CN215110192U - Gear shifting control valve suitable for being integrated on clutch booster and clutch booster - Google Patents
Gear shifting control valve suitable for being integrated on clutch booster and clutch booster Download PDFInfo
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- CN215110192U CN215110192U CN202022741676.XU CN202022741676U CN215110192U CN 215110192 U CN215110192 U CN 215110192U CN 202022741676 U CN202022741676 U CN 202022741676U CN 215110192 U CN215110192 U CN 215110192U
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Abstract
The utility model relates to a gear shifting control valve suitable for being integrated on a clutch booster, which comprises a valve shell, an air inlet and an air outlet which are arranged on the valve shell, a piston cylinder and a valve piston which are inserted into the valve shell, a valve sleeve and a biasing device; the shift control valve is configured to: in the first valve position, the fluid communication between the air inlet and the air outlet is blocked by the valve sleeve being pressed against the axial end of the piston cylinder facing the booster piston; in the second valve position, establishing fluid communication between the air inlet and the air outlet by moving the valve sleeve away from the piston cylinder; and switching from the first valve position to the second valve position by: the valve piston moves a fixed stroke and then pushes the valve sleeve away from the piston cylinder. The utility model discloses still relate to a clutch booster with shift control valve. Through the utility model discloses a: so that the shift control valve can keep the opening stroke constant when the moving stroke is adjusted according to the wear degree of the clutch.
Description
Technical Field
The utility model relates to a be suitable for integrated shift control valve at clutch booster. Furthermore, the utility model discloses still relate to a clutch booster with shift control valve.
Background
At present, a clutch booster is arranged between an engine and a transmission on a medium-heavy automobile, and the clutch booster is a common means which can effectively reduce the labor intensity of a driver for operating a clutch. In known clutch boosters, dual hydraulic and pneumatic power is typically employed to provide assistance for disengagement of the clutch.
Furthermore, in order to overcome the problem of the transmission jamming, it is known to provide the clutch booster with a shift control valve which is entrained with the piston of the clutch booster. However, the shift control valves known from the prior art are complicated in construction, have a delayed response and are not able to maintain the opening stroke constant, in particular when the valve stroke is adjusted to follow the degree of wear of the clutch.
Accordingly, it is desirable to provide a shift control valve for a clutch booster that has a simple structure, is quick in response, and can reliably maintain an opening stroke constant particularly when the valve stroke is self-adjusted in accordance with the degree of wear of a clutch.
SUMMERY OF THE UTILITY MODEL
The purpose of the utility model is realized through providing a shift control valve that is suitable for integrated on clutch booster. The shift control valve comprises a valve housing, an air inlet and an air outlet opening in the valve housing, a piston cylinder at least partially inserted into the valve housing and fixed to the valve housing, and a valve piston slidably guided at least partially within the piston cylinder, the shift control valve further comprising a valve sleeve slidably arranged within the valve housing and a biasing means adapted to bias the valve sleeve towards the piston cylinder, wherein the piston cylinder and the valve sleeve are axially adjacently arranged such that the valve sleeve is closer to the booster piston of the clutch booster than the piston cylinder. Wherein the shift control valve is configured to: in the first valve position, the fluid communication between the air inlet and the air outlet is blocked by the valve sleeve being pressed by the biasing means against the axial end of the piston cylinder facing the booster piston; in the second valve position, establishing fluid communication between the air inlet and the air outlet by moving the valve sleeve away from the axial end of the piston cylinder; and switching from the first valve position to the second valve position by: the valve piston moves a fixed stroke from a fixed initial position against the valve sleeve to push the valve sleeve away from the piston cylinder against the biasing force of the biasing means.
According to an alternative embodiment of the invention, the shift control valve further comprises a valve piston slidable in the piston cylinder and a valve stem assembly adapted to drive the valve piston, the valve stem assembly extending through the valve housing and being fixedly connected at one end with the valve piston and at the other end with the booster piston of the clutch booster.
According to an optional embodiment of the utility model, the valve rod subassembly includes the valve pipe of being connected with the valve piston and the connecting rod of being connected with the helping hand piston, and the connecting rod inserts at least partially in the valve pipe in order to be connected with the valve pipe, and the valve rod subassembly still has the wear compensation device.
According to an optional embodiment of the invention, the wear compensation device comprises a locking device located between the connecting rod and the valve tube, the locking device being adapted to non-deadly couple the connecting rod and the valve tube in an axial movement.
According to an alternative embodiment of the invention, the end of the valve tube inserted by the connecting rod is riveted to the connecting rod.
