Cooling control valve starting system

Abstract

The present disclosure relates to the technical field of hydraulic systems, and particularly to a cooling control valve starting system. It includes a solenoid valve, a cooling control valve, a parking control valve, and a clutch oil supply control valve; the solenoid valve is used to output a first pilot oil with a first oil pressure and a second pilot oil with a second oil pressure, the second oil pressure is greater than the first oil pressure, the first pilot oil is used to push the valve cores of the parking control valve and the clutch oil supply control valve, and the second pilot oil is used to push the valve cores of the cooling control valve, the parking control valve, and the clutch oil supply control valve. This solution can realize the separate control of the parking control valve, the clutch oil supply control valve, and the cooling control valve by setting one solenoid valve, effectively reducing the number of solenoid valves set, and at the same time reducing the TCU control channels, that is, reducing the number of wires. It can be applied to general standard parts, and the pressure is adjusted by the solenoid valve to achieve the sequential start of different valves, which can shorten the process to a certain extent.

Description

Technical Field

[0001] The present disclosure relates to the technical field of hydraulic systems, and particularly to a cooling control valve starting system. Background Art

[0002] In existing electric vehicles, the internal cooling control valve is generally opened by a separate solenoid valve. After the cooling control valve is opened, cooling oil can be input into the clutch to cool the clutch. The parking control valve and the clutch oil supply control valve are generally also opened by separate solenoid valves. Since in the prior art, at least two solenoid valves are provided, the control channels of the TCU will be increased, that is, the number of wires will be increased, so it is not applicable to general standard parts and further research and development are required, which is time-consuming and laborious and not conducive to the work. Summary of the Invention

[0003] In order to solve the above technical problems or at least partially solve the above technical problems, the present disclosure provides a cooling control valve starting system.

[0004] The present disclosure provides a cooling control valve starting system, including:

[0005] A solenoid valve, the solenoid valve is connected to a pilot oil circuit, and a solenoid valve outlet for outputting pilot oil is provided on the solenoid valve;

[0006] A cooling control valve, and a cooling pilot oil inlet for connecting with the solenoid valve outlet is provided on the cooling control valve;

[0007] A parking control valve, and a parking pilot oil inlet for connecting with the solenoid valve outlet is provided on the parking control valve;

[0008] A clutch oil supply control valve, and a clutch pilot oil inlet for connecting with the solenoid valve outlet is provided on the clutch oil supply control valve;

[0009] The solenoid valve is used to output a first pilot oil with a first oil pressure and a second pilot oil with a second oil pressure, the second oil pressure is greater than the first oil pressure, the first pilot oil is used to push the valve cores of the parking control valve and the clutch oil supply control valve, and the second pilot oil is used to push the valve cores of the cooling control valve, the parking control valve and the clutch oil supply control valve.

[0010] Optionally, the cooling control valve includes a cooling valve sleeve and a cooling valve core. The cooling pilot oil inlet is arranged on the cooling valve sleeve. A cooling pilot surface is provided on the cooling valve core corresponding to the cooling pilot oil inlet. A cooling main oil inlet connected to the main oil circuit and a cooling main oil outlet connected to the clutch are also provided on the cooling valve sleeve;

[0011] A feedback cavity is formed between one end of the cooling valve core away from the cooling pilot surface and the cooling valve sleeve, and a feedback hole communicating with the feedback cavity is provided on the cooling valve core;

[0012] After the cooling valve core is pushed, the inlet of the main cooling oil circuit, the outlet of the main cooling oil circuit, and the feedback hole are connected.

[0013] Optionally, the feedback hole includes a diversion groove provided at one end of the cooling valve core away from the cooling pilot surface and a diversion hole provided on the outer wall of the cooling valve core, and the diversion groove is connected to the diversion hole;

[0014] A guide sleeve is provided at one end of the cooling valve core away from the cooling pilot surface. The guide sleeve is arranged on the outer circle of the diversion groove. A guide post inserted and matched with the guide sleeve is provided on the cooling valve sleeve. A feedback cavity is formed among the cooling valve core, the guide sleeve, and the guide post.

[0015] Optionally, a spring is provided at one end of the guide sleeve away from the cooling pilot surface, and the spring is sleeved on the guide post.

[0016] Optionally, a parking control valve is provided with a parking main oil circuit inlet and a parking main oil circuit outlet. The parking main oil circuit inlet is connected to the main oil circuit. After the valve core of the parking control valve is pushed, the parking main oil circuit outlet is communicated with the parking main oil circuit inlet;

[0017] The clutch oil supply control valve is provided with a clutch main oil circuit inlet and a clutch main oil circuit outlet. The clutch main oil circuit inlet is connected to the main oil circuit. After the valve core of the clutch oil supply control valve is pushed, the clutch main oil circuit outlet is communicated with the clutch main oil circuit inlet.

