A fast-intake hydraulic clutch master pump for automobiles

Abstract

The present invention relates to the field of clutch technology, and in particular to a fast-input hydraulic clutch master pump for automobiles. Its technical solution includes: a telescopic rod is inserted into the inside of the shell, one end of which is connected to the piston body, and a double cone spring is arranged between the piston and the damping buffer pad, which can provide appropriate elastic force in different working stages. An oil inlet channel and a buffer adjustment component are arranged above the shell. The buffer adjustment component is equipped with a dynamic flow regulating valve, which is connected to an external hydraulic source through an oil inlet pipe and is connected to the oil inlet channel through a connecting branch pipe, so as to accurately control the oil flow and pressure and meet the fast oil inlet requirements of the automobile clutch under different working conditions. The two ends of the shell are respectively a fixed plate and a cache chamber, and the fixed plate is equipped with a fixed cover, which is connected to an annular dust cover to play a dustproof and protective role; the cache chamber is connected to the oil tank through a one-way valve and a connecting pipe, which can store and release hydraulic energy and provide power for piston reset. The present invention realizes the efficient and stable operation of the automobile clutch master pump through the coordinated cooperation of various components.

Description

Technical Field

[0001] The invention relates to the technical field of clutches, and in particular to a quick-oil-inlet hydraulic clutch master pump for an automobile. Background Art

[0002] The clutch master cylinder is the part connected to the clutch pedal and connected to the clutch booster through the oil pipe. Its function is to collect pedal stroke information and release the clutch through the booster. When the driver steps on the clutch pedal, the push rod pushes the master cylinder piston to increase the oil pressure, which enters the slave cylinder through the hose, forcing the slave cylinder pull rod to push the release fork and push the release bearing forward; when the driver releases the clutch pedal, the hydraulic pressure is released, the release fork gradually returns to its original position under the action of the return spring, and the clutch is in the engaged state again.

[0003] After searching, the patent with the patent announcement number CN119267459A discloses a clutch master pump, including a pump body, an oil inlet pipe on the surface of the pump body, a piston assembly sliding in a limited position at one end of the pump body, an oil outlet at the other end of the pump body, and an auxiliary reset assembly on the surface of the pump body near the oil inlet pipe. Although the device assists in pushing the piston to move and reset by setting an auxiliary reset assembly during use, thereby reducing the pressure of oil pressure on the pump body and the oil outlet, the device has many shortcomings when used. The oil inlet channel adopts a traditional straight-cylinder design, which has a large oil flow resistance and low oil inlet efficiency, and it is difficult to ensure the stability of oil flow. Moreover, it is impossible to effectively suppress the turbulence phenomenon when the oil flows out; it is impossible to provide appropriate elastic force in different working stages, and the system stability and response accuracy are poor. In addition, it is difficult to meet the precise control of oil flow and pressure under different working conditions, the components are easy to wear, and the sealing is poor. Summary of the invention

[0004] In view of the deficiencies in the prior art, the present invention provides a rapid oil-intake hydraulic clutch master pump for an automobile, which solves the problems raised in the background technology.

[0005] The solution of the present invention to solve the above technical problems is as follows:

[0006] A fast-input hydraulic clutch master cylinder for an automobile comprises a housing, wherein a telescopic rod is inserted into the interior of the housing;

[0007] A piston body is provided at one end of the telescopic rod located in the shell, a damping cushion is installed inside the shell, a double cone spring is installed between the damping cushion and the piston body, an oil inlet channel is installed above the shell through an oil inlet port, a buffer adjustment component is installed above the shell through the oil inlet channel, a dynamic flow regulating valve is installed on the buffer adjustment component, an oil inlet pipe is provided on the dynamic flow regulating valve, the dynamic flow regulating valve is connected to an external hydraulic source through the oil inlet pipe, and the oil inlet pipe is connected to the oil inlet channel through a connecting branch pipe;

[0008] A fixing plate and a cache cavity are respectively provided at both ends of the shell, a fixing cover is installed at the fixing plate, an annular dust cover is installed at one end of the telescopic rod located outside the shell through the fixing cover, a connecting pipe is connected to the cache cavity through a one-way valve, and an oil tank is installed at the end of the connecting pipe away from the one-way valve.

[0009] Based on the above technical solution, the present invention can also be improved as follows.

[0010] Furthermore, a first hydraulic chamber is provided in the cache chamber, and a second hydraulic chamber is provided in the connecting pipe. The volume of the first hydraulic chamber is 1.2-1.8 times the volume of the second hydraulic chamber. When the pressure difference between the first hydraulic chamber and the second hydraulic chamber is 0.5-2MPa, the piston body is driven to reset, and the reset stroke time is 0.1-0.3 seconds.

[0011] The beneficial effects of adopting the above further scheme are:

[0012] By reasonably setting the volume ratio and pressure difference between the first hydraulic chamber and the second hydraulic chamber, a stable and appropriate power can be provided for the reset of the piston body. When the pressure difference reaches the set range, the piston body can be driven to complete the reset stroke in a short time of 0.1-0.3 seconds, ensuring the high efficiency and stability of the clutch master pump working cycle, and improving the response speed and working efficiency of the entire hydraulic system.

[0013] Furthermore, the oil inlet channel is a stepped expansion structure, which is composed of three or four oil channel sections of different diameters connected in series, the diameter gradient ratio of adjacent oil channel sections is 1:1.2 to 1:1.8, and the diameter of the oil channel section close to the shell is 2-4mm, and the diameter of the oil channel section away from the shell is gradually expanded to 4-8mm, and the adjacent oil channel sections are transitioned by a gradual curved surface, and the curvature radius of the arc transition surface between adjacent oil channel sections is 1.5-2 times the diameter of the oil channel section, and the inner wall of the final oil channel section is provided with a friction-reducing coating with a thickness of 20-50μm, and the surface roughness of the friction-reducing coating Ra≤0.1μm, The friction-reducing coating is a diamond-like carbon film (DLC) or a molybdenum disulfide composite coating, and the friction coefficient is ≤0.08; a turbulence suppression net is provided at the outlet end of the final oil channel section, the turbulence suppression net has a pore size of 0.3-0.8 mm, a porosity of 40%-60%, and a material of nickel-titanium alloy or carbon fiber reinforced polymer; the mesh of the turbulence suppression net is arranged in a hexagonal honeycomb shape, the mesh wire diameter is 0.1-0.3 mm, the surface is polished to Ra≤0.05 μm, and the mesh surface is installed at an inclination angle of 15°-30° to the axis of the final oil channel section, and the inclination direction is consistent with the oil flow direction.

