Electromagnetic valve for vehicle

Abstract

The utility model discloses an electromagnetic valve for a vehicle. The electromagnetic part is provided with a push rod, at least part of one end of the valve body accommodates the electromagnetic part, the main valve sleeve is located at the other end of the valve body, the main valve seat is matched with the main valve sleeve and provided with a main valve port, the main valve element is matched with the main valve seat and accommodated by the main valve sleeve, and the pilot valve assembly is arranged on the main valve sleeve and pushed by the push rod. The main valve sleeve comprises a main valve cavity located at one end, a plurality of valve sleeve peripheral holes formed in the peripheral wall of the main valve sleeve and a pilot valve cavity located at the other end. The pilot valve assembly comprises a pilot valve element matched with the push rod and a pilot valve seat connected with the pilot valve element in a matched mode. Wherein the pilot flow is controlled in a staggered throttling mode in the axial direction by the pilot valve element and the pilot valve seat. The pilot valve has the advantages that the internal structure is optimized, the number of parts is reduced, pilot flow is adjusted in a simple and easy hole edge staggered throttling mode, meanwhile, the pilot valve control mode is mature and easy to understand, actual measurement verification can be replaced by simulation design, manufacturing cost is reduced, and the development matching efficiency of the electromagnetic valve is improved.

Description

Technical Field

[0001] The utility model relates to the technical field of solenoid valves, in particular to a vehicle solenoid valve. Background Art

[0002] In recent years, vehicle stability and driving comfort have gradually expanded from commercial vehicles and off-road vehicles to passenger cars. Some new energy vehicles are already implementing drive-by-wire chassis technology. In addition to air suspension, continuous damping controllers are widely used in shock absorbers to adjust the softness and hardness of the vehicle's suspension. As more and more automakers enter this field, the requirements for continuous damping controllers, such as flexible control, are becoming increasingly stringent.

[0003] To ensure optimal control of the vehicle chassis, the continuous damping controller's pressure and flow ranges must be adjusted. The matching relationship between pressure and flow must be adjusted based on the damping force's fluctuations. A high response speed is required to rapidly adjust to chassis shock and vibration, maintaining vehicle stability. Due to the significant pressure and flow shocks at the front end of the continuous damping controller, a pilot valve is typically used to indirectly control the main valve to achieve an effective pressure-flow curve. Therefore, research on pilot valve control is crucial for continuous damping control valves.

[0004] Existing automotive solenoid valves use variable throttling at the steel leaf spring to adjust the pilot valve flow, achieving adjustable back pressure on the main valve core and thus controlling the lift of the main valve core, ultimately achieving the front-end pressure and flow of the solenoid valve. However, this technical solution has the following disadvantages: the flow structure at the steel leaf spring is sensitive and changeable, and the steel leaf at the valve port changes synchronously, resulting in a narrow adjustment range for the coordination between the two. The valve port requires more measured data comparison and optimization to obtain the ideal flow-pressure curve. Therefore, the relevant structural dimensions must be adjusted in stages to match different shock absorbers. In addition, the machining and assembly precision requirements for the internal components of the solenoid valve are also high, and the cost of the entire valve is also significantly increased accordingly. Therefore, it is necessary to improve it. Utility Model Content

[0005] In order to solve the above technical problems, the purpose of the utility model is to provide a vehicle solenoid valve, optimize the internal structure, reduce the number of parts, and use a simple and easy-to-use hole-edge staggered throttling method to achieve pilot flow regulation. At the same time, because this pilot valve control method is mature and easy to understand, it is conducive to simulation design instead of actual measurement verification, reducing manufacturing costs and improving the development and matching efficiency of the solenoid valve.

[0006] To achieve the purpose of the present invention, the present invention provides the following technical solutions: a vehicle solenoid valve, comprising a solenoid part having a push rod, a valve body at one end at least partially accommodating the solenoid part, a main valve sleeve located at the other end of the valve body, a main valve seat cooperating with the main valve sleeve and having a main valve port, a main valve core cooperating with the main valve seat and accommodated by the main valve sleeve, and a pilot valve assembly arranged on the main valve sleeve and pushed by the push rod, wherein the main valve sleeve comprises a main valve cavity located at one end, a plurality of valve sleeve peripheral holes arranged on its peripheral wall, and a pilot valve cavity located at the other end; wherein the pilot valve assembly comprises a pilot valve core cooperating with the push rod, and a pilot valve seat cooperating with the pilot valve core; wherein the pilot valve core and the pilot valve seat are controlled by staggered throttling in the axial direction.