[0018] Optionally, it further includes a parking switching valve and a parking valve. The parking switching valve includes a switching valve sleeve and a switching valve core. The switching valve sleeve is provided with a first inlet, a second inlet, a third inlet, a fourth inlet, a first oil drain port, and a second oil drain port;

[0019] Both the first inlet and the fourth inlet are connected to the clutch main oil circuit outlet. The second inlet is connected to the brake oil circuit. The third inlet is connected to the parking main oil circuit outlet; In the initial state, the third inlet is communicated with the first oil drain port, and the fourth inlet is communicated with the second oil drain port;

[0020] The second inlet is used to introduce the oil in the brake oil circuit to push the switching valve core to move, so that the switching valve core cuts off the passage between the fourth inlet and the second oil drain port; The first inlet is used to introduce the oil from the clutch main oil circuit outlet to continue to push the switching valve core to move after the passage between the fourth inlet and the second oil drain port is cut off, so that the switching valve core cuts off the passage between the third inlet and the first oil drain port;

[0021] The parking main oil circuit outlet is also connected to the parking valve, and is used to introduce oil into the parking valve after the passage between the third inlet and the first oil drain port is cut off.

[0022] Optionally, the parking valve includes a parking valve sleeve and a parking valve core. The parking valve sleeve is supplied with oil through the outlet of the main parking oil circuit to drive the movement of the valve core to release the parking state.

[0023] Optionally, it further includes a main pressure regulating valve and an oil pump for providing the main oil circuit. The main pressure regulating valve includes a main valve sleeve and a main valve core. A feedback port, a main oil inlet, and a main oil outlet are provided on the main valve sleeve. The main oil circuit is connected to the feedback port and the main oil inlet. A feedback surface is provided at the position corresponding to the feedback port on the main valve core. The feedback surface is used to introduce oil through the main oil inlet to push the main valve core to move to the first working position. In the state of the first working position, the main oil inlet is communicated with the main oil outlet, and the main oil outlet is connected to the inlet of the main cooling oil circuit. The main oil circuit is also connected to the inlet of the main parking oil circuit and the inlet of the main clutch oil circuit.

[0024] Optionally, a secondary oil outlet connected to the inlet of the oil pump is further provided on the main pressure regulating valve. The feedback surface is also used to introduce oil through the main oil inlet to continue to push the main valve core to move to the second working position. In the state of the second working position, the main oil inlet is also communicated with the secondary oil outlet.

[0025] The technical solution provided by the embodiments of the present disclosure has the following advantages compared with the prior art:

[0026] In this solution, by only setting one solenoid valve, the separate control of the parking control valve, the clutch oil supply control valve, and the cooling control valve can be realized, which can effectively reduce the number of solenoid valves set. At the same time, the TCU control channels are reduced, that is, the number of wires is reduced. It can be applied to general standard parts, reducing the further development of the prior art, which is beneficial to improving production capacity. And the pressure is regulated through the solenoid valve to realize the sequential start of different valves, which can shorten the process to a certain extent. Description of the Drawings

[0027] The drawings here are incorporated into the specification and constitute a part of this specification, showing the embodiments consistent with the present disclosure, and are used together with the specification to explain the principles of the present disclosure.

[0028] In order to more clearly illustrate the technical solutions in the embodiments of the present disclosure or the prior art, the following will briefly introduce the drawings required for the description of the embodiments or the prior art. Obviously, for those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0029] Figure 1 It is a schematic diagram of the state of the pilot oil circuit when the solenoid valve in the present disclosure is not energized;

[0030] Figure 2 It is a schematic diagram of the state of the pilot oil circuit in the first oil pressure state in the present disclosure;

[0031] Figure 3Schematic diagram of the pilot oil circuit in the second oil pressure state in the present disclosure;

[0032] Figure 4 Schematic diagram of the structure of the cooling control valve in the present disclosure;

[0033] Figure 5 Schematic diagram of the structure of the parking control valve in the present disclosure;

[0034] Figure 6 Schematic diagram of the structure of the clutch oil supply control valve in the present disclosure;

[0035] Figure 7 Schematic diagram of the state of the parking switching valve in the present disclosure when the parking state is not released;

[0036] Figure 8 Schematic diagram of the state of the parking switching valve in the present disclosure when the parking state is released;

[0037] Figure 9 Schematic diagram of the structure of the parking switching valve in the present disclosure;

[0038] Figure 10 Schematic diagram of the overall structure in the present disclosure when the solenoid valve is not energized;

[0039] Figure 11 Schematic diagram of the overall structure in the first oil pressure state in the present disclosure;

[0040] Figure 12 Schematic diagram of the overall structure in the second oil pressure state in the present disclosure;

[0041] Figure 13 Schematic diagram of the structure of the main pressure regulating valve in the present disclosure.