[0014] The beneficial effects of adopting the above further scheme are:

[0015] The stepped and gradually expanding oil inlet channel structure with a suitable diameter gradient ratio is conducive to guiding the oil to flow into the housing quickly and smoothly, reducing the resistance of the oil flow and improving the oil inlet efficiency. The design of the gradual surface transition reduces the sudden change in the oil flow process and avoids the generation of turbulence and eddy currents. The setting of the anti-friction coating reduces the friction between the oil and the inner wall of the oil channel, reduces energy loss, and prolongs the service life of the oil channel. The turbulence suppression net can effectively suppress the turbulence phenomenon when the oil flows out, allowing the oil to enter the subsequent system in a more stable and uniform state, improving the working accuracy and reliability of the hydraulic system.

[0016] Furthermore, a connecting rod is provided in the buffer adjustment assembly, and the ratio of the connecting rod diameter to the inner diameter of the buffer adjustment assembly is 1:1.5-1:2, and the end of the connecting rod is connected to a pressure piston, and the outer side of the connecting rod is located inside the buffer adjustment assembly and is sleeved with a first spring group, the front end surface of the pressure piston is exposed to the oil pressure in the oil inlet channel, and the rear end surface of the pressure piston is in contact with the first spring group.

[0017] The beneficial effects of adopting the above further scheme are:

[0018] By properly setting the ratio between the connecting rod diameter and the inner diameter of the buffer adjustment assembly, the connecting rod is ensured to move stably in the buffer adjustment assembly. The front end of the pressure piston is exposed to the oil pressure in the oil inlet channel, which can sense the oil pressure changes in real time and transmit such changes through the connecting rod. The first spring group plays a role of buffering and regulation. When the oil pressure changes, the pressure piston moves under the joint action of the oil pressure and the spring force, thereby achieving buffering adjustment of the entire system, making the system work more stable and reliable.

[0019] Furthermore, an oil pipe interface is provided on one side of the dynamic flow regulating valve and the oil inlet channel, and the connecting branch pipe is connected with the dynamic flow regulating valve and the oil inlet channel through the oil pipe interface. A valve core is installed inside the dynamic flow regulating valve, and a support rod is provided at the bottom end of the valve core. A second spring group is sleeved on the outer side of the support rod. The second spring group and the first spring group are two-stage variable stiffness springs, the stiffness coefficient of the first section is 10-20N / mm, and the stiffness coefficient of the second section is 30-50N / mm, and the stiffness switching point is located at 50%-70% of the stroke.

[0020] The beneficial effects of adopting the above further scheme are:

[0021] The setting of the oil pipe interface and the connecting branch pipe realizes the effective connection between the dynamic flow control valve and the oil inlet channel, ensuring that the oil can flow smoothly between the two. The design of the two-stage variable stiffness spring can provide different stiffness support at different stages according to the movement stroke and force conditions of the pressure piston, etc. At the beginning of the stroke, the lower stiffness coefficient enables the system to respond more sensitively to changes in oil pressure; when the stroke reaches a certain proportion (50%-70%), the higher stiffness coefficient provides stronger support, enhances the adjustment performance of the buffer adjustment component and the dynamic flow control valve, and makes the system response more precise.

[0022] Furthermore, the opening pressure threshold of the dynamic flow control valve is 0.2-0.5MPa, and the flow adjustment range is 0.5-5L / min; the valve core is made of a ceramic-based composite material, which contains 60-70vol% SiC fiber and 30-40vol% Al2O3 matrix, and the cone angle of its conical guide surface is 30°-60°, and a spiral guide groove is provided on the guide surface as needed, and the pitch of the spiral guide groove is 0.5-1.5mm, and the depth is 0.1-0.3mm.

[0023] The beneficial effects of adopting the above further scheme are:

[0024] The clear opening pressure threshold and flow adjustment range enable the dynamic flow control valve to accurately control the flow and pressure of the oil under different working conditions, meet the rapid oil inlet requirements of the automobile clutch under different working conditions, and improve the response speed and operating performance of the clutch. The ceramic-based composite material used in the valve core has the advantages of high strength, high hardness, high temperature resistance, and corrosion resistance, which can improve the service life and working reliability of the valve core. The design of the conical guide surface and spiral guide groove helps to guide the flow of oil, optimizes the flow adjustment performance, and makes the flow of oil smoother and more stable.

[0025] Furthermore, the connecting rod of the buffer adjustment assembly is inserted into the dynamic flow control valve, and the connecting rod is elastically connected to the support rod through a support spring. The support spring is a memory alloy spring, and the stiffness change rate is 0.5-1.2N / mm·℃ in the temperature range of 20-80℃. The oil pressure in the housing directly acts on the pressure piston through the front end face of the pressure piston, pushing the pressure piston to move in the direction of the dynamic flow control valve. The displacement of the pressure piston is transmitted to the valve core of the dynamic flow control valve through the pressure piston, changing the opening of the valve core.

[0026] The beneficial effects of adopting the above further scheme are:

[0027] The buffer adjustment component and the dynamic flow regulating valve are connected by a connecting rod, realizing the effective transmission from the oil pressure change to the spool opening adjustment. The shape memory alloy spring can automatically adjust its stiffness according to the change of the working temperature. In the temperature range of 20-80 °C, its stiffness change rate is 0.5-1.2 N / mm·°C, enabling the dynamic flow regulating valve to maintain stable regulating performance in different temperature environments, and improving the environmental adaptability and reliability of the system.

