A clutch booster

Abstract

This invention relates to the field of power booster technology and proposes a clutch power booster, including a pneumatic cylinder and a hydraulic cylinder connected to the rear end of the pneumatic cylinder. An intake / exhaust control valve is provided on the side of the hydraulic cylinder near the pneumatic cylinder. The intake / exhaust control valve includes a valve body connected to both the pneumatic and hydraulic cylinders, a first valve core, a second valve core, a first small spring, a second large spring, and a first exhaust pipe. The valve body has a first sliding hole communicating with the interior of the hydraulic cylinder. A locking mechanism is provided inside the valve body. When the hydraulic oil retracts, the locking mechanism ensures that the compressed air port, the intake chamber, and the intake port are in a connected state. When the hydraulic oil re-enters, the locking mechanism closes the intake chamber and the intake port. The first valve core is positioned above the second valve core, and the locking mechanism is positioned between the first slider and the first valve core, with the first slider and the locking mechanism linked. This design is ingenious and compact, minimizing the space occupied by the power booster and reducing production costs.

Description

Technical Field

[0001] This invention relates to the field of power booster technology, and more specifically, to a clutch power booster. Background Technology

[0002] A clutch booster is an auxiliary device used in automobiles and other mechanical equipment to reduce the force required by the driver when operating the clutch. It typically operates via a hydraulic or pneumatic system, converting the driver's pedal action into greater, smoother clutch pressure.

[0003] Currently, Chinese patent application number CN202210060751.7 discloses an improved automotive clutch booster, which mainly includes a drive mechanism, an input mechanism, and an output mechanism fixed in sequence. The input mechanism includes an electronic regulating valve, with an assembly hole at the bottom of the outer side of the electronic regulating valve. An air injection threaded cylinder is fixedly connected to the top of one side of the electronic regulating valve, and a micro air pump is rotatably connected to the electronic regulating valve through the air injection threaded cylinder. The drive mechanism includes an electric cylinder and a liquid reservoir. A barrier seat is fixedly connected to the bottom of the electric cylinder, and a three-way pipe and a connecting pipe are fixedly connected inside the barrier seat. The barrier seat is connected to the inside of the electronic regulating valve through the connecting pipe, and the barrier seat is connected to the liquid reservoir through the three-way pipe.

[0004] The aforementioned technology uses a miniature air pump to inject external gas into the electronic regulating valve. The gas is then detected and depressurized by a detection controller before being delivered to other components of the device through a connection port on the electronic regulating valve. By using air pressure to drive hydraulic oil, continuous contact is achieved between the shift pin and the planetary gear set of the transmission, thereby reducing the need for the driver to continuously depress the clutch pedal and decreasing driver fatigue.

[0005] While it solves the problem of drivers needing to constantly depress the clutch pedal during actual operation, adding an electronic regulating valve and electric cylinder to the existing power booster increases its size. Since space in the engine compartment and around the transmission system of a vehicle is usually very limited, the increased size will occupy more installation space. Secondly, the addition of the electronic regulating valve and electric cylinder increases the overall production cost of the power booster. Summary of the Invention

[0006] This invention proposes a clutch booster with an ingenious design and compact structure, which minimizes the space occupied by the booster and reduces production costs.

[0007] The technical solution of the present invention is as follows: A clutch booster includes a pneumatic cylinder and a hydraulic cylinder connected to the rear end of the pneumatic cylinder. The hydraulic cylinder has an oil inlet on the side away from the pneumatic cylinder, an air inlet on the side of the pneumatic cylinder close to the hydraulic cylinder, and an exhaust port on the side of the pneumatic cylinder away from the hydraulic cylinder. An output mechanism is provided inside the pneumatic cylinder. An intake / exhaust control valve is provided on the side of the hydraulic cylinder close to the pneumatic cylinder. The intake / exhaust control valve includes a valve body connected to the pneumatic cylinder and the hydraulic cylinder, a first valve core, a second valve core, a first small spring, a second large spring, and a first exhaust pipe. The valve body has a first sliding hole communicating with the interior of the hydraulic cylinder, and a first slider is slidably connected inside the first sliding hole. A compressed air compressor is sequentially arranged inside the valve body. The valve body includes an air inlet and an air inlet chamber connected to the air inlet. A locking mechanism is provided inside the valve body. When the hydraulic oil retracts, the locking mechanism ensures that the compressed air inlet, air inlet chamber, and air inlet are connected. When the hydraulic oil re-enters, the locking mechanism seals the air inlet chamber and air inlet. One end of the first small spring abuts against the bottom of the valve body, and the other end abuts against the first valve core. One end of the second large spring abuts against the bottom of the valve body, and the other end abuts against the second valve core. The first small spring is located inside the second large spring. The first valve core is located above the second valve core. The locking mechanism is located between the first slider and the first valve core, and the first slider is linked to the locking mechanism.

[0008] Furthermore, the output mechanism includes a first piston that is slidably connected to the inside of the pneumatic cylinder, a third spring disposed between the first piston and the inner wall of the pneumatic cylinder, a piston rod that is fixedly connected to the first piston and extends one end into the inside of the hydraulic cylinder, and a push rod that is hinged to the clutch rocker arm. The bottom of the valve body is provided with an air outlet chamber, and a sealing chamber is provided above the air outlet chamber. The second valve core is slidably connected to the inner wall of the sealing chamber. One end of the first air outlet pipe is connected to the exhaust port, and the other end of the first air outlet pipe is connected to the inside of the air outlet chamber. An air outlet is provided inside the air outlet chamber, and several air outlet holes are provided on the side of the second valve core near the bottom.