[0042] Among them, 100 is the solenoid valve; 101 is the pilot oil circuit; 200 is the cooling control valve; 201 is the cooling pilot oil inlet; 202 is the cooling valve sleeve; 203 is the cooling valve core; 204 is the cooling pilot surface; 205 is the cooling main oil inlet; 206 is the cooling main oil outlet; 207 is the feedback chamber; 208 is the feedback hole; 209 is the guide sleeve; 210 is the guide post; 300 is the parking control valve; 301 is the parking pilot oil inlet; 302 is the parking main oil inlet; 303 is the parking main oil outlet; 400 is the clutch oil supply control valve; 401 is the clutch pilot oil inlet; 402 is the clutch main oil inlet; 403 is the clutch main oil outlet; 500 is the parking switching valve; 501 is the first inlet; 502 is the second inlet; 503 is the third inlet; 504 is the fourth inlet; 505 is the first oil drain port; 506 is the second oil drain port; 507 is the first valve core section; 508 is the second valve core section; 509 is the third valve core section; 600 is the parking valve; 700 is the brake oil circuit; 800 is the main pressure regulating valve; 801 is the feedback port; 802 is the main oil inlet; 803 is the main oil outlet; 804 is the auxiliary oil outlet; 900 is the oil pump. Detailed implementation manners

[0043] In order to more clearly understand the above-mentioned objects, features and advantages of the present disclosure, the solutions of the present disclosure will be further described below. It should be noted that, without conflict, the embodiments of the present disclosure and the features in the embodiments may be combined with each other.

[0044] In the following description, many specific details are set forth in order to fully understand the present disclosure, but the present disclosure may also be implemented in other ways different from those described herein; obviously, the embodiments in the specification are only a part of the embodiments of the present disclosure, rather than all the embodiments.

[0045] Please refer to Figures 1 to 6 as well as FIGS. 10 to 12, the present disclosure provides a cooling control valve starting system, including:

[0046] A solenoid valve 100, the solenoid valve 100 is connected with a pilot oil circuit 101, and a solenoid valve outlet for outputting pilot oil is provided on the solenoid valve 100;

[0047] A cooling control valve 200, a cooling pilot oil inlet 201 for connecting with the solenoid valve outlet is provided on the cooling control valve 200;

[0048] A parking control valve 300, a parking pilot oil inlet 301 for connecting with the solenoid valve outlet is provided on the parking control valve 300;

[0049] A clutch oil supply control valve 400, a clutch pilot oil inlet 401 for connecting with the solenoid valve outlet is provided on the clutch oil supply control valve 400;

[0050] The solenoid valve 100 is used to output a first pilot hydraulic fluid with a first oil pressure and a second pilot hydraulic fluid with a second oil pressure, where the second oil pressure is greater than the first oil pressure. The first pilot hydraulic fluid is used to push the spools of the parking control valve 300 and the clutch oil supply control valve 400, and the second pilot hydraulic fluid is used to push the spools of the cooling control valve 200, the parking control valve 300, and the clutch oil supply control valve 400. In the prior art, the parking control valve 300 is used to control the on-off of the oil circuit of the parking valve 600, and the clutch oil supply control valve 400 is used to control the on-off of the oil circuits of the respective clutches.

[0051] In the above embodiment, the solenoid valve 100 is arranged on the pilot oil circuit 101. By setting the current state of the solenoid valve 100, the oil supply pressure of the pilot oil circuit 101 can be adjusted. In the low-current state, the oil pressure is the first oil pressure, and in the high-current state, the oil pressure is the second oil pressure.

[0052] Since the first oil pressure is less than the second oil pressure, in the state of the first oil pressure, the pressure is relatively small, and the oil pressure provided by the solenoid valve 100 can only push the spools of the parking control valve 300 and the clutch oil supply control valve 400, thereby realizing the startup of the parking control valve 300 and the clutch oil supply control valve 400. After the parking control valve 300 and the clutch oil supply control valve 400 are started, it is often necessary to start the cooling control valve 200 to cool the clutch. Therefore, at this time, the oil pressure can be adjusted to the second oil pressure. Since the spools of the parking control valve 300 and the clutch oil supply control valve 400 have already moved in place at this time, the second oil pressure can continue to act on the cooling control valve 200 without resetting the spools of the parking control valve 300 and the clutch oil supply control valve 400, pushing the spool of the cooling control valve 200 to move. After the cooling control valve 200 is started, the cooling effect on the clutch can be completed.

[0053] In the prior art, a separate solenoid valve 100 is provided for controlling the cooling control valve 200. In this solution, by only setting one solenoid valve 100, the separate control of the parking control valve 300, the clutch oil supply control valve 400, and the cooling control valve 200 can be realized. It can be seen that this solution can effectively reduce the number of solenoid valves 100 set, and at the same time reduce the TCU control channels, that is, reduce the number of wires. It can be applied to general standard parts, reduce the further development of the prior art, and is beneficial to improving production capacity. And by adjusting the pressure through the solenoid valve 100 to realize the sequential startup of different valves, this also conforms to the normal use rules and has a certain ingenuity in shortening the process to a certain extent.