[0028] Furthermore, an X-shaped composite seal ring is provided between the annular dust cover and the fixed cover. The end of the fixed cover is U-shaped, and a spiral oil groove is provided on the inner wall of the end of the fixed cover, with a groove depth of 0.2-0.5 mm and a pitch of 3-5 mm. The groove is filled with lithium-based grease to form a dynamic sealing lubricating film. The end of the annular dust cover is T-shaped, and the end of the annular dust cover divides the end of the fixed cover into two cavities of the same size. And the two X-shaped composite seal rings are symmetrically distributed in the two cavities. The X-shaped composite seal ring is composed of an inner layer of nitrile rubber and an outer layer of polyurethane.

[0029] The beneficial effects of adopting the above further scheme are:

[0030] The X-shaped composite seal ring is composed of an inner layer of nitrile rubber and an outer layer of polyurethane, combining the advantages of the oil resistance of nitrile rubber and the wear resistance of polyurethane, and can effectively prevent oil leakage. The dynamic sealing lubricating film formed by filling lithium-based grease in the spiral oil groove at the end of the fixed cover enhances the sealing performance on the one hand, and reduces the friction and wear between the annular dust cover and the fixed cover on the other hand, extending the service life of the components. The design of the T-shaped annular dust cover and the symmetrically distributed X-shaped composite seal rings further improves the reliability of the seal and ensures the stability of the entire system.

[0031] Furthermore, the double-cone spring linearly increases from 15-25 N / mm in the initial stage to 40-60 N / mm in the final stage, and the pre-tightening force of the double-cone spring is 50-100 N; the damping buffer pad is made of silicone rubber or thermoplastic polyurethane, with a Shore A hardness of 70-90 and a thickness of 2-5 mm.

[0032] The beneficial effects of adopting the above further scheme are:

[0033] The variable stiffness characteristic of the double-cone spring enables it to provide appropriate elastic force at different working stages. In the initial stage, the lower stiffness allows the piston body to start moving more easily; as the stroke increases, the higher stiffness can better buffer the movement of the piston body, reducing impact and vibration, and improving the stability and reliability of the system. The damping buffer pad is made of silicone rubber or thermoplastic polyurethane, with good elasticity and buffering performance. The appropriate hardness and thickness can effectively absorb and disperse energy, further reducing the impact during piston movement, protecting related components, and extending their service life.

[0034] Furthermore, the connection between the oil tank and the connecting pipe is threaded and cooperates with an elastic support ring. The radial compression of the elastic support ring is 0.1-0.3mm, and the contact pressure between its outer side and the inner wall of the oil tank and the connecting pipe is 1-3MPa. The contact surface is provided with a periodic wavy microstructure with a peak height of 10-30μm and a wavelength of 50-100μm.

[0035] The beneficial effects of adopting the above further scheme are:

[0036] The threaded connection provides basic connection stability between the oil tank and the connecting pipe. The setting of the elastic support ring enhances the sealing performance of the connection part and prevents oil leakage through a certain radial compression and appropriate contact pressure. The periodic wavy microstructure increases the friction and sealing effect of the contact surface, and can also adapt to certain deformation and vibration, improve the reliability and durability of the connection, and ensure the normal operation of the entire hydraulic system.

[0037] The present invention provides a fast oil-intake hydraulic clutch master pump for automobiles, which has the following beneficial effects:

[0038] The double cone spring increases linearly from 15-25N / mm in the initial section to 40-60N / mm in the final section, and the preload is 50-100N. This variable stiffness characteristic can provide appropriate elastic force in different working stages. Compared with traditional equal stiffness springs, it can better adapt to the working requirements of the clutch master cylinder under different strokes and pressures, improve the stability and reliability of the system, effectively buffer the piston movement, and reduce shock and vibration. The variable stiffness characteristic of the double cone spring is achieved through its special structural design. The spring has different stiffness in the initial section and the final section, which may be due to the differences in geometric parameters such as wire diameter, pitch, number of turns, etc. in different parts of the spring. During the compression or extension of the spring, the deformation degree and stress conditions of different parts are different, resulting in a lower stiffness in the initial section of the spring. As the stroke increases, the stiffness of the final section gradually increases, thereby achieving a variable stiffness characteristic that increases linearly from 15-25N / mm in the initial section to 40-60N / mm in the final section. At the same time, the preload is also designed to be within the range of 50-100N to meet the elastic force requirements of different working stages; there are two sets of two-stage variable stiffness springs, the stiffness coefficient of the first section is 10-20N / mm, the stiffness coefficient of the second section is 30-50N / mm, and the stiffness switching point is located at 50%-70% of the stroke. Different stiffness supports can be provided at different stages according to the movement stroke and stress conditions of the pressure piston, etc., making the system response more sensitive and precise, and enhancing the adjustment performance of the buffer adjustment component and the dynamic flow control valve.

[0039] The oil inlet channel is a stepped expansion structure, consisting of three or four oil channel sections of different diameters connected in series, and the diameter gradient ratio of adjacent oil channel sections is 1:1.2 to 1:1.8. This design is conducive to guiding the oil to enter the shell quickly and smoothly, reducing the resistance of the oil flow, and improving the oil inlet efficiency. Compared with the traditional straight-cylinder oil inlet channel, it can better adapt to the oil inlet requirements under different flow rates and pressures; the inner wall of the final oil channel section is provided with a friction-reducing coating, which is a diamond-like carbon film (DLC) or a molybdenum disulfide composite coating, with a friction coefficient of ≤0.08, and the adjacent oil channel sections are transitioned by a gradual curved surface, and the curvature radius of the arc transition surface between adjacent oil channel sections is 1.5-2 times the diameter of the oil channel section. It effectively reduces the friction between the oil and the inner wall of the oil channel, further improves the smoothness of the oil flow, reduces energy loss, and also prevents turbulence and eddy currents from occurring during the flow of the oil, ensuring the stability of the oil flow. The outlet of the final oil channel section is equipped with a turbulence suppression net, the aperture, porosity, material, mesh arrangement, mesh diameter and installation angle of which are carefully designed. It can effectively suppress the turbulence phenomenon when the oil flows out, allowing the oil to enter the subsequent system in a more stable and uniform state, thus improving the working accuracy and reliability of the hydraulic system.