[0007] On the basis of the above technical solution, the following subsidiary technical solutions are further included:

[0008] The pilot valve core includes a valve core base, an inner valve core extension portion axially protruding from the valve core base, and an outer valve core extension portion axially protruding from the valve core base and arranged around the inner valve core extension portion.

[0009] The valve core base comprises a groove located in the center and capable of accommodating the bottom end of the push rod, a valve core channel located in the center of the groove, and a plurality of valve core base holes located on the periphery of the groove.

[0010] The outer valve core extension portion includes a valve core extension cavity located therein and a plurality of valve core adjustment holes arranged on the peripheral wall of the outer valve core extension portion; one end of the valve core channel is located at the center of the groove, and the other end is located at the central bottom of the inner valve core extension portion, and the bottom end of the inner valve core extension portion has a pilot pressure building surface.

[0011] The pilot valve seat includes a valve seat base and a valve seat radial extension portion located outside the valve seat base and extending radially outward.

[0012] The pilot valve seat includes a valve seat base, wherein the valve seat base has a valve seat cavity located therein, a valve seat base outer peripheral wall arranged around the valve seat cavity, and an annular groove arranged around the valve seat base outer peripheral wall and radially recessed inward, wherein the valve seat base outer peripheral wall can partially block the valve core adjustment hole in the axial direction, adjust the flow area of the valve core adjustment hole, and realize the adjustment of the pilot flow.

[0013] A valve seat outflow hole is radially opened on the peripheral wall of the valve seat base, and penetrates the peripheral wall. One end opening of the valve seat outflow hole is located on the inner wall of the annular groove, and the other end opening of the valve seat outflow hole is located on the inner wall surface of the valve seat base.

[0014] It also includes a valve core spring located between the main valve core and the pilot valve seat, a pilot spring axially located between the pilot valve core and the pilot valve seat, and a pilot reed fixed between the pilot valve seat and the main valve sleeve.

[0015] The pilot valve seat also has a valve seat inflow hole connected to the valve seat cavity, and the valve seat inflow hole axially penetrates the bottom wall of the valve seat cavity; or, the valve seat base is provided with a valve seat axial extension portion extending axially away from the electromagnetic portion, and the valve seat inflow hole radially penetrates the valve seat axial extension portion.

[0016] During the operation of the solenoid valve, when the pilot valve core is located in the first position axially farthest from the pilot valve seat, the pilot reed is not in contact with the pilot valve core; when the pilot valve core is located in the second position axially closest to the pilot valve seat, the pilot reed is in contact with the pilot valve core.

[0017] Compared with the prior art, the utility model has the following beneficial effects: the staggered throttling method of the throttle hole and the control edge is used, the structure is simple and effective, the relevant characteristic dimensions are easy to be simulated, and it is also easy to obtain a variety of matching methods and the flow pressure curve of the whole valve, which is beneficial to the tuning process of the solenoid valve and the shock absorber and reduces the development cost and cycle; moreover, the pilot hydraulic part has fewer parts, the size of the relevant parts is highly controllable, the assembly process is simple, the production and manufacturing is efficient and convenient with a high yield, which is beneficial to cost reduction. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The accompanying drawings are used to provide a further understanding of the present invention and constitute a part of the specification. Together with the embodiments of the present invention, they are used to explain the present invention and do not constitute a limitation of the present invention. In the accompanying drawings:

[0019] Figure 1 It is a three-dimensional diagram of the utility model in the first viewing angle;

[0020] Figure 2 It is a three-dimensional diagram of the present invention at a second viewing angle;

[0021] Figure 3 It is a cross-sectional view of the utility model;

[0022] Figure 4 yes Figure 3 A partial enlarged view of

[0023] Figure 5 This is a diagram showing the coordination between the pilot valve core and the first pilot valve seat in the present utility model;

[0024] Figure 6 It is a three-dimensional diagram of the pilot valve core in the utility model at one viewing angle;

[0025] Figure 7It is a three-dimensional diagram of the pilot valve core in the present invention from another perspective;

[0026] Figure 8 It is a three-dimensional diagram of the first pilot valve seat in the present utility model at one viewing angle;

[0027] Figure 9 It is a three-dimensional diagram of the first pilot valve seat in the present invention from another perspective;

[0028] Figure 10 It is a front view of the second pilot valve seat in the utility model. DETAILED DESCRIPTION

[0029] In order to make the technical means, creative features, objectives and effects achieved by the present invention easier to understand, the present invention is further described below in conjunction with specific implementation methods.

