Pneumatic-electric double-control clutch booster

Abstract

The utility model discloses a pneumoelectric double-control clutch booster which comprises a cylinder body, a pneumoelectric double-control system is connected in the cylinder body, the pneumoelectric double-control system comprises an electromagnetic valve, the input end of the electromagnetic valve is fixedly connected with an electromagnetic valve air inlet, the inner surface of the cylinder body is provided with a first cavity and a second cavity, and the first cavity and the second cavity are communicated with each other. The cavity II is connected with an exhaust phase and an air inlet phase of the electromagnetic valve; a first piston and a second piston are arranged in the cylinder body, the first piston and the second piston are respectively provided with a sealing ring, the maneuverability of the clutch booster is enhanced through pneumatic control and electric control, a driver can control equipment more easily by arranging a pneumatic-electric double-control system and an electric control system, actions can be completed rapidly, finer control can be provided, and the clutch booster is more convenient to use. According to the pneumatic-electric dual-control clutch booster, the labor intensity of an operator can be relieved, when the electric control system fails, the pneumatic control system can also complete the required functions of the clutch booster, and the pneumatic-electric dual-control system is beneficial to prolonging the service life of the clutch booster.

Description

Technical Field

[0001] This utility model relates to the field of clutch booster technology, and in particular to a pneumatic-electric dual-control clutch booster. Background Technology

[0002] The clutch is a crucial component of the transmission system in internal combustion engine vehicles. To reduce the workload of drivers, clutch boosters are widely used. With technological advancements, existing clutch boosters are mainly classified into three types: hydraulic, electric, and pneumatic. In commercial vehicle manual transmissions, using an onboard pressurized air source to assist in driving the clutch booster to disengage the clutch fork is the most common method for reducing clutch pedal force. The clutch booster converts the fluid displacement of the master cylinder into the mechanical motion of the clutch lever.

[0003] Existing clutch boosters are relatively simple, with insufficient response speed and inability to quickly switch between operating modes. For environments requiring frequent clutch booster operation, this increases unnecessary fatigue. Furthermore, the low precision of a single clutch booster prevents more precise control, and frequent operation significantly reduces its lifespan and increases maintenance costs. For example, Chinese patent disclosure of an "Improved Multifunctional Clutch Booster" (application number CN200920350095.4) includes: a booster section, an air passage cavity section, a guide section, a control section, and a valve body. The booster section includes a booster cylinder, a booster push rod, a booster piston, a push rod seat, and a piston rod. The control section includes an intake valve, an exhaust valve, a hydraulic piston, a control piston, a two-way single valve, and a solenoid valve. This device is relatively simple, with insufficient response speed and inability to quickly switch between operating modes. For environments requiring frequent clutch booster operation, this increases unnecessary fatigue. Furthermore, the low precision of a single clutch booster prevents more precise control, and frequent operation significantly reduces its lifespan, limiting its applicability. Utility Model Content

[0004] The purpose of this invention is to at least solve one of the technical problems existing in the prior art by providing a pneumatic-electric dual-control clutch booster. This device enhances the operability of the clutch booster by combining pneumatic and electric control technologies. By setting up a pneumatic-electric dual-control system, the electric control system makes it easier for the driver to control the equipment, complete actions more quickly, and provide more precise control. It can reduce the operator's labor intensity and fatigue. When the electric control system fails, the pneumatic control system can still complete the required functions of the clutch booster. The pneumatic-electric dual-control system helps to extend the service life of the clutch booster, avoid the situation of needing to be rescued halfway due to clutch failure, and reduce maintenance costs.