[0040] The ratio of the connecting rod diameter in the buffer adjustment component to the inner diameter of the buffer adjustment component is 1:1.5-1:2, and the end of the connecting rod is connected to a pressure piston, the front end face of the pressure piston is exposed to the oil pressure in the oil inlet channel, and the rear end face is in contact with the first spring group. This structure can accurately transmit the oil pressure change in the oil inlet channel to the pressure piston, and then affect the valve core opening of the dynamic flow control valve through the connecting rod, so as to achieve accurate regulation of the oil flow; the connecting rod of the buffer adjustment component is elastically connected to the support rod through a support spring, and the support spring is a memory alloy spring, and the stiffness change rate is 0.5-1.2N / mm・℃ in the temperature range of 20-80℃. The stiffness can be automatically adjusted according to the change of the working temperature, so that the regulation performance of the dynamic flow control valve is more stable and reliable, and the environmental adaptability of the system is improved; the valve core is made of a ceramic-based composite material, containing 60-70vol% SiC fiber and 30-40vol% Al2O3 matrix, and the cone angle of its conical guide surface is 30°-60°, and a spiral guide groove is provided on the guide surface as required. Ceramic-based composite materials have the advantages of high strength, high hardness, high temperature resistance, and corrosion resistance. They can improve the service life and working reliability of the valve core. The design of the conical guide surface and spiral guide groove helps to guide the flow of oil, further optimizing the flow regulation performance; the opening pressure threshold of the dynamic flow control valve is 0.2-0.5MPa, and the flow regulation range is 0.5-5L / min. It can accurately control the flow and pressure of the oil under different working conditions, meet the rapid oil intake requirements of the automobile clutch under different working conditions, and improve the response speed and operating performance of the clutch.

[0041] The buffer chamber is provided with a first hydraulic chamber, and the connecting pipe is provided with a second hydraulic chamber. The volume of the first hydraulic chamber is 1.2-1.8 times that of the second hydraulic chamber. When the pressure difference between the first hydraulic chamber and the second hydraulic chamber is 0.5-2MPa, the piston is driven to reset, and the reset stroke time is 0.1-0.3 seconds. It can effectively store and release hydraulic energy, provide stable power support for the reset of the piston, ensure the normal working cycle of the clutch master pump, and improve the working efficiency and reliability of the system.

[0042] The inner wall of the end of the fixed cover at the fixed plate is provided with a spiral oil groove with a groove depth of 0.2-0.5mm and a pitch of 3-5mm. The groove is filled with lithium-based grease to form a dynamic sealing lubricating film. An X-shaped composite sealing ring is provided between the annular dust cover and the fixed cover, which is composed of an inner layer of nitrile rubber and an outer layer of polyurethane. The connection between the oil tank and the connecting pipe is threaded and matched with an elastic support ring. The radial compression of the elastic support ring is 0.1-0.3mm, and the contact pressure between its outer side and the inner wall of the oil tank and the connecting pipe is 1-3MPa. The contact surface is provided with a periodic wavy microstructure. These designs effectively prevent oil leakage, while reducing friction and wear between components, and improving the sealing and durability of the system. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] The drawings described herein are used to provide further understanding of the present invention and constitute a part of this application. The illustrative embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute improper limitations on the present invention.

[0044] In the attached picture:

[0045] Figure 1 It is a schematic diagram of the main appearance of the present invention;

[0046] Figure 2 It is a rear view schematic diagram of the present invention;

[0047] Figure 3 It is a schematic diagram of the front cross-sectional structure of the housing of the present invention;

[0048] Figure 4 It is a schematic diagram of the rear cross-sectional structure of the housing of the present invention;

[0049] Figure 5 It is a schematic diagram of the cross-sectional structure of the oil inlet channel of the present invention;

[0050] Figure 6 It is a schematic cross-sectional structure diagram of the buffer adjustment component of the present invention;

[0051] Figure 7 It is a schematic diagram of the cross-sectional structure of the dynamic flow control valve of the present invention.

[0052] In the accompanying drawings, the components represented by the reference numerals are listed as follows:

[0053] 1. Oil tank; 10. Fixed cover; 11. Dynamic flow control valve; 1101. Valve core; 1102. Second spring group; 1103. Interface; 12. Oil inlet pipe; 13. Connecting branch pipe; 14. X-type composite sealing ring; 2. Connecting pipe; 3. Check valve; 4. Buffer chamber; 401. First hydraulic chamber; 5. Oil inlet channel; 501. Oil channel; 502. Turbulence suppression net; 6. Housing; 601. Fixed plate; 602. Oil inlet; 603. Piston body; 604. Double cone spring; 605. Damping cushion; 7. Buffer adjustment assembly; 701. Connecting rod; 702. First spring group; 703. Pressure piston; 8. Telescopic rod; 9. Annular dust cover. DETAILED DESCRIPTION

[0054] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0055] See also Figures 1 to 4 As shown, the embodiments provided by the present invention are:

[0056] Embodiment 1: A fast-input hydraulic clutch master pump for automobiles includes a housing 6, a telescopic rod 8 is inserted into the housing 6, a piston body 603 is provided at one end of the telescopic rod 8 located in the housing 6, a damping cushion 605 is installed in the housing 6, a double cone spring 604 is installed between the damping cushion 605 and the piston body 603, the double cone spring 604 increases linearly from 15-25N / mm in the initial section to 40-60N / mm in the final section, and the preload force of the double cone spring 604 is 50-100N; the damping cushion 605 is made of silicone rubber or thermoplastic polyurethane, with a hardness of 70-90 Shore A and a thickness of 2-5mm, and the variable stiffness characteristics of the double cone spring 604 enable it to provide appropriate elastic force at different working stages. In the initial stage, the lower stiffness can make the piston body 603 start to move more easily; as the stroke increases, the higher stiffness can better buffer the movement of the piston body 603, reduce impact and vibration, and improve the stability and reliability of the system. The damping cushion 605 is made of silicone rubber or thermoplastic polyurethane, has good elasticity and cushioning properties, and suitable hardness and thickness can effectively absorb and disperse energy, further reduce the impact during piston movement, protect related components, and extend their service life.