[0009] Furthermore, the locking mechanism includes a receiving cylinder, a movable cylinder, four locking blocks, and a rotating cylinder connecting the four locking blocks. The receiving cylinder is connected to the side of the first sliding hole and communicates with the interior of the first sliding hole. The movable cylinder is disposed inside the receiving cylinder and is slidably connected to the interior of the receiving cylinder. The bottom of the first slider abuts against the top of the movable cylinder. The outer surface of the receiving cylinder is provided with four limiting grooves. Each locking block is slidably connected to the inner wall of the corresponding limiting groove. The surface of the locking block near the movable cylinder is provided with a first inclined surface. The side of the movable cylinder near the locking block is provided with several pressing blocks, and each pressing block is provided with a second inclined surface that is slidably connected to the first inclined surface. The apex of the locking block is located in the middle of the second inclined surface. The side of the receiving cylinder near the rotating cylinder is provided with at least four locking grooves that engage with the locking blocks. One side of each locking groove is provided with an arc-shaped inclined surface that is slidably connected to the first inclined surface. The bottom of each locking block abuts against the top of the first valve core.

[0010] Furthermore, the side of the movable cylinder is provided with several limiting blocks, and each limiting block is slidably connected to the inner wall of the limiting groove.

[0011] Furthermore, the top of the first valve core is provided with a plurality of balls, and the bottom of each of the locking blocks is tactilely connected to the balls.

[0012] Furthermore, the pneumatic cylinder has a receiving block fixedly connected inside by several fixed brackets, and the receiving block is located between the first piston and the hydraulic cylinder. One end of the third spring is fixedly connected to the first piston, and the other end of the third spring is fixedly connected to the receiving block. The receiving block has a receiving groove inside, and the outer surface of the piston rod has an annular fixing groove. The receiving groove has several fixing blocks inside, and the receiving groove has a fixing mechanism that engages each fixing block with the annular fixing groove.

[0013] Furthermore, the fixing mechanism includes a movable block, an elastic element, and a pneumatic actuation assembly for moving the movable block. One end of the elastic element is fixedly connected to the side of the receiving groove, and the other end of the elastic element is fixedly connected to the side of the movable block. The movable block is slidably connected to the inner wall of the receiving groove. The cross-section of each fixing block is circular. A pushing block is fixedly connected inside the movable block. The pushing block has a third inclined surface that is slidably connected to the fixing block on the side near the first piston.

[0014] Furthermore, the pneumatic actuation assembly includes a first air inlet pipe, a second air inlet pipe, a second piston, and a second air outlet pipe. The second piston is disposed inside the receiving groove and is slidably connected to the inner wall of the receiving groove. One end of the second piston abuts against the side of the moving block away from the elastic element. One end of the first air inlet pipe is connected to the inside of the air inlet, and the other end of the first air inlet pipe is connected to the inside of the pneumatic cylinder. One end of the second air inlet pipe is connected to the side of the first air inlet pipe and is connected to the inside of the first air inlet pipe. The other end of the second air inlet pipe is connected to the end of the receiving groove near the piston, and the inner diameter of the second air inlet pipe is smaller than the inner diameter of the first air inlet pipe. One end of the second air outlet pipe is connected to the side of the receiving groove near the elastic element, and the other end of the second air outlet pipe is connected to the inside of the first air outlet pipe.

[0015] Furthermore, guide grooves are provided on both sides of the receiving groove, and guide blocks are provided on both sides of the moving block, with the guide blocks slidingly connected to the inner wall of the guide groove.

[0016] The working principle and beneficial effects of this invention are as follows:

[0017] When the driver depresses the clutch pedal, hydraulic oil enters the hydraulic cylinder through the inlet, creating pressure on the piston rod and pushing it and the first piston forward. The first piston then moves the push rod, simultaneously stretching the third spring. The hydraulic oil pressure also acts on the first slider, pushing it downwards and connecting the compressed air port, the intake chamber, and the air inlet. The compressed air port connects to other additional compressed air sources, and compressed air sequentially enters the pneumatic cylinder through the compressed air port, the intake chamber, and the air inlet, further pushing the first piston and the push rod forward. When the driver releases the clutch pedal, the hydraulic oil recedes. The locking mechanism of this invention ensures that the compressed air port, the intake chamber, and the air inlet remain connected, allowing compressed air to continue entering the pneumatic cylinder and generating pressure to overcome the restoring force of the third spring. This locking mechanism ensures that the clutch remains disengaged when the driver releases the pedal, making gear shifting easier, reducing driver fatigue, greatly improving driving comfort, and enhancing the convenience and practicality of the power steering system, making it very user-friendly for novice drivers. After shifting gears, the driver simply depresses the clutch pedal again. Secondly, the locking mechanism in this invention is located inside the valve body, enabling it to have a locking function without increasing the size of the booster as much as possible. The ingenious design and compact structure minimize the space occupied by the booster, making installation easier for workers and reducing production costs. Attached Figure Description

[0018] The present invention will now be described in further detail with reference to the accompanying drawings and specific embodiments.