[0005] This utility model also provides a dual-control pneumatic-electric clutch booster, comprising: a dual-control pneumatic-electric system, the dual-control pneumatic-electric system including: a cylinder body, an electronic control system fixedly mounted on the upper surface of the cylinder body, the electronic control system including a solenoid valve mounted on the outside of the cylinder body, the solenoid valve circuit connected to a computer board, the dual-control pneumatic-electric system including a pneumatic control system, the pneumatic control system including a pneumatic control port on the cylinder body, the pneumatic control port being connected to the air outlet of the clutch master cylinder by a pipeline; the input end of the solenoid valve is fixedly connected to the solenoid valve air inlet, the inner surface of the cylinder body is provided with a first cavity and a second cavity, the cylinder body is provided with a first piston and a second piston, the first piston and the second piston are respectively equipped with sealing rings. Through the cooperation between the above-mentioned parts, and by combining pneumatic and electric control technologies, the operability of the clutch booster is enhanced. By setting up a dual-control pneumatic-electric system, the driver can more easily control the equipment, and can complete the action more quickly when a rapid switching of operating modes is required. For environments that require frequent operation of the clutch booster, it can reduce the operator's labor intensity and reduce fatigue.

[0006] According to the pneumatic-electric dual-control clutch booster of this utility model, a valve seat is provided in the cylinder body, a valve is installed in the valve seat, a large piston is installed in the cylinder body, a third cavity is formed between the large piston and the cylinder body, and a push rod is fixedly connected to the upper surface of the large piston. The push rod acts on the vehicle clutch pressure plate. Through the cooperation between the above parts, the push rod can easily push the clutch pressure plate to realize the clutch disengagement and return process.

[0007] According to the pneumatic-electric dual-control clutch booster of this utility model, a first cavity is formed between the cylinder and the second piston, and the first cavity communicates with the pneumatic control port. Through the cooperation of the above-mentioned components, air from the master pump enters the pneumatic control port, facilitating the lag of the electronic control system.

[0008] According to the pneumatic-electric dual-control clutch booster of this utility model, a fourth cavity is formed between the cylinder and the first piston, and the fourth cavity communicates with the third cavity. Through the cooperation of the above-mentioned components, the first cavity is inflated to push the second piston, and the second piston then pushes the first piston.

[0009] According to the pneumatic-electric dual-control clutch booster of this utility model, a first piston and a second piston are disposed in the cylinder body, and the second piston is slidably connected to the first piston. The mutual cooperation between these components facilitates air intake.

[0010] According to the pneumatic-electric dual-control clutch booster of this utility model, one end of the valve has an air inlet, which is connected to an air source pipeline. Through the cooperation of the aforementioned components, the third chamber is supplied with air to push the large piston, which in turn acts on the push rod, which in turn pushes the clutch operating mechanism.

[0011] According to the pneumatic-electric dual-control clutch booster of this utility model, the push rod is movably connected to the bottom end of the large piston. Through the cooperation between the above-mentioned parts, a good sealing effect is achieved.

[0012] According to the pneumatic-electric dual-control clutch booster of this utility model, a second cavity is formed between the first piston and the second piston and the cylinder body. Simultaneously, a solenoid valve inlet and a solenoid valve outlet are provided on the cylinder body within the second cavity. The solenoid valve inlet and outlet are respectively connected to the inlet and outlet channels of the solenoid valve, and their inlet and outlet are controlled by the solenoid valve. Through the cooperation of the above-mentioned components, the first cavity is easily filled with air to push the second piston.

[0013] Beneficial effects

[0014] Compared with existing technologies, this invention enhances the operability of the clutch booster by combining pneumatic and electric control technologies. By setting up a dual pneumatic and electric control system, it makes it easier for the driver to control the equipment. When it is necessary to quickly switch operating modes, the action can be completed more quickly. For environments that require frequent operation of the clutch booster, it can reduce the operator's labor intensity and fatigue, provide more precise control, and improve the accuracy of work. Since the need for manual operation is reduced, it helps to extend the service life of the clutch booster and reduce maintenance costs. Attached Figure Description

[0015] The present invention will be further described below with reference to the accompanying drawings and embodiments;

[0016] Figure 1 This is an overall structural diagram of the pneumatic-electric dual-control clutch booster of this utility model;

[0017] Figure 2 This is an internal sectional view of the pneumatic-electric dual-control clutch booster of this utility model;

