Double-cavity vacuum booster

Abstract

The utility model discloses a double-cavity vacuum booster. The traditional design is improved. And the rear side of the diaphragm seat is fixedly connected with an assembly sleeve and is provided with three stages of sinking grooves of which the inner diameters are sequentially increased. The control plunger is installed in the first-stage sinking groove in a sliding mode, the assembling end of the rubber valve is assembled in the third-stage sinking groove in a sealed mode, and the sealing end of the rubber valve is arranged in the second-stage sinking groove and abuts against the second-stage sinking groove and the control plunger in a sealed mode. A vacuum passage and an atmosphere passage are arranged on the diaphragm seat, the vacuum passage is connected with the front chamber and the secondary sinking tank, and the atmosphere passage is connected with the rear chamber and the primary sinking tank. The front side of the main push rod is in spherical hinge connection with the control plunger, the rear side of the main push rod extends out of the sleeve, a telescopic through hole is formed in the rear side of the main push rod, the auxiliary push rod is arranged in the telescopic through hole, the piston column is in sealing contact with the telescopic through hole, and the reset spring abuts against the piston column. By means of the design, the braking performance and the driving safety are improved, the driving experience is remarkably improved, and wide application prospects and market value are achieved.

Description

Technical Field

[0001] The utility model relates to the technical field of vacuum boosters, and specifically relates to a double-chamber vacuum booster. Background Art

[0002] Vacuum boosters in the prior art are widely used in automotive braking systems to provide auxiliary braking force. However, there are still some obvious deficiencies in the working process of traditional vacuum boosters, which affect the braking effect and driving experience.

[0003] Firstly, when the driver presses or releases the brake pedal, the air pressure inside the vacuum booster needs to be adjusted accordingly to provide the necessary boost. However, the speed of this air pressure adjustment process is relatively slow, with obvious hysteresis. The hysteresis of air pressure change leads to an extended braking response time, unable to quickly meet the driver's braking requirements, and affecting the safety and reliability during emergency braking. This hysteresis is particularly obvious in frequent braking operations or driving situations that require quick response, affecting the overall braking performance.

[0004] Secondly, the control push rod component in the existing vacuum booster is usually directly mechanically connected to the brake pedal. When the driver presses or releases the brake pedal, the control power provided to the vacuum booster shows an obvious linear relationship. This linear control method is difficult to adjust flexibly in different stepping situations and cannot provide corresponding boost changes according to the actual needs of the driver. This results in a relatively single braking effect in different driving scenarios and cannot achieve the ideal braking performance. At the same time, the driving experience is also affected, and it is difficult for the driver to obtain smooth and precise boost feedback in braking operations with different forces.

[0005] Therefore, the deficiencies of the existing vacuum booster in terms of air pressure adjustment speed and control power adjustment have become important factors restricting its further improvement of braking performance and driving experience. In response to these problems, there is an urgent need for an improved design of a double-chamber vacuum booster to enhance the air pressure adjustment speed and the flexibility of control power, so as to achieve better braking effects and a better driving experience. Summary of the Utility Model

[0006] Aiming at the above deficiencies existing in the prior art, the purpose of the present utility model is to provide a double-chamber vacuum booster, which has achieved significant improvements in terms of air pressure adjustment speed, flexible adjustment of control power, as well as overall efficiency and durability.

[0007] The technical solution adopted by the present utility model to achieve the above object is as follows: A dual-chamber vacuum booster, comprising a front cover housing, a rear cover housing in sealed combination, and a brake push rod, a diaphragm seat, an isolation diaphragm, a control plunger, and a rubber valve disposed therein. The outer edge of the isolation diaphragm is in sealed combination with the front cover housing and the rear cover housing. The isolation diaphragm divides the inner cavities of the front cover housing and the rear cover housing into a front chamber and a rear chamber. The diaphragm seat is fixedly connected to the isolation diaphragm. The brake push rod is assembled on one side of the front cover housing and connected to the diaphragm seat. The control plunger and the rubber valve are both assembled in the diaphragm seat and arranged on one side of the rear cover housing.

[0008] A fitting sleeve is fixedly connected to the rear side of the diaphragm seat and is disposed in the rear chamber and extends to the outside of the rear cover housing. A first-stage sink, a second-stage sink, and a third-stage sink are provided in the fitting sleeve and are arranged coaxially in sequence with the inner diameters increasing in turn. The control plunger is slidably installed in the first-stage sink. The assembly end of the rubber valve is hermetically assembled in the third-stage sink. The sealing end of the rubber valve is disposed in the second-stage sink and can be in sealed contact with the second-stage sink and the control plunger.