[0057] Embodiment 2: In order to reduce the friction between the oil and the inner wall of the oil channel 501 and reduce energy loss, for example, Figures 1 to 4As shown, the present invention also includes: an oil inlet channel 5 is installed above the shell 6 through the oil inlet port 602, the oil inlet channel 5 is a stepped gradually expanding structure, and is composed of three or four oil channel 501 sections with different diameters connected in series, the diameter gradient ratio of adjacent oil channel 501 sections is 1:1.2 to 1:1.8, and the diameter of the oil channel 501 section close to the shell 6 is 2-4mm, and the diameter of the oil channel 501 section away from the shell 6 is gradually expanded to 4-8mm, and the adjacent oil channel 501 sections are transitioned by a gradual curved surface, and the curvature radius of the arc transition surface between the adjacent oil channel 501 sections is 1.5-2 times the diameter of the oil channel 501 section, and the inner wall of the last oil channel 501 section is provided with a friction reduction coating with a thickness of 20-50μm, and the surface roughness of the friction reduction coating Ra≤0.1μm, and the friction reduction coating is a metal-like Diamond carbon film (DLC) or molybdenum disulfide composite coating, friction coefficient ≤ 0.08; the outlet end of the final oil passage 501 is provided with a turbulence suppression net 502, the aperture of the turbulence suppression net 502 is 0.3-0.8mm, the porosity is 40%-60%, the material is nickel-titanium alloy or carbon fiber reinforced polymer, the mesh of the turbulence suppression net 502 is arranged in a hexagonal honeycomb shape, the diameter of the mesh wire is 0.1-0.3mm, the surface is polished to Ra≤0.05μm, and the mesh surface is installed at an angle of 15°-30° to the axis of the final oil passage 501, and the inclination direction is consistent with the oil flow direction. The stepped and gradually expanding oil inlet channel 5 structure with a suitable diameter gradient ratio is conducive to guiding the oil to flow into the housing 6 quickly and smoothly, reducing the resistance of the oil flow and improving the oil inlet efficiency. The design of the gradual curved surface transition reduces the sudden change in the oil flow process and avoids the generation of turbulence and eddy currents. The setting of the friction-reducing coating reduces the friction between the oil and the inner wall of the oil channel 501, reduces energy loss, and prolongs the service life of the oil channel 501. The turbulence suppression net 502 can effectively suppress the turbulence phenomenon when the oil flows out, so that the oil enters the subsequent system in a more stable and uniform state, thereby improving the working accuracy and reliability of the hydraulic system.

[0058] Embodiment 3: In order to accurately transmit the oil pressure change in the oil inlet channel 5 to the pressure piston 703, and then affect the opening of the valve core 1101 of the dynamic flow control valve 11 through the connecting rod 701, and realize the precise regulation of the oil flow, for example, Figures 1 to 4As shown, the present invention also includes: a buffer adjustment component 7 is installed above the housing 6 through the oil inlet channel 5, a connecting rod 701 is arranged inside the buffer adjustment component 7, the ratio of the diameter of the connecting rod 701 to the inner diameter of the buffer adjustment component 7 is 1:1.5-1:2, and a pressure piston 703 is connected to the end of the connecting rod 701, the outer side of the connecting rod 701 is located inside the buffer adjustment component 7 and is sleeved with a first spring group 702, the front end face of the pressure piston 703 is exposed to the oil pressure in the oil inlet channel 5, and the rear end face of the pressure piston 703 is in contact with the first spring group 702, and by reasonably setting the ratio of the diameter of the connecting rod 701 to the inner diameter of the buffer adjustment component 7, it is ensured that the connecting rod 701 can move stably in the buffer adjustment component 7. The front end face of the pressure piston 703 is exposed to the oil pressure in the oil inlet channel 5, and can sense the oil pressure change in real time, and transmit this change through the connecting rod 701. The first spring group 702 plays a role of buffering and regulation. When the oil pressure changes, the pressure piston 703 moves under the combined action of the oil pressure and the spring force, thereby achieving buffering regulation of the entire system, making the system work more stable and reliable. The buffering adjustment component 7 is installed with a dynamic flow regulating valve 11. The connecting rod 701 of the buffering adjustment component 7 is inserted into the dynamic flow regulating valve 11, and the connecting rod 701 is elastically connected to the supporting rod through a supporting spring. The supporting spring is a memory alloy spring with a stiffness change rate of 20-80°C in the temperature range. The oil pressure in the housing 6 directly acts on the pressure piston 703 through the front end face of the pressure piston 703, pushing the pressure piston 703 to move toward the dynamic flow control valve 11. The displacement of the pressure piston 703 is transmitted to the valve core 1101 of the dynamic flow control valve 11 through the pressure piston 703, changing the opening of the valve core 1101. The buffer adjustment component 7 and the dynamic flow control valve 11 are connected through the connecting rod 701, thereby realizing the effective transmission of the oil pressure change to the valve core 1101 opening adjustment. The memory alloy spring can automatically adjust its stiffness according to the change of working temperature. In the temperature range of 20-80℃, its stiffness change rate is 0.5-1.2N / mm・℃, so that the dynamic flow control valve 11 can maintain stable adjustment performance in different temperature environments, improving the environmental adaptability and reliability of the system. The opening pressure threshold of the dynamic flow control valve 11 is 0.2-0.5MPa, and the flow adjustment range is 0.5-5L / min; the valve core 1101 is made of ceramic matrix composite material, which contains 60-70 vol% SiC fiber and 30-40vol% Al2O3 matrix, the cone angle of the conical guide surface is 30°-60°, and the guide surface is provided with a spiral guide groove as needed, the pitch of the spiral guide groove is 0.5-1.5mm, and the depth is 0.1-0.3mm. The clear opening pressure threshold and flow adjustment range enable the dynamic flow control valve 11 to accurately control the flow and pressure of the oil under different working conditions, meet the rapid oil intake requirements of the automobile clutch under different working conditions, and improve the response speed and operating performance of the clutch.The ceramic-based composite material used in valve core 1101 has the advantages of high strength, high hardness, high temperature resistance, and corrosion resistance, which can improve the service life and working reliability of valve core 1101. The design of conical guide surface and spiral guide groove helps to guide the flow of oil, optimizes the flow regulation performance, and makes the flow of oil smoother and more stable.