According to an optional embodiment of the present invention, the shift control valve further comprises an air vent provided in the valve housing, and the shift control valve is configured to: in the first valve position, fluid communication is established between the air outlet and the air outlet; in the second valve position, fluid communication between the air outlet and the air exhaust is blocked.
According to the utility model discloses an optional embodiment, form the gas passage that enables gas outlet and gas vent fluid intercommunication between valve barrel and the valve pipe, gas passage can be closed or opened in order to block or establish the fluid intercommunication between gas outlet and the gas vent by the valve piston, wherein, in case the valve piston moves to leaning on to lean on the valve barrel, then closes gas passage.
According to an alternative embodiment of the invention, the valve piston and the valve sleeve are arranged so as to be adapted to the valve piston pushing the valve sleeve to move during disengagement of the clutch, so that the shift control valve is switched from a first valve position in which the gas outlet communicates with the gas outlet to a second valve position in which the gas inlet communicates with the gas outlet.
According to an optional embodiment of the invention, the shift control valve further comprises a piston adapted to define a maximum stroke D of the valve pistonmaxThe stop of (2).
According to an alternative embodiment of the invention, the stop is arranged radially outside the valve sleeve surrounding the valve sleeve, and the biasing means is connected with one end to the valve sleeve and with the other end to the stop.
According to another aspect, the object of the invention is also achieved by a clutch booster. The clutch booster comprises a clutch booster body comprising a boosting piston driven by both pneumatic and hydraulic pressure and a shift control valve mounted to the clutch booster body according to the above description.
Through the utility model discloses a: the shift control valve maintains an opening stroke D for releasing air intake to a shift booster even if the movement stroke of the connecting rod changes while self-adjusting the movement stroke of the connecting rod in accordance with the degree of wear of the clutchopenAnd is not changed.
Further advantages and advantageous embodiments of the inventive subject matter are apparent from the description, the drawings and the claims.
Drawings
Further features and advantages of the invention will be further elucidated by the following detailed description of an embodiment with reference to the drawings. The attached drawings are as follows:
fig. 1 shows a top view of a clutch booster according to an exemplary embodiment of the present invention;
fig. 2 shows a side view of a clutch booster according to an exemplary embodiment of the present invention;
FIG. 3 shows a cross-sectional view of the clutch booster of FIG. 2 at section U-U;
fig. 4 shows a rear view of a shift control valve integrated on a clutch booster according to an exemplary embodiment of the present invention;
FIG. 5 shows a cross-sectional view of the shift control valve of FIG. 4 at section A-A;
FIG. 6 shows a cross-sectional view of the shift control valve of FIG. 4 at section D-D;
FIG. 7 shows a cross-sectional view of the shift control valve of FIG. 4 at section C-C;
fig. 8 shows a schematic structural view of a shift control valve according to an exemplary embodiment of the present invention in an initial state;
fig. 9 shows a schematic structural view of a shift control valve according to an exemplary embodiment of the present invention when moving to an opening stroke; and is
Fig. 10 shows a schematic diagram of a shift control valve according to an exemplary embodiment of the present invention when moving to a maximum stroke.
Detailed Description
In order to make the technical problems, technical solutions and advantageous effects to be solved by the present invention more apparent, the present invention will be described in further detail with reference to the accompanying drawings and a plurality of exemplary embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present invention and are not intended to limit the scope of the invention. In the drawings, the same or similar reference numerals refer to the same or equivalent parts.
Fig. 1 shows a plan view of a clutch booster 1 according to an exemplary embodiment of the present invention, fig. 2 shows a side view of the clutch booster 1, and fig. 3 shows a sectional view of the clutch booster 1 in fig. 2 on a sectional plane U-U. Clutch booster 1 includes a clutch booster body 2 and a shift control valve 100 integrated on clutch booster body 2.
The clutch booster body 2 includes a cylinder 10, a cylinder 20 connected to the cylinder 10, a piston shaft 30 slidably disposed in the cylinder 10, a booster piston 40 slidably disposed in the cylinder 20 and connected to the piston shaft 30, a push rod 50 connected to the booster piston 40, a cylinder spring 60 for biasing the booster piston 40 toward an initial position, a gas valve assembly 70 for controlling intake and exhaust of gas in the cylinder 20, an end cap 80 for closing the cylinder, and a dust proof pipe 90 mounted to the end cap 80.