[0009] A vacuum passage and an atmosphere passage are provided on the diaphragm seat. Both ends of the vacuum passage are in communication with the front chamber and the second-stage sink respectively. Both ends of the atmosphere passage are in communication with the rear chamber and the first-stage sink respectively.

[0010] It further includes a control push rod assembly penetrating through the fitting sleeve. The control push rod assembly includes a main push rod, a sub-push rod, and a return spring arranged coaxially. The front end of the main push rod is ball-jointed to the control plunger. The rear end of the main push rod extends to the outside of the fitting sleeve. A telescopic through hole is provided at the rear end of the main push rod. The sub-push rod is disposed in the telescopic through hole. A piston column in sealed contact with the telescopic through hole is fixedly connected to the sub-push rod. The return spring is disposed in the telescopic through hole and abuts against the piston column.

[0011] In some embodiments, after the brake pedal is released, to ensure that the isolation diaphragm, the diaphragm seat, and the brake push rod can be reset to cancel the force on the brake, a support spring A is assembled in the front chamber. Both ends of the support spring A are in abutment with the front cover housing and the diaphragm seat respectively.

[0012] In some embodiments, to ensure that the rubber valve can be stably installed in the fitting sleeve, ensure that the sealing end of the rubber valve has a tendency to move towards the front cover housing side, and achieve the reset effect of the control push rod assembly, the following technical solution is provided.

[0013] A support spring B and a support spring C are arranged in the fitting sleeve. An assembly gasket ring is clamped at the inner edge of the assembly end of the rubber valve. A pressure ring is fixedly connected to the outer wall of the main push rod. Both ends of the support spring B are in abutment with the assembly gasket ring and the pressure ring. Both ends of the support spring C are in abutment with the assembly gasket ring and the sealing end.

[0014] In some of the embodiments, to effectively improve the response speed of the vacuum booster so that the rear chamber can quickly achieve vacuum pumping or air pressure balance with the atmospheric environment, the following technical solutions are provided.

[0015] A plurality of groups of the vacuum passages and the atmospheric passages are provided and are distributed in an annular array, and the vacuum passages and the atmospheric passages are alternately distributed.

[0016] In some of the embodiments, to ensure that the auxiliary push rod can be stably assembled and operated in the main push rod and optimize the pedal control feeling of the brake by means of the control push rod assembly, the following technical solutions are provided.

[0017] A guide rod is fixedly connected to the front end of the auxiliary push rod. A guide groove communicating with the telescopic through hole is formed in the main push rod. The guide rod is slidably inserted into the guide groove. Exhaust fine holes extending to the outside of the main push rod are formed in both the guide groove and the telescopic through hole. An assembly cover is fixedly connected to the rear end of the main push rod. The auxiliary push rod penetrates through the assembly cover, and a connection ring abutting against the assembly cover is fixedly connected to the outer wall of the main push rod.

[0018] Advantages of the present utility model:

[0019] 1. It can significantly accelerate the internal air pressure regulation speed. When the driver steps on or releases the brake pedal, the air pressure can be quickly regulated through a plurality of groups of vacuum passages and atmospheric passages designed in an annular array, making the air pressure regulation process faster and more efficient, and reducing the hysteresis of air pressure change. This fast-response air pressure regulation mechanism greatly improves the response speed of the braking system, enhances the immediacy and reliability of braking. Especially in the case of emergency braking, it can provide more rapid braking force and improve driving safety.

[0020] 2. The control push rod assembly, by setting the structural form of the main push rod and the auxiliary push rod, enables the control power to be flexibly adjusted according to different stepping forces and driving situations. In this way, the driver can obtain more accurate and appropriate boost feedback during different stepping operations, significantly improving the braking effect. This adjustable boost output mode enables the braking system to better adapt to various driving needs and provides a smoother and more comfortable driving experience.

[0021] In summary, the design of the dual-chamber vacuum booster in this solution has achieved significant improvements in terms of air pressure adjustment speed, flexible adjustment of control power, and overall efficiency and durability. It not only improves braking performance and driving safety but also significantly enhances the driving experience, with broad application prospects and market value. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 is a schematic external view of the present utility model;

[0023] Figure 2 is a schematic internal structure view of the present utility model;

[0024] Figure 3 is a schematic structure view of the diaphragm seat and the components assembled therein;

[0025] Figure 4 is a schematic detailed view of the diaphragm seat and the components assembled therein;

[0026] Figure 5 is a schematic detailed view of the control push rod assembly.