[0019] Figure 1 This is a schematic cross-sectional view of the present invention;

[0020] Figure 2 for Figure 1 Enlarged view of point A in the middle;

[0021] Figure 3 for Figure 1 Enlarged view of point B in the middle;

[0022] Figure 4 for Figure 1 Enlarged view of point C in the middle;

[0023] Figure 5 This is a schematic diagram of the locking mechanism structure in this implementation. Figure 1 ;

[0024] Figure 6 This is a schematic diagram of the locking mechanism structure in this implementation. Figure 2 ;

[0025] Figure 7 This is an exploded view of the locking mechanism in this embodiment.

[0026] In the diagram: 1. Pneumatic cylinder; 101. Hydraulic cylinder; 102. Oil inlet; 103. Air inlet; 104. Exhaust port; 105. First piston; 106. Third spring; 107. Piston rod; 108. Push rod; 2. Valve body; 201. First valve core; 202. Second valve core; 203. First small spring; 204. Second large spring; 205. First air outlet pipe; 206. Compressed air port; 207. Air inlet chamber; 208. First sliding hole; 209. First slider; 210. Air outlet chamber; 211. Sealing chamber; 212. Air outlet; 213. Air outlet hole; 3. Receiving cylinder; 301. Moving cylinder; 302. 303. Snap block; 304. Rotating cylinder; 305. Limiting groove; 306. First inclined surface; 307. Pressing block; 308. Second inclined surface; 309. Snap groove; 310. Arc-shaped inclined surface; 311. Limiting block; 312. Ball bearing; 4. Fixing frame; 401. Receiving block; 402. Receiving groove; 403. Annular fixing groove; 404. Fixing block; 405. Moving block; 406. Elastic element; 412. Pushing block; 407. Third inclined surface; 5. First air inlet pipe; 501. Second air inlet pipe; 502. Second piston; 503. Second air outlet pipe; 504. Guide groove; 505. Guide block; 506. Fourth inclined surface. Detailed Implementation

[0027] The technical solutions of the present invention will be clearly and completely described below with reference to the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present invention.

[0028] refer to Figure 1-7 A clutch booster includes a pneumatic cylinder 1 and a hydraulic cylinder 101 connected to the rear end of the pneumatic cylinder 1. The hydraulic cylinder 101 has an oil inlet 102 on the side away from the pneumatic cylinder 1, an air inlet 103 on the side of the pneumatic cylinder 1 close to the hydraulic cylinder 101, an exhaust port 104 on the side of the pneumatic cylinder 1 away from the hydraulic cylinder 101, an output mechanism inside the pneumatic cylinder 1, and an intake and exhaust control valve on the side of the hydraulic cylinder 101 close to the pneumatic cylinder 1.

[0029] The intake and exhaust control valve includes a valve body 2 connected to a pneumatic cylinder 1 and a hydraulic cylinder 101, a first valve core 201, a second valve core 202, a first small spring 203, a second large spring 204, and a first exhaust pipe 205. The valve body 2 has a first sliding hole 208 communicating with the interior of the hydraulic cylinder 101, and a first slider 209 is slidably connected inside the first sliding hole 208. The valve body 2 contains a compressed air port 206 and an intake chamber 207 communicating with the intake port 103 (the compressed air port 206 is used to connect to a compressed air source). The valve body 2 has a locking mechanism inside, and when the hydraulic oil retracts, the locking mechanism ensures that the compressed air port 206 and the intake chamber 207 remain open. The air inlet 103 is in a connected state. When hydraulic oil re-enters, the locking mechanism will seal the air inlet chamber 207 and the air inlet 103. One end of the first small spring 203 abuts against the bottom of the valve body 2, and the other end of the first small spring 203 abuts against the first valve core 201. One end of the second large spring 204 abuts against the bottom of the valve body 2, and the other end of the second large spring 204 abuts against the second valve core 202. The first small spring 203 is located inside the second large spring 204, and the first valve core 201 is located above the second valve core 202. The locking mechanism is located between the first slider 209 and the first valve core 201, and the first slider 209 is linked with the locking mechanism.

[0030] Furthermore, the output mechanism includes a first piston 105 slidably connected to the inside of the pneumatic cylinder 1, a third spring 106 disposed between the first piston 105 and the inner wall of the pneumatic cylinder 1, a piston rod 107 fixedly connected to the first piston 105 and extending one end into the hydraulic cylinder 101, and a push rod 108 hinged to the clutch rocker arm. The valve body 2 has an outlet chamber 210 at its bottom, a sealing chamber 211 above the outlet chamber 210, a second valve core 202 slidably connected to the inner wall of the sealing chamber 211, one end of the first outlet pipe 205 communicating with the exhaust port 104, and the other end communicating with the inside of the outlet chamber 210. The outlet chamber 210 has an outlet 212 inside, and the second valve core 202 has several outlet holes 213 on its side near the bottom. By placing the locking mechanism between the first slider 209 and the first valve core 201, a locking function can be achieved without significantly increasing the size of the booster. The ingenious design and compact structure minimize the space occupied by the booster, making it easy for staff to install and also reducing production costs.