[0059] The dynamic flow regulating valve 11 is provided with an oil inlet pipe 12, the dynamic flow regulating valve 11 is connected to an external hydraulic source through the oil inlet pipe 12, the oil inlet pipe 12 is connected to the oil inlet channel 5 through a connecting branch pipe 13, an oil pipe interface 1103 is provided on one side of the dynamic flow regulating valve 11 and the oil inlet channel 5, the connecting branch pipe 13 is connected to the dynamic flow regulating valve 11 and the oil inlet channel 5 through the oil pipe interface 1103, a valve core 1101 is installed inside the dynamic flow regulating valve 11, and a support rod is provided at the bottom end of the valve core 1101 , the outer side of the support rod is sleeved with a second spring group 1102, the second spring group 1102 and the first spring group 702 are two-stage variable stiffness springs, the first stage stiffness coefficient is 10-20N / mm, the second stage stiffness coefficient is 30-50N / mm, and the stiffness switching point is located at 50%-70% of the stroke, the setting of the oil pipe interface 1103 and the connecting branch pipe 13 realizes the effective connection between the dynamic flow control valve 11 and the oil inlet channel 5, ensuring that the oil can flow smoothly between the two. The design of the two-stage variable stiffness spring can provide different stiffness support at different stages according to the movement stroke and force conditions of the pressure piston 703, etc. At the beginning of the stroke, the lower stiffness coefficient enables the system to respond more sensitively to changes in oil pressure; when the stroke reaches a certain proportion (50%-70%), the higher stiffness coefficient provides stronger support, enhances the adjustment performance of the buffer adjustment component 7 and the dynamic flow control valve 11, and makes the system response more precise.

[0060] Embodiment 4: In order to effectively store and release hydraulic energy, provide stable power support for the reset of the piston body 603, and ensure the normal working cycle of the clutch master cylinder, for example, Figures 1 to 4As shown in the figure, the present invention further includes: fixing plates 601 and buffer chambers 4 are respectively provided at both ends of the outer shell 6. A first hydraulic chamber 401 is provided in the buffer chamber 4, and a second hydraulic chamber is provided in the connecting pipe 2. The volume of the first hydraulic chamber 401 is 1.2 - 1.8 times that of the second hydraulic chamber. When the pressure difference between the first hydraulic chamber 401 and the second hydraulic chamber is 0.5 - 2 MPa, the piston body 603 is driven to reset, and the reset stroke time is 0.1 - 0.3 seconds. By reasonably setting the volume ratio and pressure difference between the first hydraulic chamber 401 and the second hydraulic chamber, stable and appropriate power can be provided for the reset of the piston body 603. When the pressure difference reaches the set range, the piston body 603 can be driven to complete the reset stroke within a short time of 0.1 - 0.3 seconds, ensuring the high efficiency and stability of the working cycle of the clutch master cylinder, improving the response speed and working efficiency of the entire hydraulic system. A fixing cover 10 is installed at the fixing plate 601. One end of the telescopic rod 8 located outside the outer shell 6 is installed with an annular dust-proof cover 9 through the fixing cover 10. An X-shaped composite seal ring 14 is provided between the annular dust-proof cover 9 and the fixing cover 10. The end of the fixing cover 10 is U-shaped, and a spiral oil groove 1001 is provided on the inner wall of the end of the fixing cover 10, with a groove depth of 0.2 - 0.5 mm and a pitch of 3 - 5 mm. The groove is filled with lithium-based grease to form a dynamic seal lubricating film. The end of the annular dust-proof cover 9 is T-shaped, and the end of the annular dust-proof cover 9 divides the end of the fixing cover 10 into two cavities of the same size, and two X-shaped composite seal rings 14 are symmetrically distributed in the two cavities. The X-shaped composite seal ring 14 is composed of an inner layer of nitrile rubber and an outer layer of polyurethane. The X-shaped composite seal ring is composed of an inner layer of nitrile rubber and an outer layer of polyurethane, combining the advantages of oil resistance of nitrile rubber and wear resistance of polyurethane, and can effectively prevent oil leakage. The dynamic seal lubricating film formed by filling lithium-based grease in the spiral oil groove at the end of the fixing cover 10 enhances the sealing performance on the one hand and reduces the friction and wear between the annular dust-proof cover 9 and the fixing cover 10 on the other hand, extending the service life of the components. The design of the T-shaped annular dust-proof cover 9 and the symmetrically distributed X-shaped composite seal rings further improves the reliability of the seal, ensuring the stability of the entire system. The buffer chamber 4 is connected to the connecting pipe 2 through a one-way valve 3. One end of the connecting pipe 2背离单向阀3的一端安装有油罐1,油罐1与连接管2的连接部位采用螺纹连接并配合弹性支撑环,弹性支撑环的径向压缩量为0.1 - 0.3mm,且其外侧与油罐1和连接管2内壁的接触压力为1 - 3MPa,接触面设有周期性波浪形微结构,波峰高度为10 - 30μm,波长为50 - 100μm,螺纹连接为油罐1与连接管2提供了基本的连接稳定性。弹性支撑环的设置,通过一定的径向压缩量和合适的接触压力,增强了连接部位的密封性能,防止油液泄漏。 It should be noted that there seems to be some text repetition and an unclear part in the original Chinese text where "背离单向阀3的一端安装有油罐1" is not fully translated in the middle. The above translation tries to make sense of the overall context as much as possible. If you can correct or clarify the original text, it will be possible to provide a more accurate translation.The periodic wavy microstructure increases the friction and sealing effect of the contact surface, while also being able to adapt to certain deformations and vibrations, improving the reliability and durability of the connection and ensuring the normal operation of the entire hydraulic system.