[0027] In the figures: 11 front cover housing, 111 vacuum interface, 12 rear cover housing, 13 brake push rod, 131 assembly gasket seat, 14 isolation diaphragm, 15 control plunger, 16 rubber valve, 161 assembly end, 162 sealing end, 163 assembly gasket ring, 171 front chamber, 172 rear chamber, 181 seal A, 182 seal B, 183 filter ring, 184 seal C, 185 dust-proof rubber sleeve, 191 support spring A, 192 support spring B, 193 support spring C, 2 diaphragm seat, 21 fitting sleeve, 211 first-stage sink, 212 second-stage sink, 213 third-stage sink, 22 vacuum passage, 23 atmosphere passage, 241 assembly sink, 242 sliding through slot, 243 rubber reaction disk, 3 control push rod assembly, 31 main push rod, 311 telescopic through hole, 312 pressure ring, 313 guide groove, 314 exhaust fine hole, 315 assembly cover, 316 connecting ring, 32 sub-push rod, 321 piston column, 322 guide rod, 33 return spring. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0028] Next, the technical solutions in the embodiments of the present utility model will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present utility model.

[0029] Please refer to Figures 1-5, a dual-chamber vacuum booster, comprising a front cover shell 11, a rear cover shell 12 which are hermetically combined, and a brake push rod 13, a diaphragm seat 2, an isolation diaphragm 14, a control plunger 15, a rubber valve 16 disposed therein. The outer edge of the isolation diaphragm 14 is hermetically combined with the front cover shell 11 and the rear cover shell 12. The isolation diaphragm 14 divides the inner cavities of the front cover shell 11 and the rear cover shell 12 into a front chamber 171 and a rear chamber 172. The diaphragm seat 2 is fixedly connected to the isolation diaphragm 14. The brake push rod 13 is assembled on one side of the front cover shell 11 and is connected to the diaphragm seat 2. The control plunger 15 and the rubber valve 16 are both assembled in the diaphragm seat 2 and are arranged on one side of the rear cover shell 12.

[0030] A fitting sleeve 21 is fixedly connected to the rear side of the diaphragm seat 2 and is disposed in the rear chamber 172 and extends to the outside of the rear cover shell 12. A first-stage sink 211, a second-stage sink 212, and a third-stage sink 213 which are arranged coaxially in sequence and have gradually increasing inner diameters are provided in the fitting sleeve 21. The control plunger 15 is slidably installed in the first-stage sink 211. The assembly end 161 of the rubber valve 16 is hermetically assembled in the third-stage sink 213. The sealing end 162 of the rubber valve 16 is disposed in the second-stage sink 212 and can be in sealing contact with the second-stage sink 212 and the control plunger 15.

[0031] A vacuum passage 22 and an atmosphere passage 23 are provided on the diaphragm seat 2. Both ends of the vacuum passage 22 are in communication with the front chamber 171 and the second-stage sink 212 respectively. Both ends of the atmosphere passage 23 are in communication with the rear chamber 172 and the first-stage sink 211 respectively.

[0032] It further includes a control push rod assembly 3 which penetrates through the fitting sleeve 21. The control push rod assembly 3 includes a main push rod 31, a sub-push rod 32, and a return spring 33 which are arranged coaxially. The front end of the main push rod 31 is ball-jointed to the control plunger 15. The rear end of the main push rod 31 extends to the outside of the fitting sleeve 21. A telescopic through hole 311 is provided at the rear end of the main push rod 31. The sub-push rod 32 is disposed in the telescopic through hole 311. A piston column 321 which is in sealing contact with the telescopic through hole 311 is fixedly connected to the sub-push rod 32. The return spring 33 is disposed in the telescopic through hole 311 and abuts against the piston column 321.

[0033] A vacuum interface 111 is further provided on the front cover shell 11. A check valve is assembled on the vacuum interface 111 and is connected to a vacuum pump or an intake pipe behind the throttle valve to be used for evacuating the front chamber 171.