[0031] When the driver depresses the clutch pedal, hydraulic oil enters the hydraulic cylinder 101 through the inlet 102, creating pressure on the piston rod 107 and pushing the piston rod 107 and the first piston 105 forward. The first piston 105 drives the push rod 108 to move, simultaneously stretching the third spring 106. The pressure of the hydraulic oil also acts on the first slider 209, pushing it downward and connecting the compressed air port 206, the air intake chamber 207, and the air intake port 103. The compressed air port 206 connects to other additional compressed air sources, and compressed air enters the pneumatic cylinder 1 sequentially through the compressed air port 206, the air intake chamber 207, and the air intake port 103, further pushing the first piston 105 and the push rod 108 forward. When the driver releases the clutch pedal, the hydraulic oil recedes, but the locking mechanism of this invention ensures that the compressed air port 206, the air intake chamber 207, and the air intake port 103 remain connected, allowing compressed air to continue entering the pneumatic cylinder 1 and generating pressure to overcome the restoring force of the third spring 106. This locking mechanism ensures that the clutch remains disengaged when the driver releases their foot, making gear shifting easier, reducing driver fatigue, and greatly improving driving comfort. It also enhances the convenience and practicality of the power steering system. After shifting gears, the driver simply needs to depress the clutch pedal again.

[0032] Specifically, the locking mechanism includes a receiving cylinder 3, a movable cylinder 301, four locking blocks 302, and a rotating cylinder 303 connecting the four locking blocks 302. The rotating cylinder 303 is fixedly connected to each locking block 302. The receiving cylinder 3 is connected to the side of the first sliding hole 208 and communicates internally with the inside of the first sliding hole 208. The movable cylinder 301 is disposed inside the receiving cylinder 3 and is slidably connected to the inside of the receiving cylinder 3. The bottom of the first slider 209 abuts against the top of the movable cylinder 301. The outer surface of the receiving cylinder 3 is provided with four limiting grooves 304. Each locking block 302 is slidably connected to the inner wall of the corresponding limiting groove 304. Each locking block 302 has a first inclined surface 305 on the surface near the movable cylinder 301. The side of the movable cylinder 301 near the locking blocks 302 is provided with several pressing blocks 306 (each pressing block 306 can be integrally formed with the movable cylinder 301). Each of the 06 components is provided with a second inclined surface 307 that is slidably connected to the first inclined surface 305. There are at least eight extrusion blocks 306. Each locking block 302 is circumferentially arranged with the moving cylinder 301 as the center. Each extrusion block 306 has a toothed structure, and the apex of the locking block 302 is located in the middle of the second inclined surface 307. The receiving cylinder 3 is provided with at least four locking grooves 308 that engage with the locking blocks 302 on the side near the rotating cylinder 303. One side of the locking groove 308 is provided with an arc-shaped inclined surface 309 that is slidably connected to the first inclined surface 305. The bottom of each locking block 302 abuts against the top of the first valve core 201, and the depth of the locking groove 308 is less than the diameter of the air inlet chamber 207. When the locking block 302 engages with the locking groove 308, the top of the locking block 302 contacts the bottom of the locking groove 308, while the compressed air port 206, the air inlet chamber 207 and the air inlet 103 remain in a connected state.

[0033] When the driver depresses the clutch pedal, hydraulic oil enters through the inlet 102 under the push of the clutch master cylinder, creating pressure on the piston rod 107 and pushing the piston rod 107 and the first piston 105 forward. The first piston 105 drives the push rod 108 to move, simultaneously stretching the third spring 106. Air inside the pneumatic cylinder 1, away from the third spring 106, enters the exhaust chamber 210 through the exhaust port 104 and the first exhaust pipe 205, and is discharged through the exhaust port 212 within the exhaust chamber 210. When hydraulic oil enters through the inlet 102 and pushes the first slider 209 downward, the first slider 209 pushes the moving cylinder 301 downward, and the pressing block 306 on the moving cylinder 301 further pushes the locking block 302 downward. Due to the restriction of the limiting groove 304, the apex of the locking block 302 is always located in the middle position of the second inclined surface 307. Driven by hydraulic oil, the compression block 306 drives the clamping block 302 to continue moving downward. At the same time, the bottom of each clamping block 302 also pushes the first valve core 201 to move downward.

[0034] As the first valve core 201 moves downward, it compresses the first small spring 203. When the bottom of the first valve core 201 contacts the top of the second valve core 202, the second valve core 202 moves downward under the action of the first valve core 201, compressing the second large spring 204. At this time, the compressed air port 206, the air inlet chamber 207, and the air inlet 103 remain connected, allowing compressed air to enter the pneumatic cylinder 1 from the air inlet 103. At this time, the locking block 302 is in a state of disengagement from the limiting groove 304. When the locking block 302 disengages from the limiting groove 304, the top of the locking block 302 moves to the bottom of the first inclined surface 305 due to the absence of the limiting effect of the limiting groove 304. Simultaneously, the rotating cylinder 303 rotates at a certain angle under the action of each locking block 302.