[0018] Figure 3 This is a side sectional view of the pneumatic-electric dual-control clutch booster of this utility model;

[0019] Figure 4 This utility model relates to a pneumatic-electric dual-control clutch booster. Figure 2 Enlarged view of point A in the middle;

[0020] Legend:

[0021] 1. Solenoid valve exhaust port; 2. Solenoid valve inlet; 3. Second chamber; 4. First piston; 5. Valve; 6. Third chamber; 7. Large piston; 8. Push rod; 9. Clutch pressure plate; 10. Pneumatic control port; 11. First chamber; 12. Second piston; 13. Cylinder; 14. Inlet; 15. Solenoid valve; 16. Valve seat; 17. Fourth chamber. Detailed Implementation

[0022] This section will describe in detail the specific embodiments of the present utility model. The preferred embodiments of the present utility model are shown in the accompanying drawings. The purpose of the drawings is to supplement the textual description with graphics, so that people can intuitively and vividly understand each technical feature and the overall technical solution of the present utility model, but they should not be construed as limiting the scope of protection of the present utility model.

[0023] Reference Figure 1-4 This utility model discloses a dual-control pneumatic-electric clutch booster, comprising: a dual-control pneumatic-electric system, including: a cylinder body 13, within which a first piston 4 and a second piston 12 are disposed, forming a second cavity 3 between the first piston 4, the second piston 12, and the cylinder body 13; a solenoid valve inlet 2 and a solenoid valve outlet 1 are disposed on the cylinder body 13 within the second cavity 3, respectively connected to the inlet and outlet channels of a solenoid valve 15, and their inlet and outlet are controlled by the solenoid valve 15; the second piston 12 is slidably connected to the first piston 4; a fourth cavity 17 is formed between the cylinder body 13 and the first piston 4, communicating with a third cavity 6; a first cavity 11 is formed between the cylinder body 13 and the second piston 12, communicating with a pneumatic control port 10, which is connected to the clutch master cylinder outlet via a pipeline; and a valve seat 1 is disposed within the cylinder body 13. 6. A valve 5 is installed inside the valve seat 16. One end of the valve 5 has an air inlet 14, which is connected to the air source pipeline. A large piston 7 is installed inside the cylinder body 13. A third cavity 6 is formed between the large piston 7 and the cylinder body 13. A push rod 8 is fixedly connected to the upper surface of the large piston 7. The push rod 8 is movably connected to the bottom end of the large piston 7. The push rod 8 acts on the vehicle clutch pressure plate 9. An electronic control system is fixedly installed on the upper surface of the cylinder body 13. The electronic control system includes a solenoid valve 15 installed on the outside of the cylinder body 13. The circuit of the solenoid valve 15 is connected to the computer board. The air-electric dual control system includes an air control system. The air control system includes an air control port 10 opened on the cylinder body 13. The input end of the solenoid valve 15 is fixedly connected to the solenoid valve air inlet 2. A first cavity 11 and a second cavity 3 are provided on the inner surface of the cylinder body 13. A first piston 4 and a second piston 12 are provided inside the cylinder body 13. The first piston 4 and the second piston 12 are respectively equipped with sealing rings.

[0024] Working principle: When using this device, the clutch master cylinder first activates, sending a signal to solenoid valve 15 to close the solenoid valve exhaust 1. Simultaneously, the solenoid valve intake 2 opens, supplying air to the second chamber 3, pushing the first piston 4. The first piston 4 then opens valve 5, inflating the third chamber 6 and pushing the large piston 7. The large piston 7 acts on push rod 8, which in turn pushes the clutch pressure plate 9, completing the clutch disengagement and return process. Meanwhile, because the air pressure from the master cylinder intake control port 10 is significantly slower than that of the electronic control system, and the air pressure in the second chamber 3 is greater than that in the first chamber 11, the pistons essentially do not move. Therefore, this is the operating state of the electronic control system. When the electronic control system fails, there is no air intake in the second chamber 3, and the solenoid valve exhaust 1 is unobstructed. There is no vacuum between the first piston 4 and the second piston 12. The first chamber 11 is filled with air, which pushes the second piston 12. The second piston 12 pushes the first piston 4. The first piston 4 pushes open the valve 5, which begins to supply air to the third chamber 6, pushing the large piston 7. The large piston 7 acts on the push rod 8, which pushes the clutch operating mechanism to complete the operation of the clutch operating mechanism.