[0034] The front cover 11, the isolation diaphragm 14, and the rear cover 12 can be hermetically combined in a nested manner and reinforced by bolt assemblies to ensure the stability of the overall structure. A seal A181 is assembled at the connection between the front cover 11 and the brake push rod 13 to ensure that the brake push rod 13 is always sealed with the front cover 11 during telescopic movement, and to ensure the sealing performance of the front chamber 171. A seal B182 is assembled between the rear cover 12 and the fitting sleeve 21 to ensure the sealing performance of the connection between the rear cover 12 and the fitting sleeve 21. A filter ring 183 is assembled at the port of the fitting sleeve 21 to ensure the cleanliness of the air entering the rear chamber 172. A seal C184 is provided at the connection between the filter ring 183 and the main push rod 31 to prevent dust in the outside atmosphere from directly entering the rear chamber 172 through the gap between the two. A dust-proof rubber sleeve 185 is also assembled at the position of the rear cover 12 and the fitting sleeve 21 to prevent external dust from invading the interface position along the gap and affecting the sealing effect.

[0035] To ensure that the brake push rod 13 can be stably connected to the diaphragm seat 2, an assembly sink 241 is also provided at the front end of the diaphragm seat 2. A sliding through groove 242 that communicates with the sink is provided at the center of the assembly sink 241. A rubber reaction disk 243 is nested and installed in the assembly sink 241. The rear end of the brake push rod 13 is fixedly connected with an assembly pad seat 131 arranged in the assembly sink 241 and in contact with the rubber reaction disk 243. The front end of the control plunger 15 is slidably installed in the sliding through groove 242 and is in sliding plug connection with the rubber reaction disk 243.

[0036] After the brake pedal is released, the control push rod assembly 3 is on the side of the rear cover 12. At this time, the sealing end 162 of the rubber valve 16 is in a sealed contact state with the control plunger 15 and is separated from the secondary sink 212. At this time, the vacuum passage 22 is in a connected state, and the front chamber 171 and the rear chamber 172 are connected through the vacuum passage 22 and are both in a vacuum state. The atmosphere passage 23 is in a disconnected state, and the outside atmosphere is blocked by the rubber valve 16 and cannot enter the rear chamber 172.

[0037] After the brake pedal is depressed, it can push the entire control push rod assembly 3 to move towards the front cover 11 side, thereby driving the sealing end 162 of the rubber valve 16 and the control plunger 15 to move, so that the sealing end 162 is in sealed contact with the secondary sink 212 and closes the vacuum passage 22. At the same time, the sealing end 162 is separated from the control plunger 15 to open the atmosphere passage 23. At this time, the outside atmosphere can enter the rear chamber 172 through the gap between the sealing end 162 and the control plunger 15 and the atmosphere passage 23. A pressure difference is generated between the front chamber 171 and the rear chamber 172, which can then push the separation diaphragm and the diaphragm seat 2 to move towards the front cover 11 side as a whole, and then push the brake push rod 13 to generate a braking force to act on the hydraulic system of the brake.

[0038] After the brake pedal is released, to ensure that the isolation diaphragm 14, diaphragm seat 2, and brake push rod 13 can reset to cancel the force on the brake, a support spring A191 is assembled in the front chamber 171. Both ends of the support spring A191 are in contact with the front cover 11 and the diaphragm seat 2 respectively. When the diaphragm seat 2 moves towards the front cover 11, it can compress the support spring A191 and store elastic potential energy. After the brake pedal is released and both the front chamber 171 and the rear chamber 172 are in a vacuum state and the pressure difference disappears, the compressed support spring A191 can push the diaphragm seat 2 and the isolation diaphragm 14 towards the rear cover 12 to achieve the purpose of resetting them.

[0039] To ensure that the rubber valve 16 can be stably installed in the fitting sleeve 21, ensure that the sealing end 162 of the rubber valve 16 has a tendency to move towards the front cover 11, and achieve the reset effect of the control push rod assembly 3, the following technical solutions are provided.

[0040] A support spring B192 and a support spring C193 are arranged in the fitting sleeve 21. An assembly gasket ring 163 is clamped on the inner edge of the assembly end 161 of the rubber valve 16. A pressure ring 312 is fixedly connected to the outer wall of the main push rod 31. Both ends of the support spring B192 are in contact with the assembly gasket ring 163 and the pressure ring 312 respectively. Both ends of the support spring C193 are in contact with the assembly gasket ring 163 and the sealing end 162 respectively.