[0054] Please refer to Figure 4, in some embodiments, the cooling control valve 200 includes a cooling valve sleeve 202 and a cooling valve core 203. The cooling pilot oil inlet 201 is arranged on the cooling valve sleeve 202. A cooling pilot surface 204 is provided at the position of the cooling valve core 203 corresponding to the cooling pilot oil inlet 201. The cooling valve sleeve 202 is further provided with a cooling main oil inlet 205 connected to the main oil circuit and a cooling main oil outlet 206 connected to the clutch;

[0055] A feedback cavity 207 is formed between one end of the cooling valve core 203 away from the cooling pilot surface 204 and the cooling valve sleeve 202. A feedback hole 208 communicating with the feedback cavity 207 is provided on the cooling valve core 203;

[0056] After the cooling valve core 203 is pushed, the cooling main oil inlet 205, the cooling main oil outlet 206 and the feedback hole 208 are connected and communicated with each other.

[0057] In the above embodiments, it is a further disclosure of the cooling control valve 200. Generally speaking, the pilot oil pressure for pushing the parking control valve 300 and the clutch oil supply control valve 400 is constant, while the pilot oil pressure for pushing the cooling control valve 200 is generally in a changing state, that is, the second oil pressure is generally in an increasing state. The oil in the main oil circuit enters the feedback cavity 207 through the feedback hole 208. Since the feedback cavity 207 is located at one end away from the cooling pilot surface 204, the feedback cavity 207 will provide a pressure opposite to the pilot oil to the cooling valve core 203. Combining with the elastic force of the cooling valve core 203 itself, it can be obtained that the sum of the pressure provided by the feedback cavity 207 and the elastic force can always be consistent with the pressure generated by the pilot oil pressure on the cooling pilot surface 204. Since the opening of the cooling main oil inlet 205 is extremely small in the initial state, the pressure in the feedback cavity 207 is also relatively small. As the pilot oil pressure continuously increases, the opening of the cooling main oil inlet 205 gradually increases, and the pressure in the feedback cavity 207 also gradually increases. In the above process, the whole system maintains a relatively stable state, and the oil pressure of the coolant flowing out from the cooling main oil outlet 206 and entering the clutch gradually decreases accordingly, so as to adjust the cooling effect of the clutch.

[0058] Preferably, a separate oil circuit can also be provided between the main oil circuit and the clutch, and a throttle hole is provided thereon, which can play the role of lubricating the clutch oil circuit.

[0059] Please refer to Figure 4 , in some embodiments, the feedback hole 208 includes a diversion groove provided at one end of the cooling valve core 203 away from the cooling pilot surface 204 and a diversion hole provided on the outer wall of the cooling valve core 203. The diversion groove is communicated with the diversion hole;

[0060] One end of the cooling valve core 203 away from the cooling pilot surface 204 is provided with a guide sleeve 209. The guide sleeve 209 is arranged on the outer circle of the diversion groove. The cooling valve sleeve 202 is provided with a guide post 210 which is inserted and matched with the guide sleeve 209. A feedback cavity 207 is formed among the cooling valve core 203, the guide sleeve 209 and the guide post 210.

[0061] In the above embodiment, the structure of the feedback hole 208 is further disclosed, that is, it includes a diversion hole and a diversion groove. Through the above settings, the connection between the feedback cavity 207 and the main oil path can be effectively realized.

[0062] The above embodiment also further discloses the structure of the feedback cavity 207, that is, the feedback cavity 207 is formed by the cooling valve core 203, the guide sleeve 209 and the guide post 210. By contacting the guide post 210 with the cooling valve core 203, the volume of the feedback cavity 207 can be effectively controlled, so as to achieve the optimal feedback effect. Moreover, the guide sleeve 209 can not only play a guiding role for the guide post 210, but also form a sealed feedback cavity 207 with the guide post 210 and the cooling valve core 203, which has a certain ingenuity.

[0063] Please refer to Figure 4 In some embodiments, one end of the guide sleeve 209 away from the cooling pilot surface 204 is provided with a spring, and the spring is sleeved on the guide post 210.

[0064] Please refer to Figure 5 and 6 In some embodiments, the parking control valve 300 is provided with a parking main oil path inlet 302 and a parking main oil path outlet 303. The parking main oil path inlet 302 is connected to the main oil path. After the valve core of the parking control valve 300 is pushed, the parking main oil path outlet 303 is communicated with the parking main oil path inlet 302.

[0065] The clutch oil supply control valve 400 is provided with a clutch main oil path inlet 402 and a clutch main oil path outlet 403. The clutch main oil path inlet 402 is connected to the main oil path. After the valve core of the clutch oil supply control valve 400 is pushed, the clutch main oil path outlet 403 is communicated with the clutch main oil path inlet 402.