[0035] When the driver releases the clutch pedal, the hydraulic oil recedes, and the first small spring 203 pushes the first valve core 201 upward, thereby causing each locking block 302 to move upward. Because the locking block 302 has rotated at a certain angle, it will not re-enter the limiting groove 304, but instead will engage in the locking groove 308 via the arc-shaped inclined surface 309. This shortens the distance the locking block 302 moves, ensuring that the compressed air port 206, the intake chamber 207, and the intake port 103 remain connected. At this time, the top of the second valve core 202 contacts the bottom of the first valve core 201 under the action of the second large spring 204, preventing compressed air from being discharged from the valve body 2 through the exhaust. Since compressed air is always entering the intake port 103, the first piston 105 keeps the push rod 108 extended.

[0036] In this embodiment, to prevent the movable cylinder 301 from shifting or rotating during movement, several limiting blocks 310 are provided on the side of the movable cylinder 301, and each limiting block 310 is slidably connected to the inner wall of the limiting groove 304. The limiting blocks 310 ensure that the movable cylinder 301 can only move along the direction of the limiting groove 304, thereby preventing radial rotation or shifting of the movable cylinder 301 during movement and improving the stability of the locking mechanism.

[0037] Secondly, to reduce the contact area between each locking block 302 and the top of the first valve core 201, several balls 311 are provided on the top of the first valve core 201, and the bottom of each locking block 302 is in rolling connection with the balls 311. By providing the balls 311, the contact area between the first valve core 201 and the locking blocks 302 can be reduced, thereby reducing friction, making the rotation of the locking blocks 302 smoother, and reducing the phenomenon of jamming during the rotation of the locking blocks 302.

[0038] In this embodiment, to further prevent the first piston 105 from causing the push rod 108 to retract when the driver releases the clutch pedal, a receiving block 401 is fixedly connected inside the pneumatic cylinder 1 by several fixing brackets 4, and the receiving block 401 is located between the first piston 105 and the hydraulic cylinder 101. One end of the third spring 106 is fixedly connected to the first piston 105, and the other end of the third spring 106 is fixedly connected to the receiving block 401. The receiving block 401 is provided with a receiving groove 402 inside, and the outer surface of the piston rod 107 is provided with an annular fixing groove 403. A plurality of fixing blocks 404 are provided inside the receiving groove 402, and a fixing mechanism is provided inside the receiving groove 402 to engage each fixing block 404 with the annular fixing groove 403.

[0039] When the push rod 108 extends under the action of hydraulic oil, the fixing mechanism engages the fixing blocks 404 with the annular fixing grooves 403 on the surface of the piston rod 107. In this way, when the hydraulic oil retracts, the piston rod 107 remains locked, thereby ensuring that the push rod 108 will not retract, and thus ensuring the stable pushing of the push rod 108 on the clutch rocker arm.

[0040] Specifically, the fixing mechanism includes a movable block 405, an elastic element 406, and a pneumatic actuation assembly for moving the movable block 405. One end of the elastic element 406 is fixedly connected to the side of the receiving groove 402, and the other end of the elastic element 406 is fixedly connected to the side of the movable block 405. The movable block 405 is slidably connected to the inner wall of the receiving groove 402. Each fixed block 404 has a circular cross-section. A pusher block 412 (which can be integrally formed with the movable block 405) is fixedly connected inside the movable block 405. The pusher block 412 has a third inclined surface 407 that is slidably connected to the fixed block 404 on the side near the first piston 105. The overall shape of the fixed block 404 is spherical. Making the cross-section of the fixed block 404 circular reduces the contact area between each fixed block 404 and the piston rod 107, making the movement of the piston rod 107 smoother and reducing the occurrence of jamming during movement.

[0041] Furthermore, the pneumatic actuation assembly includes a first air inlet pipe 5, a second air inlet pipe 501, a second piston 502, and a second air outlet pipe 503. The second piston 502 is disposed inside the receiving groove 402 and is slidably connected to the inner wall of the receiving groove 402. One end of the second piston 502 abuts against the side of the moving block 405 away from the elastic member 406. One end of the first air inlet pipe 5 is connected to the inside of the air inlet 103, and the other end of the first air inlet pipe 5 is connected to the inside of the pneumatic cylinder 1. One end of the second air inlet pipe 501 is connected to the side of the first air inlet pipe 5 and is connected to the inside of the first air inlet pipe 5. The other end of the second air inlet pipe 501 is connected to the end of the receiving groove 402 near the piston, and the inner diameter of the second air inlet pipe 501 is smaller than the inner diameter of the first air inlet pipe 5. One end of the second air outlet pipe 503 is connected to the side of the receiving groove 402 near the elastic member 406, and the other end of the second air outlet pipe 503 is connected to the inside of the first air outlet pipe 205.

[0042] When the driver depresses the clutch pedal, hydraulic oil enters the hydraulic cylinder 101 through the inlet 102, creating pressure on the piston rod 107 and pushing the piston rod 107 and the first piston 105 forward. The first piston 105 moves the push rod 108, simultaneously stretching the third spring 106. Air inside the pneumatic cylinder 1, away from the third spring 106, enters the exhaust chamber 210 through the exhaust port 104 and the first exhaust pipe 205, and is discharged through the exhaust port 212 within the exhaust chamber 210. When hydraulic oil enters through the inlet 102 and pushes the first slider 209 downwards, the first slider 209 pushes the moving cylinder 301 downwards, and the pressing block 306 on the moving cylinder 301 further pushes the locking block 302 downwards. Due to the limitation of the limiting groove 304, the apex of the locking block 302 is always located in the middle of the second inclined surface 307. Driven by hydraulic oil, the compression block 306 drives the clamping block 302 to continue moving downward. At the same time, the bottom of each clamping block 302 also pushes the first valve core 201 to move downward.