[0030] like Figure 1-10 As shown, the utility model provides a specific embodiment of a vehicle solenoid valve, which includes: a solenoid part 1000 having a push rod 6000, a valve body 2000 at one end of which at least partially accommodates the solenoid part 1000 and is fixed on a vehicle shock absorber, a main valve sleeve 3000 located at the other end of the valve body 2000, a main valve seat 4000 cooperating with the main valve sleeve 3000 and having a main valve port 4020, a main valve core 4400 cooperating with the main valve seat 4000 and accommodated by the main valve sleeve 3000, and a pilot valve assembly arranged on the main valve sleeve 3000 and pushed by the push rod 6000, wherein the pilot valve assembly includes a pilot valve core 5000 abutting against one end of the push rod 6000, a pilot valve seat 5400 cooperating with the pilot valve core 5000, and a pilot spring 7400 axially located between the pilot valve core 5000 and the pilot valve seat 5400. The valve body 2000, the main valve sleeve 3000, the main valve seat 4000, the main valve core 4400 and the push rod 6000 are all in the same axial direction. Therefore, the utility model includes an electromagnetic part and a hydraulic part, wherein the hydraulic part is further divided into a pilot hydraulic part and a main valve hydraulic part.

[0031] The electromagnetic unit 1000 includes an armature 6200 mounted on the push rod 6000, an electromagnetic coil 6400 disposed outside the armature 6200, a cap 6600 that at least partially accommodates one end of the armature 6200 and is at least partially surrounded by the electromagnetic coil 6400, and a stationary iron core 6800 mounted on the push rod 6000 and corresponding to the other end of the armature 6200. A pilot valve backpressure chamber 6820 is located within the stationary iron core 6800, adjacent to the pilot valve core 5000.

[0032] The valve body 2000 is a hollow cylinder, which includes an electromagnetic chamber 2200 at one end that accommodates the electromagnetic part 1000, and a valve sleeve chamber 2400 at the other end that at least partially accommodates the main valve sleeve 3000. The static iron core 6800 is located between the electromagnetic chamber 2200 and the valve sleeve chamber 2400.

[0033] The top end of the main valve sleeve 3000 is at least partially contained within the valve sleeve cavity 2400. Its interior is hollow and includes a main valve cavity 3200 at its bottom end, a plurality of valve sleeve peripheral holes 3040 circumferentially spaced on its peripheral wall, and a pilot valve cavity 3400 at its top end. An overflow channel exists between the top end of the main valve sleeve 3000 and the inner wall of the valve body 2000 surrounding the valve sleeve cavity 2400. This overflow channel includes a first-direction outflow section 2420 and a second-direction outflow section 2440 downstream of the first-direction outflow section 2420. The first-direction outflow section 2420 and the second-direction outflow section 2440 extend perpendicularly to each other, while the second-direction outflow section 2440 extends parallel to the center of the push rod 6000.

[0034] The main valve seat 4000 at least partially encloses the bottom end of the main valve cavity 3200, and can be abutted against the main valve core 4400. It is provided with a main valve port 4020. The main valve port 4020 is the inlet of the valve seat 4000. The center direction of the main valve port 4020 and the center direction of the push rod 6000 coincide with each other and are on the same straight line.

[0035] The main valve core 4400 includes a valve core chamber 4420, one end of which communicates with the main valve chamber 3200; a valve core hole 4440, which communicates with the other end of the valve core chamber 4420; and a valve core spring 7200, one end of which is positioned within the valve core chamber 4420. The axial cross-section of the valve core chamber 4420 is roughly trapezoidal, with the cross-sectional area gradually increasing in the flow direction. The other end of the valve core spring 7200 abuts against the pilot valve seat 5400.