[0066] In the above embodiment, the parking control valve 300 and the clutch oil supply control valve 400 are further disclosed, and the oil supply routes of the parking control valve 300 and the clutch oil supply control valve 400 are disclosed to facilitate the normal operation of the two in the later stage.

[0067] Please refer to Figures 7 to 9and 10 to 12. In some embodiments, it further includes a parking switching valve 500 and a parking valve 600. The switching valve includes a switching valve sleeve and a switching valve core. The switching valve sleeve is provided with a first inlet 501, a second inlet 502, a third inlet 503, a fourth inlet 504, a first oil discharge port 505, and a second oil discharge port 506;

[0068] Both the first inlet 501 and the fourth inlet 504 are connected to the outlet 403 of the clutch main oil circuit. The second inlet 502 is connected to the brake oil circuit 700. The third inlet 503 is connected to the outlet 303 of the parking main oil circuit. In the initial state, the third inlet 503 is in communication with the first oil discharge port 505, and the fourth inlet 504 is in communication with the second oil discharge port 506;

[0069] The second inlet 502 is used to introduce the oil in the brake oil circuit 700 to push the switching valve core to move, so as to cut off the passage between the fourth inlet 504 and the second oil discharge port 506. The first inlet 501 is used to introduce the oil from the outlet 403 of the clutch main oil circuit to continue to push the switching valve core to move after the passage between the fourth inlet 504 and the second oil discharge port 506 is cut off, so as to cut off the passage between the third inlet 503 and the first oil discharge port 505;

[0070] The outlet 303 of the parking main oil circuit is also connected to the parking valve 600, and is used to introduce oil into the parking valve 600 after the passage between the third inlet 503 and the first oil discharge port 505 is cut off.

[0071] In the above embodiments, the parking switching valve 500 is disclosed. After the solenoid valve 100 is started, the parking control valve 300 and the clutch oil supply control valve 400 are also started accordingly, and the outlet 303 of the parking main oil circuit and the clutch oil supply control valve 400 also supply oil into the parking switching valve 500 accordingly.

[0072] Since in the prior art, the situation of erroneously releasing the parking state often occurs, we have made the following design: In the initial state, after the parking control valve 300 is started, its oil circuit will be divided into two paths. One path leads to the parking valve 600, and this route is used to release the parking state of the parking valve 600; the other path leads to the parking switching valve 500. However, since the third inlet 503 and the first oil discharge port 505 are in communication with each other, all the oil in this route will be discharged through the first oil discharge port 505. That is to say, in the above process, the oil provided by the parking control valve 300 is basically discharged by the first oil discharge port 505. Even if one path of oil reaches the parking valve 600, it cannot provide oil pressure. Therefore, in this state, the parking valve 600 can never be started, and the parking release state will not occur.

[0073] Meanwhile, the clutch oil supply control valve 400 also supplies oil to the parking switching valve 500 accordingly. Its oil circuit also splits into two branches. One branch leads to the first inlet 501, intended to push the switching valve core, and the other branch leads to the fourth inlet 504. Since the fourth inlet 504 and the second oil discharge port 506 are also in communication with each other, the oil fluid leading to the first inlet 501 cannot push the cooling valve core 203 either.

[0074] From the above description, it can be seen that even if the parking control valve 300 and the clutch oil supply control valve 400 are activated through the solenoid valve 100, due to the special structure of the parking switching valve 500, the parking state can always be maintained without being released.

[0075] Next, an account of how to release the parking state will be given:

[0076] At this time, the user can activate the brake. Under the action of the brake, the cooling valve core 203 starts to move. At this time, the oil circuit between the fourth oil circuit and the second oil discharge port 506 is cut off, that is, they are no longer in communication with each other. Therefore, the second oil discharge port 506 cannot discharge the oil fluid of the clutch oil supply control valve 400. Thus, all the oil fluid provided by the clutch oil supply control valve 400 can act on the first inlet 501, thereby further pushing the cooling valve core 203. As the cooling valve core 203 moves, the passage between the third inlet 503 and the first oil discharge port 505 is also cut off. Therefore, the oil fluid provided by the parking control valve 300 will no longer be discharged by the first oil discharge port 505 and can all act on the parking valve 600, thereby realizing the activation of the parking valve 600 to release the parking state.

[0077] From the above description, it can be seen that only when the brake is activated can the parking state be released, thus effectively avoiding the situation of erroneously releasing the parking state.

[0078] Correspondingly, a clutch oil supply pipeline is connected between the first inlet 501 and the fourth inlet 504. A first connection port for connecting with the clutch oil supply control valve 400 is provided on the clutch oil supply pipeline; the third inlet 503 is connected with a control pipeline. A second connection port and a third connection port for connecting with the oil circuits of the parking valve 600 and the parking control valve 300 respectively are provided on the control pipeline; through the setting of the above pipelines, the oil circuits between various structures can be made conductive, and it is convenient for the assembly between the structures.