[0043] As the first valve core 201 moves downward, it compresses the first small spring 203. When the bottom of the first valve core 201 contacts the top of the second valve core 202, the second valve core 202 moves downward under the action of the first valve core 201, compressing the second large spring 204. At this time, the compressed air port 206, the air inlet chamber 207, and the air inlet 103 remain connected. Compressed air enters the first air inlet pipe 5 from the air inlet 103, and then enters the pneumatic cylinder 1 through the other end of the first air inlet pipe 5, gradually filling the pneumatic cylinder 1 and pushing the first piston 105 forward, stretching the third spring 106. When the side of the first piston 105 contacts the side of the pneumatic cylinder 1, the first piston 105 can no longer move. At this time, the position of the annular fixing groove 403 on the piston rod 107 corresponds to each fixing block 404, and the compressed air enters the receiving groove 402 through the second air inlet pipe 501, pushing the second piston 502 to move. The second piston 502 drives the moving block 405 to move towards the compression elastic member 406, while the gas on the other side of the receiving groove 402 enters the first exhaust pipe 205 through the second exhaust pipe 503 and is discharged through the exhaust port 212 of the exhaust chamber 210. As the moving block 405 moves forward, the third inclined surface 407 of the pushing block 412 pushes each fixing block 404 into the annular fixing groove 403, thereby fixing the piston rod 107. The pneumatic actuation assembly in this embodiment does not require an additional air source, reducing costs.

[0044] It should be noted that because the inner diameter of the second intake pipe 501 is much smaller than that of the first intake pipe 5, compressed air will preferentially enter the pneumatic cylinder 1. According to the Hagen-Poiseuille law, the volumetric flow rate Q (i.e., the volume flowing per unit time) of a fluid through a pipe is directly proportional to the inner diameter of the pipe (the fourth power of the radius r), and inversely proportional to the length L of the pipe and the viscosity η of the fluid. Therefore, when the radius increases, the volumetric flow rate of the fluid increases rapidly, and the resistance decreases; conversely, when the radius decreases, the volumetric flow rate of the fluid decreases rapidly, and the resistance increases. At the same time, increasing the pipe length also increases the resistance to fluid flow.

[0045] According to Bernoulli's principle in fluid mechanics, gas will choose the path of least resistance to flow. Since the inner diameter of the first intake pipe 5 is larger and its length is much smaller than that of the second intake pipe 501, the resistance of gas reaching the inside of the pneumatic cylinder 1 through the first intake pipe 5 is smaller. Therefore, the inside of the pneumatic cylinder 1 will be filled with gas faster than the accommodating groove 402.

[0046] To prevent the movable block 405 from shifting or misaligning during movement, guide grooves 504 are provided on both sides of the receiving groove 402, and guide blocks 505 are provided on both sides of the movable block 405. The guide blocks 505 are slidably connected to the inner wall of the guide grooves 504. The guide grooves 504 and guide blocks 505 prevent rotation or misalignment of the movable block 405 during movement, ensuring uniform force on the elastic element 406 and improving its service life. Furthermore, the guide blocks 505 abut against the side of the guide groove 504 away from the elastic element 406. This prevents air from entering the receiving groove 402 through the second air outlet pipe 503 when air from the side of the pneumatic cylinder 1 away from the third spring 106 is discharged through the first air outlet pipe 205, thus avoiding stretching of the elastic element 406 and further improving its service life.

[0047] Working principle:

[0048] When the driver depresses the clutch pedal, hydraulic oil enters through the inlet 102 under the push of the clutch master cylinder, creating pressure on the piston rod 107 and pushing the piston rod 107 and the first piston 105 forward. The first piston 105 drives the push rod 108 to move, simultaneously stretching the third spring 106. Air inside the pneumatic cylinder 1, away from the third spring 106, enters the exhaust chamber 210 through the exhaust port 104 and the first exhaust pipe 205, and is discharged through the exhaust port 212 within the exhaust chamber 210. When hydraulic oil enters through the inlet 102 and pushes the first slider 209 downward, the first slider 209 pushes the moving cylinder 301 downward, and the pressing block 306 on the moving cylinder 301 further pushes the locking block 302 downward. Due to the restriction of the limiting groove 304, the apex of the locking block 302 is always located in the middle position of the second inclined surface 307. Driven by hydraulic oil, the compression block 306 drives the clamping block 302 to continue moving downward. At the same time, the bottom of each clamping block 302 also pushes the first valve core 201 to move downward.