[0036] The pilot valve core 5000 includes a valve core base 5040 with a circular cross-section, an inner valve core extension 5050 extending axially from the valve core base 5040, and an outer valve core extension 5080 extending axially from the valve core base 5040 and surrounding the inner valve core extension 5050. The valve core base 5040 includes a centrally located recess 5044 that accommodates the bottom end of the push rod 6000, a valve core passage 5045 located in the center of the recess 5044, and a plurality of valve core base holes 5048 located around the periphery of the recess 5044. The outer valve core extension 5080 includes a valve core extension cavity 5082 therein and a plurality of valve core adjustment holes 5088 disposed on the peripheral wall of the outer valve core extension 5080. The pilot spring 7400 is sleeved outside the outer valve core extension 5080. To further enhance the pilot effect, a pilot reed 7600 is added to the bottom end of the pilot spring 7400. This reed 7600 is preferably located between the pilot valve seat 5400 and the pilot valve cavity 3400 of the main valve sleeve 3000. The pilot reed 7600 is a rigid reed with variable stiffness. This adds a nonlinear factor to the force acting on the pilot valve core 5000, achieving a better pilot flow curve and shock absorption. One end of the valve core channel 5045 is located at the center of the groove 5044, while the other end is located at the center bottom of the inner valve core extension 5050. The bottom end of the inner valve core extension 5050 has a pilot pressure-building surface 5052. During solenoid valve operation, when the pilot valve core 5000 is in the first position, axially farthest from the pilot valve seat 5400, the pilot reed 7600 is not in contact with the pilot valve core 5000. When the pilot valve core 5000 is in the second position, axially closest to the pilot valve seat 5400, the pilot reed 7600 abuts against the pilot valve core 5000. Therefore, the pilot reed 7600 only contacts the pilot valve core 5000 during the second half of the pilot valve core 5000's downward stroke, acting as a buffer for the pilot valve core 5000 and enabling further adjustment of the pilot flow rate.

[0037] like Figure 8-9As shown, it is a first embodiment of a pilot valve seat 5400 , which includes a valve seat base 5420 , a valve seat radial extension portion 5440 located outside the valve seat base 5420 and extending radially outward, and a valve seat axial extension portion 5460 extending from the valve seat base 5420 . The valve seat base 5420 is hollow inside and has a valve seat cavity 5422, a valve seat base outer peripheral wall 5423 arranged around the valve seat cavity 5422, an annular groove 5424 arranged around the valve seat base outer peripheral wall 5423 and radially recessed inward, and a pilot control edge 5425 that defines the bottom edge of the annular groove 5424, wherein the valve seat base outer peripheral wall 5423 can axially block the valve core adjustment hole 5088, adjust the flow area of the valve core adjustment hole 5088, so as to realize the adjustment of the pilot flow. Here, the valve seat base outer peripheral wall 5423 can axially block the valve core adjustment hole 5088, which means that the valve seat base outer peripheral wall 5423 can completely block, partially block, or not block the valve core adjustment hole 5088 in the axial direction. The valve seat base 5420 has multiple valve seat outflow holes 5426 radially extending through the circumferential wall. One end of each of these valve seat outflow holes 5426 opens onto the inner wall of the annular groove 5424, while the other end opens onto the inner wall of the valve seat base 5420. The valve seat radial extension 5440 is provided with a base annular groove 5442 surrounding the valve seat base 5420. The pilot valve seat 5400 also has a valve seat inflow hole 5462 communicating with the valve seat cavity 5422 and extending axially through the bottom wall of the valve seat cavity 5422. Alternatively, the valve seat base 5420 is provided with a valve seat axial extension 5460 extending axially away from the solenoid unit, with the valve seat inflow hole 5462 radially extending through the valve seat axial extension 5460. The valve seat cavity 5422 serves as a pressure-building and balancing chamber. In this embodiment, the pilot valve seat 5400 is a downward convex pilot valve seat with a radial oil inlet hole.

[0038] Therefore, the pilot hydraulic part in the hydraulic part mainly includes the pilot valve seat 5400, the pilot valve core 5000 and the pilot spring 7400, and the main valve hydraulic part mainly includes the main valve sleeve 3000, the main valve core 4400 and the valve core spring 7200. Among them, the main valve sleeve 3000 and the pilot valve seat 5400 are shared by the pilot hydraulic part and the main valve hydraulic part. The main valve sleeve is also the valve sleeve of the pilot hydraulic part. The lateral oil inlet hole on the pilot valve seat 5400 (i.e., the valve The seat inflow hole 5462 is also the oil outlet hole of the hydraulic part of the main valve; the two ends of the pilot spring 7400 are in contact with the pilot valve core 5000 and the pilot valve seat 5400 respectively, and the pilot spring 7400 urges the pilot valve core 5000 to move away from the pilot valve seat 5400. The two ends of the valve core spring 7200 are in contact with the pilot valve seat 5400 and the main valve core 4400 respectively, and the valve core spring 7200 urges the main valve core 4400 to move away from the pilot valve seat 5400.