[0079] Please refer to Figure 9 , in some embodiments, the switching valve core includes a first valve core section 507 at one end thereof. A first pilot chamber is formed between the first valve core section 507 and the switching valve sleeve. The first inlet 501 is arranged corresponding to the first pilot chamber.

[0080] In the above embodiment, it is a further disclosure of the cooling valve core 203. By providing the first valve core section 507, a first pilot chamber for the oil of the clutch oil supply control valve 400 to enter can be formed, thereby achieving the effect of pushing the cooling valve core 203.

[0081] Please refer to Figure 9 , in some embodiments, the switching valve core further includes a second valve core section 508 close to the first valve core section 507. A second pilot chamber is formed between the first valve core section 507 and the second valve core section 508. The diameter of the second valve core section 508 is greater than that of the first valve core section 507, and the second inlet 502 is provided corresponding to the second pilot chamber.

[0082] In the above embodiment, the second valve core section 508 is provided and the second pilot chamber is formed. Since the diameter of the second valve core section 508 is greater than that of the first valve core section 507, when oil enters the second pilot chamber, the change range of the space of the second pilot chamber caused by the movement of the first valve core section 507 is smaller than the change range of the space of the second pilot chamber caused by the movement of the second valve core section 508. Therefore, there will be a movement trend from the first valve core section 507 to the second valve core section 508. Thus, when the brake supplies oil to the second pilot chamber, the cooling valve core 203 can move. If the diameter of the second valve core section 508 is equal to that of the first valve core section 507, then the cooling valve core 203 will be in a stationary state. Therefore, through the above settings, the oil provided by the brake can effectively initiate the cooling valve core 203, facilitating the normal operation of other structures in the later stage.

[0083] Please refer to Figure 9 , in some embodiments, the switching valve core further includes a third valve core section 509. The third valve core section 509 is located on the side of the second valve core section 508 away from the first valve core section 507. A first chamber is formed between the third valve core section 509 and the second valve core section 508. In the initial state, both the third inlet 503 and the first oil discharge port 505 are in communication with the first chamber.

[0084] In the above embodiment, the third valve core section 509 and the first chamber are disclosed, so as to effectively ensure the stationary state of the switching valve core without starting the brake.

[0085] Please refer to Figure 9 , in some embodiments, the third inlet 503 is located on the side of the first oil discharge port 505 away from the first inlet 501, and the second valve core section 508 is further configured to cover the first oil discharge port 505 after being pushed.

[0086] In the above embodiments, the positions of the first oil discharge port 505 and the third inlet 503 are optimized. Through the above settings, when the switching spool moves, the second spool section 508 can only block the first oil discharge port 505, and the oil from the parking control valve 300 will continue to flow into the first chamber. When the first chamber is filled, the remaining oil is used to push the parking valve 600. During this period, there will be a slight pause in time, and there will also be a certain delay in releasing the parking, so the user experience is relatively good.

[0087] Please refer to Figure 9 , in some embodiments, the diameter of the third spool section 509 is the same as that of the second spool section 508.

[0088] In the above embodiments, the dimensions of the second spool section 508 and the third spool section 509 are optimized. Through the above settings, it can effectively ensure that when oil is introduced into the first chamber, the switching spool remains stationary, thus ensuring the stability of the overall structure.

[0089] Please refer to Figure 9 , in some embodiments, a second chamber is formed between the end of the switching valve sleeve away from the first spool section 507 and the third spool section 509. In the initial state, both the fourth inlet 504 and the second oil discharge port 506 are in communication with the second chamber.

[0090] In the above embodiments, the second chamber is disclosed, which can effectively ensure that the switching spool remains stationary without releasing the parking state erroneously when the brake is not activated.

[0091] Please refer to Figure 9 , in some embodiments, the second oil discharge port 506 is located on the side of the fourth inlet 504 away from the first inlet 501, and the third spool section 509 is also used to cover the fourth inlet 504 after being pushed.

[0092] In the above embodiments, the positions of the second oil discharge port 506 and the fourth inlet 504 are optimized. Through the above settings, when the switching spool moves, the third spool section 509 will directly block the fourth inlet 504, so that the oil from the clutch oil supply control valve 400 will directly enter the first inlet 501, thus ensuring the timeliness of the movement of the switching spool.

[0093] Please refer to Figure 9 , in some embodiments, a return spring is provided between the third spool section 509 and the switching valve sleeve.

[0094] Please refer to Figure 9 , in some embodiments, a guiding and limiting post is provided at one end of the third spool section 509 close to the return spring, and the return spring is sleeved on the guiding and limiting post.

