A structure and control method for an accumulator in an automotive transmission

Abstract

This invention pertains to the field of automotive transmission technology, specifically the structure of an automotive transmission accumulator. It also relates to a control method for this structure. A valve core (20) is movably installed within a valve sleeve (19). A sealing ring (23) and a spring (22) are fitted onto the valve core (20). One end of the spring (22) rests against the limiting platform (25) of the valve core (20), and the other end rests against the sealing ring (23). The sealing ring (23) fits into the shared oil-filling lateral gap (24) formed between the ends (26) of the valve sleeve (19) and the valve core (20). The automotive transmission accumulator structure described in this invention is simple in structure. It uses compressed gas instead of a spring as the energy storage element to store and release energy. Simultaneously, addressing the issue of very short intervals between adjacent engine starts, it rapidly increases the oil-passing area, significantly shortening the oil-filling time and meeting the energy requirements for transmission shifting during vehicle start-up.

Description

Technical Field

[0001] This invention belongs to the field of automotive transmission technology, and more specifically, relates to an automotive transmission accumulator structure. This invention also relates to a control method for an automotive transmission accumulator structure. Background Technology

[0002] Currently available start-stop accumulators for transmissions use springs as the energy storage element. Their working principle is as follows: after the engine starts, the oil pump begins to work, and high-pressure oil enters the accumulator's storage chamber, compressing the spring to its limit. After the engine shuts off, the system oil pressure decreases, and the accumulator stores sealed oil. When the engine restarts, the control valve opens, and the accumulator releases the stored oil, providing the energy needed for transmission shifting and reducing vehicle start-up waiting time. However, existing spring-loaded start-stop accumulators, due to spring stiffness and installation space limitations, can only store oil pressure and volume up to 9 bar and 108 ml respectively, which is increasingly insufficient to meet the energy requirements for vehicle start-up and gear shifting, and further capacity expansion is practically impossible. During compression and extension, the spring inevitably rubs and wears against the aluminum alloy tank and piston, generating aluminum shavings that affect the accumulator's cleanliness, seriously threatening the lifespan of the seals and causing accumulator failure, potentially leading to safety accidents. Furthermore, when the interval between two consecutive engine starts is very short, the existing accumulators cannot meet the demand for oil filling, failing to provide the energy required for transmission shifting during vehicle start-up.

[0003] Existing technology includes a patent titled "Accumulator and Gearbox" with publication number "208252458U". This technology comprises an accumulator body and a control valve. The control valve is located at the lower end of the accumulator body and has an inlet for oil entry. A channel is provided from the inlet to the accumulator body, and the control valve controls the opening and closing of the channel. The control valve includes a valve core and a return spring. The return spring is used to drive the valve core to cut off the channel. This technology does not address the issues and solutions of this application. Summary of the Invention

[0004] The technical problem to be solved by the present invention is to provide an automotive transmission accumulator structure that is simple in structure, uses compressed gas instead of spring as an energy storage element to store and release energy, and at the same time addresses the problem of very short intervals between two adjacent engine starts by rapidly increasing the oil passage area and greatly shortening the oil filling time, so as to meet the energy required for transmission shifting when the vehicle starts.

[0005] To solve the above-mentioned technical problems, the technical solution adopted by the present invention is as follows:

[0006] This invention relates to an accumulator structure for an automotive transmission, comprising an accumulator sub-assembly, a base, and a control valve. A solenoid assembly and a valve sleeve are housed within the control valve's housing. A valve core is movably mounted within the valve sleeve. A sealing ring and a spring are fitted onto the valve core. One end of the spring rests against a limiting platform of the valve core, and the other end rests against the sealing ring. The sealing ring fits into the shared oil-filling lateral gap formed between the ends of the valve sleeve and the valve core. The sealing ring's end has a spherical cross-section, and the valve sleeve's conical surface and end form an angle. The control valve is mounted on the base, which has a main oil passage. The base connects to the accumulator sub-assembly, and the control valve extends into the main oil passage.

[0007] The accumulator assembly is divided into a pressure accumulator chamber and an oil storage chamber by a piston. The oil storage chamber is connected to the main oil passage. The pressure accumulator chamber is a sealed structure and contains a pressure accumulator element, which uses inert gas.