[0039] There is a main valve core back pressure chamber (i.e. valve core chamber 4420) between the main valve core 4400, the main valve sleeve 3000 and the pilot valve seat 5400, in which the valve core spring 7200 is also located. The pressure in this main valve core back pressure chamber mainly depends on the flow ratio between the oil inlet hole in the middle of the main valve core 4400 (i.e. valve core hole 4440) and the three lateral holes on the pilot valve seat 5400 (i.e. valve seat inflow hole 5462) as the oil outlet holes. Although the main valve core and the main valve sleeve are matched with each other, the smoothness between the two will affect the movement smoothness of the main valve core, and thus affect the hysteresis of the solenoid valve curve. In addition, there is still a certain leakage between the two. This leakage mainly affects the back pressure at zero current. The pressure in the pressure chamber is affected; a pressure-building balance chamber exists between the pilot valve seat 5400 and the pilot valve core 5000. The oil inlet of this chamber is the valve seat inflow hole 5462, and the oil outlet of this chamber is the valve core adjustment hole 5088 of the pilot valve core 5000. However, the entire diameter of this valve core adjustment hole 5088 is not used as the flow diameter. Instead, it is blocked by the outer peripheral wall 5423 of the valve seat base to obtain different flow cross-sections, which also controls the outlet flow of the pressure-building balance chamber. In this way, the flow rate of the inlet and outlet oil holes of the pressure-building balance chamber determines the pressure therein. Combined with the adjustment of the area of the pilot pressure-building surface 5052 on the pilot valve core 5000, different adjustment of the flow-pressure curve of the entire valve can be achieved. Due to the presence of several in-cavity adjustment holes in the flow path of the pressure-building balance chamber, it can play a certain role in regulating the flow at the front end of the pilot hydraulic main throttling, and the flow can also be fine-tuned through these in-cavity adjustment holes. In this embodiment, the position of the oil inlet hole of the pressure-building balance chamber on the pilot valve seat is preferably set to radial oil inlet, and can also be set to axial oil inlet.

[0040] like Figure 10 As shown, a second embodiment of a pilot valve seat 5600 is provided. This embodiment differs from the first embodiment in that it lacks an axially extending valve seat portion and comprises only a valve seat base and a radially extending valve seat portion located outside the valve seat base and extending radially outward. The valve seat base and radially extending valve seat portion have the same structure as those of the first embodiment. In this embodiment, the pilot valve seat 5600 is a flat-bottomed pilot valve seat with an axial oil inlet.

[0041] During operation, the pilot valve assembly uses the valve core adjustment hole 5088 on the pilot valve core 5000 and in the radial direction, and the valve seat base outer peripheral wall 5423 on the pilot valve seat 5400 to control the flow of the pilot part by staggered throttling; at the same time, there is a pressure-building balance chamber (i.e., the valve seat chamber 5422) in front of the main throttling of the pilot part, and there is a pilot pressure-building surface 5052 on the pilot valve core 5000. This pilot pressure-building surface 5052 can cooperate with the pressure before throttling to produce a certain liquid pressure; the electromagnetic force generated by the electromagnetic part 1000 being energized and the above-mentioned liquid pressure will balance each other and affect the axial position of the pilot valve core 5000 differently, thereby obtaining different throttling flow areas, and the size of the throttling area determines the pressure before throttling; in this way, the pilot hydraulic part of this embodiment can cooperate with different currents to achieve a positive correlation between flow and current. Moreover, the flow of the pilot hydraulic part is the outlet flow of the main valve core 4400, and the throttling inflow of the valve core hole 4440 in the main valve core 4400 can realize the pressure regulation of the valve core cavity 4420 between the inlet and outlet oil holes of the main valve core 4400; the pressure of the front end surface of the main valve core and the pressure-bearing area are multiplied to obtain the force value in the opening direction of the main valve core, and the pressure of the valve core cavity 4420 and its pressure-bearing area obtain the force value in the closing direction of the main valve core. The force relationship between the two determines the opening size of the front end of the main valve core, thereby affecting the pressure and flow at the front end surface of the main valve core, and realizing the ideal pressure-flow curve required by the client shock absorber.