[0049] As the first valve core 201 moves downward, it compresses the first small spring 203. When the bottom of the first valve core 201 contacts the top of the second valve core 202, the second valve core 202 moves downward under the action of the first valve core 201, compressing the second large spring 204. At this time, the compressed air port 206, the air inlet chamber 207, and the air inlet 103 remain connected, allowing compressed air to enter the pneumatic cylinder 1 from the air inlet 103 and push the first piston 105 forward. At this time, the locking block 302 is in a state of disengagement from the limiting groove 304. When the locking block 302 disengages from the limiting groove 304, the top of the locking block 302 moves to the bottom of the first inclined surface 305 due to the lack of limiting effect from the limiting groove 304. Simultaneously, the rotating cylinder 303 rotates at a certain angle under the action of each locking block 302.

[0050] When the driver releases the clutch pedal, the hydraulic oil recedes, and the first small spring 203 pushes the first valve core 201 upward, thereby causing each locking block 302 to move upward. Because the locking block 302 rotates at a certain angle, it will not re-enter the limiting groove 304, but instead will engage with the locking groove 308 via the arc-shaped inclined surface 309 (it should be noted that when the locking block 302 engages with the bottom of the locking groove 308, the top of the locking block 302 will still be located in the middle of the second inclined surface 307 of another pressing block 306). This shortens the distance the locking block 302 moves, ensuring that the compressed air port 206, the intake chamber 207, and the intake port 103 remain connected. At this time, the top of the second valve core 202 contacts the bottom of the first valve core 201 under the action of the second large spring 204, preventing compressed air from being discharged from the valve body 2 through the exhaust.

[0051] After the driver completes the gear shift, the clutch pedal needs to be depressed again and held for a period of time before being released. Hydraulic oil re-enters the hydraulic cylinder 101 under the action of the clutch master cylinder. Since the piston rod 107 is in a fixed state and cannot be pushed further, the hydraulic oil will squeeze the first slider 209 through the first sliding hole 208, pushing the moving cylinder 301 downwards. The pressing block 306 on the moving cylinder 301, corresponding to the locking block 302, will push the locking block 302 out of the locking groove 308. Since the top of the locking block 302 is still located in the middle of the second inclined surface 307, when the locking block 302 is disengaged from the locking groove 308, it will rotate a certain angle to align with the limiting groove 304. When the driver releases their foot, the hydraulic oil recedes, and the first small spring 203 and the second large spring 204 return to their original positions, driving the first and second valve cores 202 back to their original positions, sealing the air intake chamber 207 and the air intake port 103. Simultaneously, each locking block 302, driven by the first valve core 201, inserts into the limiting groove 304 and returns to its original position. The moving cylinder 301 and the first slider 209 also reset. Due to the lack of continuous air pressure in the receiving groove 402, the elastic element 406 returns to its original position, gradually pushing the moving block 405 and the second piston 502 back to their original positions, causing the pushing block 412 to disengage from the fixed block 404, thus providing space for the fixed block 404 to move. Air in the receiving groove 402 is then discharged through the second air intake pipe 501, the first air intake pipe 5, the air intake port 103, and the exhaust port 104. To facilitate the piston rod 107 disengaging from the fixed block 404, fourth inclined surfaces 506 can be provided on both sides of the annular fixed groove 403, slidingly connected to the fixed block 404, to reduce jamming. When the first piston 105 is reset under the action of the third spring 106, the air inside the pneumatic cylinder 1 will be discharged in sequence through the first intake pipe 5, the intake port 103 and the exhaust port 104.

[0052] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A clutch booster, comprising a pneumatic cylinder (1) and a hydraulic cylinder (101) connected to the rear end of the pneumatic cylinder (1), wherein the hydraulic cylinder (101) has an oil inlet (102) on the side away from the pneumatic cylinder (1), an air inlet (103) on the side of the pneumatic cylinder (1) near the hydraulic cylinder (101), an exhaust port (104) on the side of the pneumatic cylinder (1) away from the hydraulic cylinder (101), and an output mechanism is provided inside the pneumatic cylinder (1). (1) is provided with an intake and exhaust control valve on one side. The intake and exhaust control valve includes a valve body (2) connected to the pneumatic cylinder (1) and the hydraulic cylinder (101), a first valve core (201), a second valve core (202), a first small spring (203), a second large spring (204), and a first exhaust pipe (205). The valve body (2) is provided with a first sliding hole (208) communicating with the inside of the hydraulic cylinder (101), and a first slider (209) is slidably connected inside the first sliding hole (208). The valve body (2) is characterized in that... The valve body (2) is provided with a compressed air port (206) and an air inlet chamber (207) connected to the air inlet (103) in sequence. The valve body (2) is provided with a locking mechanism. When the hydraulic oil retracts, the locking mechanism can ensure that the compressed air port (206), the air inlet chamber (207), and the air inlet (103) are in a connected state. When the hydraulic oil re-enters, the locking mechanism will close the air inlet chamber (207) and the air inlet (103). One end of the first small spring (203) abuts against the bottom of the valve body (2). The other end of the spring (203) abuts against the first valve core (201), one end of the second large spring (204) abuts against the bottom of the valve body (2), the other end of the second large spring (204) abuts against the second valve core (202), and the first small spring (203) is disposed inside the second large spring (204), the first valve core (201) is disposed above the second valve core (202), the locking mechanism is disposed between the first slider (209) and the first valve core (201), and the first slider (209) is linked with the locking mechanism; The locking mechanism includes a accommodating cylinder (3), a movable cylinder (301), four locking blocks (302), and a rotating cylinder (303) connecting the four locking blocks (302). The accommodating cylinder (3) is connected to the side of the first sliding hole (208) and communicates with the inside of the first sliding hole (208). The movable cylinder (301) is disposed inside the accommodating cylinder (3) and is slidably connected to the inside of the accommodating cylinder (3). The bottom of the first slider (209) abuts against the top of the movable cylinder (301). The outer surface of the accommodating cylinder (3) is provided with four limiting grooves (304). Each locking block (302) is slidably connected to the inner wall of the corresponding limiting groove (304). The locking block (302) is close to the movable cylinder (301). The surface of the moving cylinder (301) is provided with a first inclined surface (305). The moving cylinder (301) is provided with a plurality of pressing blocks (306) on the side near the locking block (302). Each pressing block (306) is provided with a second inclined surface (307) that is slidably connected to the first inclined surface (305). The apex of the locking block (302) is located in the middle of the second inclined surface (307). The receiving cylinder (3) is provided with at least four locking grooves (308) that are engaged with the locking block (302) on the side near the rotating cylinder (303). One side of the locking groove (308) is provided with an arc-shaped inclined surface (309) that is slidably connected to the first inclined surface (305). The bottom of each locking block (302) abuts against the top of the first valve core (201).

