel to the liquid cavity.

3. The vehicle clutch system according to claim 1, characterized in that: The liquid inlet hole of the liquid cavity communicating with the liquid inlet channel is arranged at the top of the liquid cavity.

4. The vehicle clutch system according to claim 2, characterized in that: A first sealing ring is provided at the front end of the liquid chamber to seal the gap between the piston rod and the liquid chamber. The liquid inlet hole of the liquid chamber is located behind and close to the first sealing ring. The first sealing ring has a sealing support groove on its end surface facing the liquid inlet hole of the liquid chamber.

5. The vehicle clutch system according to claim 4, characterized in that: The front end of the liquid cavity is also provided with a second sealing ring located in front of the first sealing ring to seal the gap between the piston rod and the liquid cavity. The end surface of the second sealing ring facing the air cavity is provided with a sealing support groove.

6. The vehicle clutch system according to claim 2, characterized in that: The displacement sensor includes a shell, a circuit board, and the sensing guide rod. The shell is divided into a guide rod cavity and a circuit cavity which are parallel to each other. The sensing guide rod is divided into a connecting end which extends into the front cavity and is connected to the piston disk, and a sensing end which is located in the guide rod cavity and can slide. A magnet is installed in the sensing end. The circuit board is installed in the circuit cavity, and a plurality of Hall chips are distributed on it at equal intervals along the length direction of the sensing guide rod.

7. The vehicle clutch system according to claim 6, characterized in that: A bushing is fixed in the guide rod cavity, and the sensing end is located in the bushing and slides.

8. The vehicle clutch system according to claim 7, characterized in that: The sensing guide rod is divided into a thick rod portion located at the sensing end side and capable of sliding in the bushing and a thin rod portion located at the connecting end side and outside the bushing.

9. The vehicle clutch system according to claim 4, characterized in that: The inner wall of the bushing is circumferentially provided with ridges extending in the axial direction, and the circumferential surface of the thick rod portion is in contact with the ridges.

10. The vehicle clutch system according to claim 7, characterized in that: The bushing is made of nylon.

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