Fig. 4 shows a rear view of shift control valve 100 integrated in clutch booster 1 according to an exemplary embodiment of the present invention, fig. 5 shows a cross-sectional view of shift control valve 100 in fig. 4 at cross-sectional plane a-a, fig. 6 shows a cross-sectional view of shift control valve 100 in fig. 4 at cross-sectional plane D-D, and fig. 7 shows a cross-sectional view of shift control valve 100 in fig. 4 at cross-sectional plane C-C.
The shift control valve 100 comprises a valve housing 110 and an inlet port 111, an outlet port 112 and an outlet port 113 opening onto the valve housing 110, wherein the inlet port 111 communicates directly or indirectly (e.g. via a transmission pressure reducing valve) with a gas source not shown, the outlet port 112 communicates with a shift booster (not shown) and the outlet port 113 communicates with the atmosphere. Furthermore, the exhaust port 113, the inlet port 111 and the outlet port 112 are arranged one after the other in the axial direction on the valve housing 110 in the direction away from the booster piston 40.
The shift control valve 100 is configured as a two-position three-way valve such that the air outlet 112 selectively communicates with one of the air inlet 111 and the air outlet 113. When the gas outlet 112 communicates with the gas inlet 111, gas may be supplied to the shift booster via the gas inlet 111 and the gas outlet 112; when gas outlet 112 communicates with gas outlet 113, the gas of the gear shift booster can be discharged to the atmosphere via gas outlet 112 and gas outlet 113.
Further, the shift control valve 100 further includes a piston cylinder 120 and a valve piston 130 slidably disposed within the piston cylinder 120. The piston cylinder 120 is designed as a hollow cylinder which is open at one end and closed at the other end and is inserted with its open end at least partially into the valve housing 110 from the axial end of the valve housing 110 facing away from the booster piston 40. The piston cylinder 120 is fixed to the valve housing 110 in a non-movable manner relative to the valve housing 110, for example, to the valve housing 110 using a cotter pin 126 as shown in fig. 6.
The valve piston 130 is constructed as a hollow cylinder having one end opened and the other end closed and provided near the closed end thereof with a guide protrusion 131 protruding radially outward from the outer circumferential wall of the cylinder, and the valve piston 130 is slidably guided on the inner wall of the piston cylinder 120 by means of the guide protrusion 131.
The piston cylinder 120 is provided at its outer circumferential side with an annular recess 121 defining with the valve housing 110 an outlet chamber a constantly communicating with the outlet port 112. The piston cylinder 120 is provided with a through opening 122 in the region of the annular recess 121. By means of the through opening 122, the outlet chamber a is in fluid communication with the gas gap 123 between the piston cylinder 120 and the valve piston 130.
The shift control valve 100 further includes a valve sleeve 140 axially slidable within the valve housing 110, a valve spring 150 for biasing the valve sleeve 140 toward the piston cylinder 120, and a stop 160 for defining a maximum travel of the valve piston 130 during a clutch disengagement operation.
The stopper 160 has a substantially hollow cylindrical shape and is immovably fixed to the inner wall of the valve housing 110 such that the inner circumferential wall of the stopper 160 is aligned with respect to a portion of the inner circumferential wall of the valve housing 110 adjacent to the stopper 160, thereby forming a smooth guide surface for guiding the axial sliding of the valve housing 140. In an exemplary embodiment, the valve housing 110 may be provided with a projection 114 extending at least in sections in the circumferential direction to compensate for differences in shape and/or size of the inner wall of the valve housing 110 and the stop 160. The stop 160 is at least partially secured to the boss 114.
The valve housing 140 has a generally hollow cylindrical shape and is oriented to extend in an axial direction. The valve sleeve 140 has a flange 141 at its axial end remote from the booster piston 40. In the initial position (as shown in fig. 8) in which the clutch is not actuated, the valve sleeve 140 is pushed against the piston cylinder 120 under the spring force of the valve spring 150, so that the flange 141 is in gas-tight abutment with the axial end face 124 of the piston cylinder 120 facing the booster piston 40, thereby blocking the fluid communication between the inlet chamber B, which is defined at least by the valve sleeve 110, the axial end face 124 of the piston cylinder 120 and the valve sleeve 140 and constantly communicates with the inlet port 111, and the gas gap 123 and thus between the inlet chamber B and the outlet chamber a. During clutch disengagement, once valve sleeve 140 is pushed away from axial end face 124 by valve piston 130, inlet chamber B communicates with outlet chamber a and thus gas from a gas source may be supplied to the shift booster. In addition, the flange 141 also serves to define, in conjunction with the stop 160, the limit travel of the valve piston 130, since the valve piston 130 cannot advance axially any further once the valve sleeve 140 is pushed by the valve piston 130 against the stop 160.