[0095] In some embodiments, the parking valve 600 includes a parking valve sleeve and a parking valve core. The parking valve sleeve is supplied with oil through the parking main oil passage outlet 303 to drive the movement of the valve core to release the parking state.

[0096] In the above embodiments, the structure of the parking valve 600 is specifically disclosed.

[0097] Please refer to Figures 10 to 13 , in some embodiments, it further includes a main pressure regulating valve 800 and an oil pump 900 for providing the main oil passage. The main pressure regulating valve 800 includes a main valve sleeve and a main valve core. A feedback port 801, a main oil inlet 802, and a main oil outlet 803 are provided on the main valve sleeve. The main oil passage is connected to the feedback port 801 and the main oil inlet 802. A feedback surface is provided at the position corresponding to the feedback port 801 on the main valve core. The feedback surface is used to introduce oil through the main oil inlet 802 to push the main valve core to move to the first working position. In the state of the first working position, the main oil inlet 802 is communicated with the main oil outlet 803, and the main oil outlet 803 is connected to the cooling main oil passage inlet 205. The main oil passage is also connected to the parking main oil passage inlet 302 and the clutch main oil passage inlet 402.

[0098] In the above embodiments, the oil supply method of the main oil passage is disclosed. First, the main oil passage is also connected to the parking main oil passage inlet 302 and the clutch main oil passage inlet 402, so as to always maintain the stable operation of the parking control valve 300 and the clutch oil supply control valve 400.

[0099] By providing the feedback port 801 and the feedback surface, a part of the oil in the main oil passage enters the main pressure regulating valve 800, so as to push the main valve core to move to the first working position. At this time, the main oil inlet 802 is communicated with the main oil outlet 803, so that the main oil outlet 803 inputs the main oil into the cooling control valve 200 through the cooling main oil passage inlet 205 to ensure the normal operation of the cooling control valve 200.

[0100] Please refer to Figures 10 to 13 , in some embodiments, a secondary oil outlet 804 connected to the inlet of the oil pump 900 is further provided on the main pressure regulating valve 800. The feedback surface is also used to introduce oil through the main oil inlet 802 to continue to push the main valve core to move to the second working position. In the state of the second working position, the main oil inlet 802 is also communicated with the secondary oil outlet 804.

[0101] In the above embodiments, the oil supply method of the main oil passage is further disclosed. When the cooling control valve 200, the parking control valve 300, and the clutch oil supply control valve 400 are all in normal operation states, the oil in the main oil passage can continue to push the main valve core to move. At this time, the main oil inlet 802 is also communicated with the secondary oil outlet 804, and the secondary oil outlet 804 is connected to the inlet of the oil pump 900. Therefore, the oil at the main oil inlet 802 can be re-introduced into the oil pump 900, so as to finally realize the normal operation of the oil circuit of the entire device.

[0102] It should be noted that, in this document, relational terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the term "comprising", "including" or any other variant thereof is intended to cover non-exclusive inclusion, such that a process, method, article or device comprising a series of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article or device. Without further limitation, an element defined by the statement "comprising an..." does not exclude the presence of additional identical elements in the process, method, article or device comprising the said element.

[0103] The above are only specific embodiments of the present disclosure, enabling those skilled in the art to understand or implement the present disclosure. Various modifications to these embodiments will be obvious to those skilled in the art, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present disclosure. Therefore, the present disclosure will not be limited to these embodiments described herein, but rather to the broadest scope consistent with the principles and novel features disclosed herein.