[0041] The setting of the assembly gasket ring 163 can ensure the effective connection between the support spring B192, the support spring C193 and the rubber valve 16. The setting of the support spring B192 can press the assembly end 161 firmly to the third-stage sink 213 to ensure the stable installation of the rubber valve 16. When the control push rod assembly 3 is pushed towards the front cover 11, the support spring B192 can be compressed and store elastic potential energy. When the thrust is cancelled, the support spring B192 can push the control push rod assembly 3 to reset in the reverse direction. The support spring C193 can push the sealing end 162 of the rubber valve 16 to always move towards the front cover 11, thereby achieving the sealing contact with the second-stage sink 212 or the control plunger 15.

[0042] To effectively improve the response speed of the vacuum booster so that the rear chamber 172 can quickly achieve vacuum pumping or pressure balance with the atmospheric environment, the following technical solutions are provided.

[0043] Multiple groups of vacuum passages 22 and atmospheric passages 23 are provided in a circular array distribution, and the vacuum passages 22 and the atmospheric passages 23 are arranged alternately.

[0044] Both the vacuum passage 22 and the atmosphere passage 23 maintain a uniform distribution in the annular array. When the rear chamber 172 communicates with the front chamber 171, the air therein can be quickly extracted through each group of vacuum passages 22 to achieve the quick reset of the diaphragm seat 2 and the isolation diaphragm 14. When the rear chamber 172 communicates with the atmospheric environment, the outside atmosphere can be quickly injected into the rear chamber 172 through each group of atmosphere passages 23, and the pressure difference generated with the front chamber 171 is used to push the diaphragm seat 2 and the isolation diaphragm 14 to move towards the front housing 11 side.

[0045] To ensure that the secondary push rod 32 can be stably assembled and operated in the primary push rod 31 and to optimize the pedal control feel of the brake by means of the control push rod assembly 3, the following technical solutions are provided for this.

[0046] A guide rod 322 is fixedly connected to the front end of the secondary push rod 32. A guide groove 313 is provided in the primary push rod 31 and is in communication with the telescopic through hole 311. The guide rod 322 is slidably inserted into the guide groove 313. Exhaust fine holes 314 extending to the outside of the primary push rod 31 are provided in both the guide groove 313 and the telescopic through hole 311. An assembly cover 315 is fixedly connected to the rear end of the primary push rod 31. The secondary push rod 32 is arranged through the assembly cover 315. A connecting ring 316 that abuts against the assembly cover 315 is fixedly connected to the outer wall of the primary push rod 31.

[0047] The arrangement of the guide rod 322 and the guide groove 313 can ensure that the secondary push rod 32 can only perform linear telescopic movement in the primary push rod 31, avoiding relative rotation between the two, thereby ensuring the stability of the overall operation of the device. The assembly cover 315 is assembled to the primary push rod 31 by means of threaded connection or bolt fixation to prevent the secondary push rod 32 from falling off from the fracture at the rear end of the primary push rod 31.

[0048] The secondary push rod 32 is connected to the brake pedal. When the brake pedal is gently depressed, the secondary push rod 32 moves towards the front housing 11 side. At this time, the air inside the primary push rod 31 can be slowly released through the exhaust fine holes 314. As a result, the secondary push rod 32 can move independently relative to the primary push rod 31, and the acting force is slowly transmitted to the primary push rod 31 through the return spring 33 and the air that has not been discharged in time, so as to drive the primary push rod 31 to slowly move towards the front housing 11 side, providing a relatively gentle acting force. When the secondary push rod 32 moves a short stroke relative to the primary push rod 31, the guide rod 322 abuts against the guide groove 313 in the primary push rod 31. At this time, the acting force can be transmitted to the primary push rod 31 in time to push each component in the control push rod assembly 3 to move towards the front housing 11 side uniformly, applying a stable control acting force.

[0049] When the brake pedal is suddenly depressed, the air in the primary push rod 31 cannot be quickly discharged through the exhaust fine holes 314. At this time, the secondary push rod 32 and the primary push rod 31 move towards the front housing 11 almost synchronously, and can quickly trigger the vacuum booster to provide a large braking boost.

[0050] For those skilled in the art, it is obvious that the present utility model is not limited to the details of the above exemplary embodiments, and the present utility model can be implemented in other specific forms without departing from the spirit or basic characteristics of the present utility model. Therefore, from any point of view, the embodiments should be regarded as exemplary and non-restrictive. The scope of the present utility model is defined by the appended claims rather than the above description. Therefore, all changes falling within the meaning and scope of the equivalent elements of the claims are intended to be embraced within the present utility model. Any reference signs in the claims should not be construed as limiting the claims involved.