[0008] The piston is equipped with a D-ring, a guide ring, and an anti-squeeze ring; the accumulator sub-assembly is connected to the base by a threaded structure, and the accumulator sub-assembly is sealed to the base by an O-ring II on the tank body.

[0009] The main oil passage on the base includes a front section and a rear section, and a cavity is formed between the front section and the rear section, with the control valve extending into the cavity.

[0010] The oil inlet on the base is connected to the main oil passage, and multiple O-rings are assembled on the outer ring of the oil inlet. The base is also provided with a pressure relief channel, which is connected to the rear section of the main oil passage. A pressure relief screw is screwed onto the pressure relief channel.

[0011] The control valve is mounted on the base with screws; the automotive transmission accumulator structure has multiple through holes installed on the outside of the transmission.

[0012] When the engine starts, the electric pump pressurizes the main oil passage. When the oil pressure in the main oil passage is greater than the pressure of the control valve spring, the oil pressure pushes open the sealing ring, and the oil enters the reservoir from the common filling side gap for passive filling. When the oil pressure flowing into the reservoir is greater than the gas pressure in the accumulator, the oil pressure in the reservoir pushes the piston to compress the nitrogen in the accumulator until the oil pressure and gas pressure are balanced or the piston stops moving after reaching the bottom of the tank and contacting the limit step. The control valve is not energized.

[0013] When the engine is turned off, the electric pump stops working, and the oil pressure in the engine system decreases; the sealing ring of the control valve is pushed back by the spring to the end of the valve core and the conical surface of the housing to achieve a seal, sealing the oil pressure and oil fluid in the oil reservoir; the control valve is not energized.

[0014] When the engine restarts, the electronic pump pressurizes the system. At this time, the control valve receives a signal and opens. The valve core moves relative to the valve sleeve, and the end moves away from the conical surface of the housing. The oil in the oil reservoir is released outward through the main oil passage.

[0015] This invention also relates to a control method for an automotive transmission accumulator structure that is simple in procedure, uses compressed gas instead of springs as an energy storage element to store and release energy, and rapidly increases the oil passage area to greatly shorten the oil filling time, thus meeting the energy requirements of the transmission shifting during vehicle start-up, while addressing the problem of very short intervals between two adjacent engine starts.

[0016] The control steps of the control method for the aforementioned automotive transmission accumulator structure are as follows:

[0017] S1. When the engine starts, the electric pump pressurizes the main oil passage. When the oil pressure in the main oil passage is greater than the pressure of the control valve spring, the oil pressure pushes open the sealing ring, and the oil enters the reservoir from the common filling side gap for passive filling. When the oil pressure flowing into the reservoir is greater than the gas pressure in the accumulator, the oil pressure in the reservoir pushes the piston to compress the nitrogen in the accumulator until the oil pressure and gas pressure are balanced or the piston stops moving after reaching the bottom of the tank and contacting the limit step. The control valve is not energized.

[0018] S2. When the engine is turned off, the electric pump stops working, and the oil pressure in the engine system decreases; the sealing ring of the control valve is pushed back by the spring to the end of the valve core and the conical surface of the housing to achieve a seal, sealing the oil pressure and oil fluid in the oil reservoir; the control valve is not energized;

[0019] S3. When the engine restarts, the electronic pump pressurizes the system. At this time, the control valve receives a signal and opens. The valve core moves relative to the valve sleeve, and the end moves away from the conical surface of the housing. The oil in the oil reservoir is released to the outside through the main oil passage.

[0020] The working principle and beneficial effects of the technical solution adopted in this invention are as follows:

[0021] The automotive transmission accumulator structure described in this invention takes corresponding actions and completes corresponding tasks under different operating conditions of the accumulator. When the engine starts, the electric pump pressurizes the main oil passage to supply oil. When the oil pressure in the main oil passage is greater than the pressure of the control valve spring, the oil pressure pushes open the sealing ring, and the oil enters the reservoir from the common filling side gap for passive filling. When the oil pressure flowing into the reservoir is greater than the gas pressure in the accumulator, the oil pressure in the reservoir pushes the piston to compress the nitrogen in the accumulator until the oil pressure and gas pressure are balanced or the piston stops moving after reaching the bottom of the tank and contacting the limit step. At this time, the control valve is not energized. When the engine is turned off, the electric pump stops working, and the engine system oil pressure decreases. The sealing ring of the control valve is pushed back by the spring to the end of the valve core and the conical surface of the housing to achieve a seal, sealing the oil pressure and oil in the reservoir. At this time, the control valve is not energized. When the engine restarts, the electric pump works to pressurize, and the control valve receives an action signal, is energized and opens, the valve core moves relative to the valve sleeve, and the end moves away from the conical surface of the valve sleeve. The oil in the reservoir is released outward through the main oil passage. The interval between two consecutive engine starts is very short, and the accumulator oil filling cannot meet the demand. Therefore, this invention improves the structure of the control valve. In this situation, when the control valve receives a signal and opens, the valve core is pulled back by electromagnetic force, rapidly increasing the oil passage area and significantly shortening the oil filling time—that is, active oil filling. This effectively provides the transmission with the oil needed for shifting in a very short time, thereby effectively improving transmission performance. Attached Figure Description