[0042] Furthermore, after the main throttling of the pilot hydraulic section, there is a pilot valve back-pressure chamber 6820. The pressure in this chamber, in conjunction with the upper end surface of the pilot valve core 5000, generates a hydraulic pressure in the opposite direction to the hydraulic pressure generated by the pilot pressure-building surface 5052 and the pressure-building balance chamber. Furthermore, the electromagnetic force and the pilot spring force acting on the pilot valve core 5000 require simulation calculations to determine a good displacement current curve for the displacement control of the pilot valve core 5000 under these four force values. This allows for rapid matching of flow and current in the pilot hydraulic section through simulation calculations, meeting the requirements of a wider range of shock absorber adjustment and matching. This significantly reduces the component trial production and valve assembly and testing processes, contributing to improved quality and efficiency during solenoid valve development. Furthermore, given that solenoid valves require dual control of flow and pressure during regulation, the fluid will experience numerous sudden changes and pressure fluctuations during flow. Therefore, it is possible to add pipeline pressure reduction and wave reduction features to flow spaces such as the valve core chamber 4420, the pressure-building balance chamber, and the pilot valve back-pressure chamber 6820. For example, the convex-concave features in certain areas can reduce pressure fluctuations through vortexes. For example, the fluid can enter the pressure storage chamber through lateral throttle holes in the flow channel to achieve pressure storage bypass and reduce pressure fluctuations. Furthermore, the valve core adjustment holes 5088 on the pilot valve core are arranged in a multi-row pattern, which is also beneficial for obtaining a flow channel with a continuously changing cross-sectional area as the pilot valve core moves axially, preventing the occurrence of multiple holes opening simultaneously, thereby controlling a relatively gentle pilot flow.

[0043] Finally, at least one spring is located in each of the pilot hydraulic section and the main valve core hydraulic section. These springs work together to maintain the axial position of the pilot and main valve cores at zero current, thereby achieving the desired flow-pressure curve for the entire valve at zero current. Considering the nonlinear nature of the flow-pressure curve required for the entire valve, a pilot reed 7600 is added in place of pilot spring 7400. This adds a nonlinear factor to the force applied to the pilot valve core's movement, resulting in a better pilot flow curve and improved shock absorption.

[0044] Therefore, the utility model includes an electromagnetic part and a hydraulic part, wherein the hydraulic part is further divided into a pilot hydraulic part and a main valve hydraulic part; the pilot hydraulic part adopts the staggered throttling method of the valve core adjustment hole 5088 and the outer peripheral wall 5423 of the valve seat base to control the flow, and its flow structure is simple and reliable, and it is easy to perform preliminary simulation calculations through fluid empirical formulas and simulation software; and the force condition of the pilot valve core of the pilot hydraulic part can also be simulated and calculated in advance through the liquid pressure before and after throttling and the mechanical forces such as electromagnetic and spring.

[0045] The utility model optimizes the internal structure and reduces the number of parts on the basis of ensuring the overall response time of the solenoid valve, and uses a simple and easy-to-use hole-edge staggered throttling method to achieve the regulation of the pilot flow. At the same time, because this pilot valve control method is mature and easy to understand, it is conducive to simulation design instead of actual measurement verification, reducing manufacturing costs and improving the development and matching efficiency of the solenoid valve.

[0046] The above shows and describes the basic principles, main features and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited to the above embodiments. The above embodiments and descriptions are merely illustrative of the principles of the present invention. Various changes and improvements may be made to the present invention without departing from the spirit and scope of the present invention. Such changes and improvements are intended to fall within the scope of the present invention. The scope of protection claimed in this invention is defined by the appended claims and their equivalents.