2. A clutch booster according to claim 1, characterized in that: The output mechanism includes a first piston (105) that is slidably connected to the inside of the pneumatic cylinder (1), a third spring (106) disposed between the first piston (105) and the inner wall of the pneumatic cylinder (1), a piston rod (107) that is fixedly connected to the first piston (105) and extends one end into the inside of the hydraulic cylinder (101), and a push rod (108) that is hinged to the clutch rocker arm. The bottom of the valve body (2) is provided with an air outlet chamber (210), and a sealing chamber (211) is provided above the air outlet chamber (210). The second valve core (202) is slidably connected to the inner wall of the sealing chamber (211). One end of the first air outlet pipe (205) is connected to the exhaust port (104), and the other end of the first air outlet pipe (205) is connected to the inside of the air outlet chamber (210). The air outlet chamber (210) is provided with an air outlet (212), and the second valve core (202) is provided with several air outlet holes (213) on the side near the bottom.

3. A clutch booster according to claim 2, characterized in that: The side of the movable cylinder (301) is provided with several limiting blocks (310), and each limiting block (310) is slidably connected to the inner wall of the limiting groove (304).

4. A clutch booster according to claim 2, characterized in that: The top of the first valve core (201) is provided with a plurality of balls (311), and the bottom of each of the locking blocks (302) is tumbledly connected to the balls (311).

5. A clutch booster according to claim 2, characterized in that: The pneumatic cylinder (1) has a receiving block (401) fixedly connected inside by several fixing brackets (4), and the receiving block (401) is located between the first piston (105) and the hydraulic cylinder (101). One end of the third spring (106) is fixedly connected to the first piston (105), and the other end of the third spring (106) is fixedly connected to the receiving block (401). The receiving block (401) has a receiving groove (402) inside, and the outer surface of the piston rod (107) has an annular fixing groove (403). The receiving groove (402) has several fixing blocks (404) inside, and the receiving groove (402) has a fixing mechanism that makes each fixing block (404) engage with the annular fixing groove (403).

6. A clutch booster according to claim 5, characterized in that: The fixing mechanism includes a movable block (405), an elastic element (406), and a pneumatic push assembly for moving the movable block (405). One end of the elastic element (406) is fixedly connected to the side of the receiving groove (402), and the other end of the elastic element (406) is fixedly connected to the side of the movable block (405). The movable block (405) is slidably connected to the inner wall of the receiving groove (402). The cross-section of each fixing block (404) is circular. A push block (412) is fixedly connected inside the movable block (405). The push block (412) has a third inclined surface (407) that is slidably connected to the fixing block (404) on the side near the first piston (105).

7. A clutch booster according to claim 6, characterized in that: The pneumatic actuation assembly includes a first air inlet pipe (5), a second air inlet pipe (501), a second piston (502), and a second air outlet pipe (503). The second piston (502) is disposed inside the receiving groove (402) and is slidably connected to the inner wall of the receiving groove (402). One end of the second piston (502) abuts against the side of the moving block (405) away from the elastic element (406). One end of the first air inlet pipe (5) is connected to the inside of the air inlet (103), and the other end of the first air inlet pipe (5) is connected to the inside of the pneumatic cylinder (1). One end of the second intake pipe (501) is connected to the side of the first intake pipe (5), and the second intake pipe (501) is connected to the inside of the first intake pipe (5). The other end of the second intake pipe (501) is connected to the end of the receiving groove (402) near the piston. The inner diameter of the second intake pipe (501) is smaller than the inner diameter of the first intake pipe (5). One end of the second exhaust pipe (503) is connected to the side of the receiving groove (402) near the elastic member (406). The other end of the second exhaust pipe (503) is connected to the inside of the first exhaust pipe (205).

8. A clutch booster according to claim 6, characterized in that: The receiving groove (402) is provided with guide grooves (504) on both sides, and the moving block (405) is provided with guide blocks (505) on both sides. The guide blocks (505) are slidably connected to the inner wall of the guide groove (504).

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