[0025] The embodiments of the present utility model have been described in detail above with reference to the accompanying drawings. However, the present utility model is not limited to the above embodiments. Within the scope of knowledge possessed by those skilled in the art, various changes can be made without departing from the spirit of the present utility model.

Claims

1. A pneumatic-electric dual-control clutch booster, characterized in that, include: A dual pneumatic-electric control system, comprising: a cylinder block (13), an electric control system fixedly mounted on the upper surface of the cylinder block (13), the electric control system including a solenoid valve (15) mounted on the outside of the cylinder block (13), the solenoid valve (15) being electrically connected to a computer board, the solenoid valve (15) being controlled by the computer board, and the computer board being controlled by the electric control system of the dual pneumatic-electric clutch master pump, the dual pneumatic-electric control system including a pneumatic control system, the pneumatic control system including a pneumatic control port (10) opened on the cylinder block (13). The pneumatic control port (10) is connected to the air outlet of the clutch master pump by a pipeline. The air intake and exhaust of the pneumatic control port (10) are controlled by the pneumatic control system of the pneumatic and electric dual-control clutch master pump. The input end of the solenoid valve (15) is fixedly connected to the solenoid valve air intake (2). The inner surface of the cylinder (13) is provided with cavity one (11) and cavity two (3). The cylinder (13) is provided with a first piston (4) and a second piston (12). The first piston (4) and the second piston (12) are respectively equipped with sealing rings.

2. The pneumatic-electric dual-control clutch booster according to claim 1, characterized in that, The cylinder (13) is provided with a valve seat (16), the valve seat (16) is equipped with a valve (5), the cylinder (13) is equipped with a large piston (7), the large piston (7) and the cylinder (13) form a cavity three (6), the upper surface of the large piston (7) is fixedly connected with a push rod (8), the push rod (8) acts on the vehicle clutch pressure plate (9).

3. The pneumatic-electric dual-control clutch booster according to claim 1, characterized in that, A cavity (11) is formed between the cylinder (13) and the second piston (12). The cavity (11) is connected to the pneumatic control port (10). The pneumatic control port (10) is connected to the air outlet of the clutch master pump by a pipeline. The air intake and exhaust of the pneumatic control port (10) are controlled by the pneumatic control of the pneumatic-electric dual-control clutch master pump.

4. The pneumatic-electric dual-control clutch booster according to claim 1, characterized in that, A cavity four (17) is formed between the cylinder (13) and the first piston (4), and the cavity four (17) is connected to the cavity three (6).

5. The pneumatic-electric dual-control clutch booster according to claim 1, characterized in that, The cylinder (13) is provided with a first piston (4) and a second piston (12), and the second piston (12) is slidably connected to the first piston (4).

6. The pneumatic-electric dual-control clutch booster according to claim 2, characterized in that, One end of the valve (5) is provided with an air inlet (14), which is connected to the air source pipeline.

7. The pneumatic-electric dual-control clutch booster according to claim 2, characterized in that, The push rod (8) is movably connected to the bottom end of the large piston (7).

8. The pneumatic-electric dual-control clutch booster according to claim 1, characterized in that, The first piston (4) and the second piston (12) form a cavity two (3) between the cylinder body (13). At the same time, the cylinder body (13) in the cavity two (3) is provided with a solenoid valve intake (2) and a solenoid valve exhaust (1). The solenoid valve intake (2) and the solenoid valve exhaust (1) are respectively connected to the intake and exhaust channels of the solenoid valve (15), and their intake and exhaust are controlled by the solenoid valve (15).

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