Claims

1. A vehicle solenoid valve, characterized in that It includes: A solenoid part (1000) having a push rod (6000), a valve body (2000) at one end of which at least partially accommodates the solenoid part (1000), a main valve sleeve (3000) located at the other end of the valve body (2000), a main valve seat (4000) arranged in conjunction with the main valve sleeve (3000) and having a main valve port (4020), a main valve core (4400) arranged in conjunction with the main valve seat (4000) and accommodated by the main valve sleeve (3000), and a pilot valve assembly arranged on the main valve sleeve (3000) and pushed by the push rod (6000), wherein The main valve sleeve (3000) includes a main valve cavity (3200) at one end, a plurality of valve sleeve peripheral holes (3040) arranged on its peripheral wall, and a pilot valve cavity (3400) at the other end; wherein the pilot valve assembly includes a pilot valve core (5000) matched with a push rod (6000), and a pilot valve seat (5400) matched with the pilot valve core (5000); wherein the pilot valve core (5000) and the pilot valve seat (5400) are connected to the pilot valve core (5000); wherein the pilot valve core (5000) and the pilot valve seat (5400) are staggered in the axial direction to control the pilot flow.

2. The vehicle solenoid valve according to claim 1, characterized in that: The pilot valve core (5000) comprises a valve core base (5040), an inner valve core extension (5050) axially protruding from the valve core base (5040), and an outer valve core extension (5080) axially protruding from the valve core base (5040) and arranged around the inner valve core extension (5050).

3. The vehicle solenoid valve according to claim 2, characterized in that: The valve core base (5040) includes a groove (5044) located in the center and capable of accommodating the bottom end of the push rod (6000), a valve core channel (5045) located in the center of the groove (5044), and a plurality of valve core base holes (5048) located on the periphery of the groove (5044).

4. The vehicle solenoid valve according to claim 3, characterized in that: The outer valve core extension portion (5080) includes a valve core extension cavity (5082) located therein and a plurality of valve core adjustment holes (5088) arranged on the peripheral wall of the outer valve core extension portion (5080); one end of the valve core channel (5045) is located at the center of the groove (5044), and the other end is located at the center bottom of the inner valve core extension portion (5050), and the bottom end of the inner valve core extension portion (5050) has a pilot pressure building surface (5052).

5. The vehicle solenoid valve according to claim 4, characterized in that: The pilot valve seat (5400) includes a valve seat base (5420) and a valve seat radial extension portion (5440) located outside the valve seat base (5420) and extending radially outward.

6. The vehicle solenoid valve according to claim 1, characterized in that: The pilot valve seat (5400) includes a valve seat base (5420), wherein the valve seat base (5420) has a valve seat cavity (5422) located therein, a valve seat base outer peripheral wall (5423) arranged around the valve seat cavity (5422), and an annular groove (5424) arranged around the valve seat base outer peripheral wall (5423) and radially recessed inward, wherein the valve seat base outer peripheral wall (5423) can axially block the valve core adjustment hole (5088) to adjust the flow area of the valve core adjustment hole (5088) to achieve adjustment of the pilot flow.

7. The vehicle solenoid valve according to claim 6, characterized in that: A valve seat outflow hole (5426) is radially opened on the peripheral wall of the valve seat base (5420) and penetrates the peripheral wall. One end opening of the valve seat outflow hole (5426) is located on the inner wall of the annular groove (5424), while the other end opening of the valve seat outflow hole (5426) is located on the inner wall surface of the valve seat base (5420).

8. A vehicle solenoid valve according to claim 1 or 2 or 3 or 4 or 5 or 6 or 7, characterized in that The invention also includes a valve core spring (7200) located between the main valve core (4400) and the pilot valve seat (5400), a pilot spring (7400) located axially between the pilot valve core (5000) and the pilot valve seat (5400), and a pilot reed (7600) fixed between the pilot valve seat (5400) and the main valve sleeve (3000).

9. A vehicle solenoid valve according to claim 6 or 7, characterized in that: The pilot valve seat (5400) also has a valve seat inflow hole (5462) connected to the valve seat cavity (5422), and the valve seat inflow hole (5462) axially penetrates the bottom wall of the valve seat cavity (5422); or, the valve seat base (5420) is provided with a valve seat axial extension portion (5460) extending axially away from the electromagnetic portion, and the valve seat inflow hole (5462) is radially penetrated by the valve seat axial extension portion (5460).

10. The vehicle solenoid valve according to claim 8, characterized in that: During operation of the solenoid valve, when the pilot valve core (5000) is located at the first position axially farthest from the pilot valve seat (5400), the pilot reed (7600) is not in contact with the pilot valve core (5000); when the pilot valve core (5000) is located at the second position axially closest to the pilot valve seat (5400), the pilot reed (7600) is in contact with the pilot valve core (5000).

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