Furthermore, a first sealing ring 143 is provided between the valve sleeve 140 and the valve housing 110 at the point of contact between the two, for example at the projection 114. By means of the gas-tight contact site 114 of the valve sleeve 140 with the valve housing 110, the space inside the valve housing 110 is divided into a discharge chamber C communicating with the discharge port 113 and an intake chamber B communicating with the intake port a.
Additionally, the valve spring 150 is fixed to the stopper 160 at one end and to the valve housing 140, particularly to the flange 141 of the valve housing 140, at the other end. Illustratively, the valve spring 150 is configured as a coil spring and is nested radially outward of the stop 160.
According to an example, the flange 141 is provided with a sealing gasket 142 to ensure that the flange 141, when it abuts against the axial end face 124, makes an airtight contact with the axial end face 124.
The shift control valve 100 further includes a stem assembly for driving the valve piston 130, which in turn includes a valve pipe 170 connected to the valve piston 130 in a non-axially movable manner and a connecting rod 180 connected to the valve pipe 170. The valve tube 170 is inserted with its axial end remote from the booster piston 40 into the valve piston 130, and is fixed to the valve piston 130, for example by means of a screw fit, in order to be able to bring the valve piston 130 into axial movement. One end of the connecting rod 180 is fixed to the booster piston 40 and the other end is inserted into the valve tube 170.
The valve tube 170 extends through the valve housing 140 and leaves a gas passage 144 with the valve housing 140, the gas passage 144 being in constant communication with the vent chamber C (as best shown in fig. 8-9) and capable of being closed or opened by the valve piston 130. During disengagement of the clutch, when the valve piston 130 moves to abut against the flange 141, as shown in fig. 9, the gas passage 144 is closed by the valve piston 130, at which time the gas gap 123 is blocked from communicating with the gas passage 144 and thus the gas outlet chamber a with the gas outlet chamber C. In the initial state shown in fig. 8, the gas passage 144 is opened by the valve piston 130, so that the gas outlet chamber a and the gas outlet chamber C are communicated.
Additionally, the above mentioned sealing gasket 142 also ensures that the valve piston 130, when resting against the flange 141, makes an airtight contact with the flange 141.
The valve stem assembly also has a wear compensation means for adaptively adjusting the stroke of the connecting rod 180 in accordance with the degree of wear of the clutch. The wear compensation device further comprises a clasping means 172 arranged between the valve tube 170 and the connecting rod 180, the clasping means 172 being configured to enable the valve tube 170 and the connecting rod 180 to be coupled in an axially non-locking manner.
In the present context, the expression "non-lockingly coupled" is understood to mean that the valve tube 170 and the connecting rod 180 are coupled in axial movement against a certain degree of counterforce and decoupled in axial movement when the counterforce is too great.
To this end, the clasping means 172 is configured to generate a clasping force of a suitable magnitude to both reliably move the connecting rod 180 with the valve tube 170 and thus the valve piston 130 against the valve spring 150 during the clutch disengagement stroke, and to move the connecting rod 180 to the right relative to the valve tube 170 in case the valve piston 130 has moved against the piston cylinder 120 but the booster piston 40 needs to move further to the right (with reference to the direction in fig. 5) due to clutch wear, to prevent the booster piston 40 from getting stuck.
According to an exemplary embodiment, the clasping means 172 is configured to clasp the valve tube 170 and the linkage 180 to each other within a range of forces by forming an interference fit between the valve tube 170 and the linkage 180.
According to an exemplary embodiment, an end of the valve tube 170 is riveted to the connecting rod 180 to form the rivet 171 to prevent the clasping means 172 from falling off from the valve tube 170 and the connecting rod 180. The clasping means 172 may be disposed adjacent to the clinch portion 171.
According to an exemplary embodiment of the present invention, a discharge valve 190 is installed at the discharge port 113. The exhaust valve 190 is configured as a diaphragm check valve. In particular, the vent valve 190 includes a flow guide 191, a diaphragm 192 positioned above the flow guide 191, and a vent valve cover 193 positioned above the diaphragm. At least one opening (not shown) for the through-flow of gas is formed in the flow guide 191, which opening is closed by a membrane 192. The guide 191 is sealingly attached to the exhaust port 113 by a second seal 194. An exhaust passage 196 is formed between the exhaust valve cover 193 and an exhaust port edge of the valve housing 110 defining the exhaust port 113. By means of the vent valve 190, the gas in the vent chamber C may lift the membrane 192 from the flow guide 191, thereby opening the aperture in the flow guide 191 so that the gas may leave the flow guide 191 and in turn be vented to the atmosphere via the vent channel 196. Illustratively, the exhaust valve cover 193 is secured to the valve housing 110 by means of slotted rivets 195.