[0051] In addition, it should be understood that although this specification is described according to embodiments, not every embodiment only contains an independent technical solution. This narrative way of the specification is only for clarity. Those skilled in the art should regard the specification as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

Claims

1. A dual-chamber vacuum booster, comprising a front cover (11) and a rear cover (12) which are sealed and assembled, and a brake push rod (13), a diaphragm seat (2), an isolation diaphragm (14), a control plunger (15), and a rubber valve (16) disposed therein, wherein the outer edge of the isolation diaphragm (14) is sealed and assembled with the front cover (11) and the rear cover (12), the isolation diaphragm (14) separates the inner cavity of the front cover (11) and the rear cover (12) into a front chamber (171) and a rear chamber (172), the diaphragm seat (2) is fixedly connected to the isolation diaphragm (14), the brake push rod (13) is assembled on one side of the front cover (11) and connected to the diaphragm seat (2), and the control plunger (15) and the rubber valve (16) are assembled in the diaphragm seat (2) and arranged on one side of the rear cover (12); Features: The rear side of the diaphragm seat (2) is fixedly connected with an assembly sleeve (21) which is arranged in the rear chamber (172) and extends to the outside of the rear cover shell (12); the assembly sleeve (21) is provided with a primary sink groove (211), a secondary sink groove (212), and a tertiary sink groove (213) which are arranged coaxially and have increasing inner diameters; the control plunger (15) is slidably installed in the primary sink groove (211); the assembly end (161) of the rubber valve (16) is sealingly installed in the tertiary sink groove (213); the sealing end (162) of the rubber valve (16) is arranged in the secondary sink groove (212) and can achieve sealing contact with the secondary sink groove (212) and the control plunger (15); The diaphragm seat (2) is provided with a vacuum passage (22) and an atmosphere passage (23), the two ends of the vacuum passage (22) are respectively connected to the front chamber (171) and the secondary sedimentation tank (212), and the two ends of the atmosphere passage (23) are respectively connected to the rear chamber (172) and the primary sedimentation tank (211); The invention also comprises a control push rod assembly (3) arranged through the assembly sleeve (21), wherein the control push rod assembly (3) comprises a main push rod (31), a secondary push rod (32), and a return spring (33) arranged coaxially, wherein the front end of the main push rod (31) is ball-jointed with the control plunger (15), the rear end of the main push rod (31) extends to the outside of the assembly sleeve (21), the rear end of the main push rod (31) is provided with a telescopic through hole (311), the secondary push rod (32) is arranged in the telescopic through hole (311), a piston column (321) is fixedly connected to the secondary push rod (32) and is in sealing contact with the telescopic through hole (311), and the return spring (33) is arranged in the telescopic through hole (311) and is in contact with the piston column (321).

2. A dual-chamber vacuum booster according to claim 1, characterized in that: A support spring A (191) is installed in the front chamber (171), and two ends of the support spring A (191) are respectively in contact with the front housing (11) and the diaphragm seat (2).

3. A dual-chamber vacuum booster according to claim 1, characterized in that: A support spring B (192) and a support spring C (193) are arranged in the assembly sleeve (21); an assembly gasket (163) is clamped on the inner edge of the assembly end (161) of the rubber valve (16); a pressure ring (312) is fixedly connected to the outer wall of the main push rod (31); two ends of the support spring B (192) are in contact with the assembly gasket (163) and the pressure ring (312); and two ends of the support spring C (193) are in contact with the assembly gasket (163) and the sealing end (162).

4. A dual-chamber vacuum booster according to claim 1, characterized in that: The vacuum passages (22) and the atmosphere passages (23) are each provided with a plurality of groups distributed in a ring array, and the vacuum passages (22) and the atmosphere passages (23) are distributed alternately.

5. A dual-chamber vacuum booster according to claim 1, characterized in that: The front end of the auxiliary push rod (32) is fixedly connected with a guide rod (322), the main push rod (31) is provided with a guide groove (313) which is connected with the telescopic through hole (311), the guide rod (322) is slidably plugged with the guide groove (313), the guide groove (313) and the telescopic through hole (311) are both provided with exhaust holes (314) extending to the outside of the main push rod (31), the rear end of the main push rod (31) is fixedly connected with an assembly cover (315), the auxiliary push rod (32) is arranged through the assembly cover (315), and the outer wall of the main push rod (31) is fixedly connected with a connecting ring (316) which is in contact with the assembly cover (315).

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