[0061] Working principle:

[0062] The oil inlet channel 5 is a stepped expansion structure, which is composed of three or four oil channels 501 with different diameters connected in series, and the diameters of adjacent oil channels 501 have a certain gradient ratio. This structure uses the change in diameter to guide the oil to enter the housing 6 quickly and smoothly, reducing the flow resistance of the oil. Compared with the straight-cylinder channel, it can better adapt to the oil inlet requirements under different flow rates and pressures and improve the oil inlet efficiency. The inner wall of the final oil channel 501 is provided with a diamond-like carbon film (DLC) or a molybdenum disulfide composite coating, which has a low friction coefficient, and the adjacent oil channels 501 are transitioned by a gradual curved surface, and the curvature radius of the arc transition surface is a certain multiple of the diameter of the oil channel 501. This effectively reduces the friction between the oil and the inner wall of the oil channel 501, reduces energy loss, prevents turbulence and eddy currents in the oil, and ensures the stability of the oil flow. The outlet end of the final oil passage 501 is provided with a carefully designed turbulence suppression net 502, which can effectively suppress the turbulence phenomenon when the oil flows out, so that the oil enters the subsequent system in a more stable and uniform state, thereby improving the working accuracy and reliability of the hydraulic system.

[0063] The connecting rod 701 in the buffer adjustment component 7 has a certain proportional relationship with the inner diameter of the buffer adjustment component 7. The end of the connecting rod 701 is connected to the pressure piston 703. The front end face of the pressure piston 703 is exposed to the oil pressure in the oil inlet channel 5, and the rear end face is in contact with the first spring group 702. Such a structure can accurately transmit the oil pressure change in the oil inlet channel 5 to the pressure piston 703, and then affect the opening of the valve core 1101 of the dynamic flow control valve 11 through the connecting rod 701, so as to achieve accurate regulation of the oil flow. The connecting rod 701 of the buffer adjustment component 7 is elastically connected to the support rod through a memory alloy spring, and the memory alloy spring has a specific stiffness change rate within a certain temperature range. It can automatically adjust the stiffness according to the change of the working temperature, so that the regulation performance of the dynamic flow control valve 11 is more stable and reliable, and the environmental adaptability of the system is improved. The valve core 1101 is made of ceramic-based composite materials, which has the advantages of high strength, high hardness, high temperature resistance, corrosion resistance, etc. The cone angle of its conical guide surface has a specific angle, and a spiral guide groove is provided on the guide surface. These designs help guide the flow of oil and further optimize the flow regulation performance. The dynamic flow control valve 11 has a specific opening pressure threshold and flow regulation range, which can accurately control the flow and pressure of oil under different working conditions, meet the rapid oil inlet requirements of the automobile clutch under different working conditions, and improve the response speed and operating performance of the clutch.

[0064] A first hydraulic chamber 401 is provided in the buffer chamber 4, and a second hydraulic chamber is provided in the connecting pipe 2. The volume of the first hydraulic chamber 401 is proportional to the volume of the second hydraulic chamber. When there is a certain pressure difference between the two, the piston body 603 can be driven to reset. This can effectively store and release hydraulic energy, provide stable power support for the reset of the piston body 603, ensure the normal working cycle of the clutch master pump, and improve the working efficiency and reliability of the system. A spiral oil groove is provided on the inner wall of the end of the fixed cover 10 at the fixed plate 601, and lithium-based grease is filled in the groove to form a dynamic sealing lubricating film. An X-shaped composite sealing ring is provided between the annular dust cover 9 and the fixed cover 10. The connection part between the oil tank 1 and the connecting pipe 2 is threaded and matched with an elastic support ring. The elastic support ring has a certain radial compression amount, and its outer side has a certain contact pressure with the inner wall of the oil tank 1 and the connecting pipe 2, and the contact surface is provided with a periodic wavy microstructure. These designs effectively prevent oil leakage, while reducing friction and wear between components, and improving the sealing and durability of the system.

[0065] The above shows and describes the basic principles and main features of the present invention and the advantages of the present invention. It is obvious to those skilled in the art that the present invention is not limited to the details of the above exemplary embodiments, and the present invention can be implemented in other specific forms without departing from the spirit or basic features of the present invention. Therefore, no matter from which point of view, the embodiments should be regarded as exemplary and non-restrictive. The scope of the present invention is defined by the attached claims rather than the above description, and it is intended that all changes falling within the meaning and scope of the equivalent elements of the claims are included in the present invention. Any figure mark in the claims should not be regarded as limiting the claims involved.

[0066] In addition, it should be understood that although the present specification is described according to implementation modes, not every implementation mode contains only one independent technical solution. This description of the specification is only for the sake of clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each embodiment may also be appropriately combined to form other implementation modes that can be understood by those skilled in the art.

Claims

1. A fast-input hydraulic clutch master cylinder for an automobile, comprising a housing (6), a telescopic rod (8) being inserted into the interior of the housing (6), characterized in that: A piston body (603) is provided at one end of the telescopic rod (8) located inside the housing (6); a damping cushion (605) is installed inside the housing (6); a double-cone spring (604) is installed between the damping cushion (605) and the piston body (603); an oil inlet passage (5) is installed above the housing (6) through an oil inlet port (602); a buffer adjustment assembly (7) is installed above the housing (6) through the oil inlet passage (5); a connecting rod (701) is provided inside the buffer adjustment assembly (7); a ratio of a diameter of the connecting rod (701) to an inner diameter of the buffer adjustment assembly (7) is 1:1.5-1:2, and the connecting rod (701) is 1:1.5-1:

2. The end is connected to a pressure piston (703); the outer side of the connecting rod (701) is located inside the buffer adjustment component (7) and is sleeved with a first spring group (702); the front end surface of the pressure piston (703) is exposed to the oil pressure in the oil inlet channel (5); the rear end surface of the pressure piston (703) is in contact with the first spring group (702); a dynamic flow control valve (11) is installed on the buffer adjustment component (7); an oil inlet pipe (12) is provided on the dynamic flow control valve (11); the dynamic flow control valve (11) is connected to an external hydraulic source through the oil inlet pipe (12); and the oil inlet pipe (12) is connected to the oil inlet channel (5) through a connecting branch pipe (13); A fixing plate (601) and a buffer chamber (4) are respectively provided at both ends of the housing (6); a fixing cover (10) is installed at the fixing plate (601); an annular dust cover (9) is installed at one end of the telescopic rod (8) located outside the housing (6) through the fixing cover (10); a connecting pipe (2) is connected to the buffer chamber (4) through a one-way valve (3); and an oil tank (1) is installed at one end of the connecting pipe (2) away from the one-way valve (3).