According to an exemplary embodiment, the shift control valve 100 is mounted to the clutch booster 1 by means of screws 119.
According to an exemplary embodiment, a third seal 116 is provided to ensure that the exhaust chamber C is clean.
According to an exemplary embodiment, a fourth sealing ring 117 is arranged between the valve housing 110 and the piston cylinder 120 on the axial side of the annular recess 121 facing the booster piston 40 to hermetically isolate the outlet chamber a from the inlet chamber B, and a fifth sealing ring 118 is arranged between the valve housing 110 and the piston cylinder 120 on the axial side of the annular recess 121 facing away from the booster piston 40 to seal the outlet chamber a from the atmosphere.
According to an exemplary embodiment, a groove ring 115 is provided for ensuring the tightness of the cylinder 20 in the assembled state at the opening for inserting the connecting rod 180.
The work flow of the shift control valve 100 according to the present invention will now be explained with reference to fig. 8-10.
When the clutch pedal is not actuated, the clutch booster 1 and its shift control valve 100 are in the initial state shown in fig. 8. In this initial state, the valve piston 130 has been returned to the left against the inner end face 125 of the piston cylinder 120 by the assist piston 40, while the valve sleeve 140 is urged against the piston cylinder 120 by the valve spring 150. At this time, the outlet chamber a is in fluid communication with the outlet chamber C by means of the through opening 122 and the gas channel 144, and fluid communication between the outlet chamber a and the inlet chamber B is interrupted by the sealing abutment of the valve sleeve 140 against the piston cylinder 120. That is, shift control valve 100 is in a valve position in which air outlet 112 is in communication with air outlet 113.
When the clutch pedal is depressed, the liquid in the cylinder 10 is drawn and the chamber in the cylinder 20 on the left side of the booster piston 40 is filled with air, so that the piston shaft 30 and the booster piston 40 move rightward, thereby carrying the connecting rod 180 fixed to the booster piston 40 and further carrying the valve tube 170 axially movably coupled to the connecting rod 180 by means of the clasping means 172 and the valve piston 130 threadedly connected to the valve tube 170 to move rightward. When moved to the position shown in fig. 9, the shift control valve 100 comes to a shift state. In this switching state, the valve piston 130 moves just to the valve sleeve 140 to push the valve sleeve 140 slightly apart to the right from the piston cylinder 120, so that on the one hand the inlet chamber B communicates with the outlet chamber a and on the other hand the gas channel 144 is closed by the valve piston 130 and thus the fluid communication between the outlet chamber a and the outlet chamber C is interrupted. Thus, shift control valve 100 is switched from the valve position in which gas outlet 112 communicates with gas outlet 113 to the valve position in which gas outlet 112 communicates with gas inlet 111, thereby allowing gas from the gas source to be provided to the shift booster. Illustratively, the shift control valve 100 has an opening stroke D of 16mmopen. The opening stroke DopenIs constant even though the connecting rod 180 performs a movement with respect to the valve tube 170, which will be described later.
Then, if the clutch pedal is further actuated, the boost piston 40 will continue to carry the valve piston 130 to the right.
Fig. 10 shows the maximum stroke of the shift control valve 100, which is DmaxIs defined by the limit of the stop 160 to the valve sleeve 140 and is, for example, 32 mm.
When the clutch pedal is completely released, the booster piston 40, with the connecting rod 180, the valve tube 170 and the valve piston 130, moves leftward to the initial position. At this point, if there is wear on the clutch and the boost piston 40 still needs to move to the left, then the boost piston 40 will overcome the resulting friction of the clasping means 172 to move the connecting rod 180 to the left relative to the valve tube 170 and the valve piston 130, which cannot move to the left any further due to the stopping action of the piston cylinder 120, until the clutch comes to the engaged position. In this way, wear of the clutch can be compensated.
Although some embodiments have been illustrated, these embodiments have been presented by way of example only, and are not intended to limit the scope of the invention. The appended claims and their equivalents are intended to cover all such modifications, substitutions and changes as fall within the true scope and spirit of the invention.