Claims

1. A cooling control valve starting system, characterized in that, Comprising: A solenoid valve (100), the solenoid valve (100) is connected with a pilot oil passage (101), and a solenoid valve outlet for outputting pilot oil is provided on the solenoid valve (100); A cooling control valve (200), a cooling pilot oil inlet (201) for connecting with the solenoid valve outlet is provided on the cooling control valve (200); A parking control valve (300), a parking pilot oil inlet (301) for connecting with the solenoid valve outlet is provided on the parking control valve (300); A clutch oil supply control valve (400), a clutch pilot oil inlet (401) for connecting with the solenoid valve outlet is provided on the clutch oil supply control valve (400); The solenoid valve (100) is used for outputting a first pilot oil with a first oil pressure and a second pilot oil with a second oil pressure, the second oil pressure is greater than the first oil pressure, the first pilot oil is used for pushing the valve cores of the parking control valve (300) and the clutch oil supply control valve (400), and the second pilot oil is used for pushing the valve cores of the cooling control valve (200), the parking control valve (300) and the clutch oil supply control valve (400); The cooling control valve (200) includes a cooling valve sleeve (202) and a cooling valve core (203), the cooling pilot oil inlet (201) is arranged on the cooling valve sleeve (202), a cooling pilot surface (204) is provided at the position corresponding to the cooling pilot oil inlet (201) on the cooling valve core (203), and a cooling main oil passage inlet (205) connected with the main oil passage and a cooling main oil passage outlet (206) connected with the clutch are further provided on the cooling valve sleeve (202); A feedback cavity (207) is formed between one end of the cooling valve core (203) far away from the cooling pilot surface (204) and the cooling valve sleeve (202), and a feedback hole (208) communicated with the feedback cavity (207) is provided on the cooling valve core (203); After the cooling valve core (203) is pushed, the cooling main oil passage inlet (205), the cooling main oil passage outlet (206) and the feedback hole (208) are communicated with each other; A parking main oil passage inlet (302) and a parking main oil passage outlet (303) are provided on the parking control valve (300), the parking main oil passage inlet (302) is connected with the main oil passage, and after the valve core of the parking control valve (300) is pushed, the parking main oil passage outlet (303) is conducted with the parking main oil passage inlet (302); A clutch main oil passage inlet (402) and a clutch main oil passage outlet (403) are provided on the clutch oil supply control valve (400), the clutch main oil passage inlet (402) is connected with the main oil passage, and after the valve core of the clutch oil supply control valve (400) is pushed, the clutch main oil passage outlet (403) is conducted with the clutch main oil passage inlet (402); It further includes a parking changeover valve (500) and a parking valve (600). The parking changeover valve (500) includes a changeover valve sleeve and a changeover valve core. The changeover valve sleeve is provided with a first inlet (501), a second inlet (502), a third inlet (503), a fourth inlet (504), a first oil drain port (505), and a second oil drain port (506). The first inlet (501) and the fourth inlet (504) are both connected to the outlet (403) of the clutch main oil circuit. The second inlet (502) is connected to the brake oil circuit (700). The third inlet (503) is connected to the outlet (303) of the parking main oil circuit. In the initial state, the third inlet (503) is in communication with the first oil drain port (505), and the fourth inlet (504) is in communication with the second oil drain port (506). The second inlet (502) is used to introduce the oil in the brake oil circuit (700) to drive the movement of the changeover valve core, so as to cut off the passage between the fourth inlet (504) and the second oil drain port (506). The first inlet (501) is used to introduce the oil from the outlet (403) of the clutch main oil circuit to continue driving the movement of the changeover valve core after the passage between the fourth inlet (504) and the second oil drain port (506) is cut off, so as to cut off the passage between the third inlet (503) and the first oil drain port (505). The outlet (303) of the parking main oil circuit is also connected to the parking valve (600), and is used to introduce oil into the parking valve (600) after the passage between the third inlet (503) and the first oil drain port (505) is cut off.

2. The cooling control valve starting system according to claim 1, characterized in that, The feedback hole (208) includes a diversion groove provided at one end of the cooling valve core (203) away from the cooling pilot surface (204) and a diversion hole provided on the outer wall of the cooling valve core (203). The diversion groove is in communication with the diversion hole. A guide sleeve (209) is provided at one end of the cooling valve core (203) away from the cooling pilot surface (204). The guide sleeve (209) is arranged on the outer circle of the diversion groove. A guide post (210) inserted and matched with the guide sleeve (209) is provided on the cooling valve sleeve (202). A feedback cavity (207) is formed among the cooling valve core (203), the guide sleeve (209), and the guide post (210).

3. The cooling control valve starting system according to claim 2, wherein A spring is provided at one end of the guide sleeve (209) away from the cooling pilot surface (204). The spring is sleeved on the guide post (210).

4. The cooling control valve starting system according to claim 1, characterized in that The parking valve (600) includes a parking valve sleeve and a parking valve core. The parking valve sleeve is supplied with oil through the outlet (303) of the parking main oil circuit to drive the movement of the valve core to release the parking state.

5. The cooling control valve starting system according to claim 1, wherein, It further includes a main pressure regulating valve (800) and an oil pump (900) for providing the main oil circuit. The main pressure regulating valve (800) includes a main valve sleeve and a main valve core. A feedback port (801), a main oil inlet (802), and a main oil outlet (803) are provided on the main valve sleeve. The main oil circuit is connected to the feedback port (801) and the main oil inlet (802). A feedback surface is provided on the main valve core corresponding to the feedback port (801). The feedback surface is used to introduce oil through the main oil inlet (802) to push the main valve core to move to a first working position. In the state of the first working position, the main oil inlet (802) is in communication with the main oil outlet (803), and the main oil outlet (803) is connected to the cooling main oil circuit inlet (205). The main oil circuit is also connected to the parking main oil circuit inlet (302) and the clutch main oil circuit inlet (402).

6. The cooling control valve starting system according to claim 5, characterized in that A secondary oil outlet (804) connected to the inlet of the oil pump (900) is further provided on the main pressure regulating valve (800). The feedback surface is further used to introduce oil through the main oil inlet (802) to continue to push the main valve core to move to a second working position. In the state of the second working position, the main oil inlet (802) is also in communication with the secondary oil outlet (804).

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