2. According to claim 1, a fast oil-inlet hydraulic clutch master cylinder for automobiles, characterized in that: The cache chamber (4) is provided with a first hydraulic chamber (401), and the connecting pipe (2) is provided with a second hydraulic chamber. The volume of the first hydraulic chamber (401) is 1.2-1.8 times the volume of the second hydraulic chamber. When the pressure difference between the first hydraulic chamber (401) and the second hydraulic chamber is 0.5-2MPa, the piston body (603) is driven to reset, and the reset stroke time is 0.1-0.3 seconds.

3. According to claim 1, the automobile quick oil-inlet hydraulic clutch master cylinder is characterized in that: The oil inlet channel (5) is a stepped expansion structure, which is composed of three or four oil channel (501) sections of different diameters connected in series, the diameter gradient ratio of adjacent oil channel (501) sections is 1:1.2 to 1:1.8, the diameter of the oil channel (501) section close to the housing (6) is 2-4 mm, and the diameter of the oil channel (501) section away from the housing (6) is gradually expanded to 4-8 mm, the adjacent oil channel (501) sections are transitioned by a gradual curved surface, the curvature radius of the arc-shaped transition surface between the adjacent oil channel (501) sections is 1.5-2 times the diameter of the oil channel (501) section, the inner wall of the final oil channel (501) section is provided with a friction reduction coating with a thickness of 20-50 μm, and the surface of the friction reduction coating is rough. The friction reduction coating is a diamond-like carbon film (DLC) or a molybdenum disulfide composite coating, and the friction coefficient is ≤0.08; the outlet end of the final oil channel (501) section is provided with a turbulence suppression net (502), the pore size of the turbulence suppression net (502) is 0.3-0.8 mm, the porosity is 40%-60%, and the material is nickel-titanium alloy or carbon fiber reinforced polymer. The mesh of the turbulence suppression net (502) is arranged in a hexagonal honeycomb shape, the mesh wire diameter is 0.1-0.3 mm, the surface is polished to Ra≤0.05 μm, and the mesh surface is installed at an inclination angle of 15°-30° with the axis of the final oil channel (501) section, and the inclination direction is consistent with the oil flow direction.

4. According to claim 1, a fast oil-inlet hydraulic clutch master cylinder for automobiles is characterized in that: An oil pipe interface (1103) is provided on one side of the dynamic flow regulating valve (11) and the oil inlet channel (5), and the connecting branch pipe (13) is connected to the dynamic flow regulating valve (11) and the oil inlet channel (5) through the oil pipe interface (1103). A valve core (1101) is installed inside the dynamic flow regulating valve (11), and a support rod is provided at the bottom end of the valve core (1101). A second spring group (1102) is sleeved on the outer side of the support rod. The second spring group (1102) and the first spring group (702) are two-stage variable stiffness springs, the stiffness coefficient of the first stage is 10-20N / mm, and the stiffness coefficient of the second stage is 30-50N / mm, and the stiffness switching point is located at 50%-70% of the stroke.

5. According to claim 4, a fast oil-inlet hydraulic clutch master cylinder for automobiles is characterized in that: The opening pressure threshold of the dynamic flow control valve (11) is 0.2-0.5MPa, and the flow control range is 0.5-5L / min; the valve core (1101) is made of a ceramic-based composite material, the ceramic-based composite material contains 60-70vol% SiC fiber and 30-40vol% Al2O3 matrix, the cone angle of its conical guide surface is 30°-60°, and a spiral guide groove is provided on the guide surface as required, the pitch of the spiral guide groove is 0.5-1.5mm, and the depth is 0.1-0.3mm.

6. The automobile quick oil inlet hydraulic clutch master cylinder according to claim 1, characterized in that: The connecting rod (701) of the buffer adjustment component (7) is inserted into the dynamic flow control valve (11), and the connecting rod (701) is elastically connected to the support rod via a support spring, wherein the support spring is a memory alloy spring, and the stiffness change rate is 0.5-1.2N / mm·°C within a temperature range of 20-80°C. The oil pressure in the housing (6) directly acts on the pressure piston (703) via the front end surface of the pressure piston (703), pushing the pressure piston (703) to move in the direction of the dynamic flow control valve (11), and the displacement of the pressure piston (703) is transmitted to the valve core (1101) of the dynamic flow control valve (11) via the pressure piston (703), thereby changing the opening of the valve core (1101).

7. The automobile quick oil inlet hydraulic clutch master cylinder according to claim 1, characterized in that: An X-shaped composite sealing ring (14) is arranged between the annular dust cover (9) and the fixed cover (10); the end of the fixed cover (10) is in the shape of a U-shaped seal; the inner wall of the end of the fixed cover (10) is provided with a spiral oil groove (1001); the groove depth is 0.2-0.5 mm, the pitch is 3-5 mm, and the groove is filled with lithium-based grease to form a dynamic sealing lubricating film; the end of the annular dust cover (9) is in the shape of a T; the end of the annular dust cover (9) divides the end of the fixed cover (10) into two cavities of the same size, and two X-shaped composite sealing rings (14) are symmetrically distributed in the two cavities; the X-shaped composite sealing ring (14) is composited with an inner layer of nitrile rubber and an outer layer of polyurethane.

8. The automobile quick oil-inlet hydraulic clutch master cylinder according to claim 1, characterized in that: The double cone spring (604) increases linearly from 15-25 N / mm in the initial section to 40-60 N / mm in the final section, and the preload force of the double cone spring (604) is 50-100 N; the damping cushion (605) is made of silicone rubber or thermoplastic polyurethane, with a hardness of Shore A70-90 and a thickness of 2-5 mm.

9. The automobile quick oil-inlet hydraulic clutch master cylinder according to claim 1, characterized in that: The connection portion between the oil tank (1) and the connecting pipe (2) is threadedly connected and matched with an elastic support ring, the radial compression of the elastic support ring is 0.1-0.3 mm, and the contact pressure between its outer side and the inner wall of the oil tank (1) and the connecting pipe (2) is 1-3 MPa, and the contact surface is provided with a periodic wavy microstructure, the peak height of which is 10-30 μm and the wavelength is 50-100 μm.

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