Claims (10)
1. A shift control valve (100) adapted to be integrated on a clutch booster (1), the shift control valve (100) comprising a valve housing (110), an air inlet opening (111) and an air outlet opening (112) opening onto the valve housing, a piston cylinder (120) at least partially inserted into the valve housing (110) and fixed to the valve housing (110), and a valve piston (130) at least partially slidably guided within the piston cylinder (120),
it is characterized in that the preparation method is characterized in that,
the shift control valve (100) further comprises a valve sleeve (140) slidably arranged within the valve housing (110) and a biasing means (150) adapted to bias the valve sleeve (140) towards the piston cylinder (120), wherein the piston cylinder (120) and the valve sleeve (140) are arranged axially adjacent such that the valve sleeve (140) is closer to the booster piston (40) of the clutch booster (1) than the piston cylinder (120);
wherein the shift control valve (100) is configured to: in a first valve position, blocking fluid communication between the inlet port (111) and the outlet port (112) by causing the valve sleeve (140) to be urged by the biasing means (150) against the axial end of the piston cylinder (120) facing the booster piston (40); in a second valve position, establishing fluid communication between the inlet port (111) and the outlet port (112) by moving the valve sleeve (140) away from the axial end of the piston cylinder (120); and switching from the first valve position to the second valve position by: the valve piston (130) moves a fixed stroke from a fixed initial position against the valve sleeve (140) to urge the valve sleeve (140) away from the piston cylinder (120) against the biasing force of the biasing device (150).
2. The shift control valve (100) of claim 1,
the shift control valve (100) further includes a stem assembly adapted to drive the valve piston (130), the stem assembly extending through the valve housing (140) and being fixedly connected at one end to the valve piston (130) and at the other end to the boost piston (40).
3. The shift control valve (100) according to claim 2,
the valve stem assembly includes a valve tube (170) connected to the valve piston (130) and a connecting rod (180) connected to the booster piston (40), the connecting rod (180) being at least partially inserted into the valve tube (170) to connect to the valve tube (170), and the valve stem assembly further has a wear compensation device.
4. The shift control valve (100) according to claim 3,
the wear compensation device comprises a locking device (172) between the connecting rod (180) and the valve tube (170), said locking device being suitable for coupling the connecting rod (180) to the valve tube (170) in an axially non-locking manner.
5. The shift control valve (100) according to claim 3 or 4,
the end of the valve tube (170) inserted by the link (180) is swaged onto the link (180).
6. The shift control valve (100) according to claim 3 or 4,
the shift control valve (100) further comprises an exhaust port (113) opening onto the valve housing, and the shift control valve (100) is configured to: in the first valve position, fluid communication is established between the air outlet (112) and the air outlet (113); in the second valve position, fluid communication between the air outlet (112) and the air outlet (113) is blocked.
7. The shift control valve (100) of claim 6,
a gas channel (144) is formed between the valve sleeve (140) and the valve tube (170) enabling the gas outlet (112) to be in fluid communication with the gas outlet (113), the gas channel (144) being closable or openable by the valve piston (130) to block or establish fluid communication between the gas outlet (112) and the gas outlet (113), wherein the gas channel (144) is closed upon movement of the valve piston (130) against the valve sleeve (140).
8. The shift control valve (100) according to any one of claims 1 to 4, 7,
the gear change control valve (100) further comprises a valve piston (130) adapted to define a maximum stroke (D)max) And (2) a stop (160).
9. The shift control valve (100) of claim 8,
the stop (160) is arranged radially outside the valve sleeve (140) surrounding the valve sleeve (140), and the biasing means (150) abuts with one end against the valve sleeve (140) and with the other end against the stop (160).
10. A clutch booster (1) comprising a clutch booster body (2) and a shift control valve (100) according to any one of claims 1-9 mounted to the clutch booster body (2), the clutch booster body (2) comprising a booster piston (40) adapted to assist disengagement of the clutch.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202022741676.XU CN215110192U (en) | 2020-11-24 | 2020-11-24 | Gear shifting control valve suitable for being integrated on clutch booster and clutch booster |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202022741676.XU CN215110192U (en) | 2020-11-24 | 2020-11-24 | Gear shifting control valve suitable for being integrated on clutch booster and clutch booster |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN215110192U true CN215110192U (en) | 2021-12-10 |
Family
ID=79262480
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202022741676.XU Active CN215110192U (en) | 2020-11-24 | 2020-11-24 | Gear shifting control valve suitable for being integrated on clutch booster and clutch booster |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN215110192U (en) |
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2020
- 2020-11-24 CN CN202022741676.XU patent/CN215110192U/en active Active
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