[0022] The following is a brief explanation of the contents depicted in the accompanying drawings and the markings therein:

[0023] Figure 1 This is a schematic diagram of the structure of the automotive transmission accumulator described in this invention;

[0024] Figure 2 This is a cross-sectional view of the automotive transmission accumulator structure described in this invention.

[0025] Figure 3 This is a cross-sectional view of the energy accumulator sub-assembly of the automotive transmission energy accumulator structure described in this invention.

[0026] Figure 4 This is a cross-sectional view of the control valve of the automotive transmission accumulator structure described in this invention.

[0027] Figure 5 for Figure 4 A partially enlarged cross-sectional view of part C of the control valve in the aforementioned automotive transmission accumulator structure.

[0028] The labels in the attached diagram are as follows: 1. Accumulator sub-assembly; 2. Base; 3. Control valve; 4. Sealing gasket I; 5. O-ring I; 6. Pressure relief screw; 7. Sealing gasket II; 8. Screw; 9. Tank body; 10. Clamping ring; 11. Guide ring; 12. O-ring II; 13. D-ring; 14. Anti-squeeze ring; 15. Piston; 16. Nitrogen; 17. Outer shell; 18. Solenoid assembly; 19. Valve sleeve; 20. Valve core; 22. Spring; 23. Sealing ring; 24. Common oil filling lateral clearance; 25. Limiting platform; 26. End; 27. Main oil passage; 28. Accumulation chamber; 29. ​​Oil storage chamber; 30. Front section of main oil passage; 31. Rear section of main oil passage; 32. Cavity; 33. Pressure relief passage; 34. Limiting step; 35. Conical surface; 36. Oil inlet; 37. Through hole. Detailed Implementation

[0029] The following description, with reference to the accompanying drawings, provides a more detailed explanation of the specific embodiments of the present invention, including the shape and structure of each component, the relative positions and connections between the parts, the functions and working principles of each part:

[0030] As attached Figure 1 - Appendix Figure 5As shown, this invention relates to an accumulator structure for an automotive transmission, comprising an accumulator sub-assembly 1, a base 2, and a control valve 3. A solenoid assembly 18 and a valve sleeve 19 are housed within the outer casing 17 of the control valve 3. A valve core 20 is movably mounted within the valve sleeve 19. A sealing ring 23 and a spring 22 are fitted onto the valve core 20. One end of the spring 22 rests against a limiting platform 25 of the valve core 20, and the other end rests against the sealing ring 23. The sealing ring 23 fits within a shared oil-filling lateral gap 24 formed between the valve sleeve 19 and the end 26 of the valve core 20. The end of the sealing ring 23 has a spherical cross-section, and the conical surface 35 of the valve sleeve 19 forms an angle with the end 26. The control valve 3 is mounted on the base 2, which has a main oil passage 27. The base 2 connects to the accumulator sub-assembly 1, and the control valve 3 extends into the main oil passage 27. This structure addresses the shortcomings of existing technologies by proposing an improved technical solution. The structure of this invention allows for corresponding actions and tasks to be performed under different operating conditions of the accumulator. When the engine starts, the electronic pump pressurizes the main oil passage 27. When the oil pressure in the main oil passage 27 exceeds the pressure of the spring 22 of the control valve 3, the oil pressure pushes open the sealing ring 23, and oil enters the oil storage chamber 29 from the common filling side gap 24 for passive filling. When the oil pressure flowing into the oil storage chamber 29 exceeds the gas pressure in the accumulator chamber 28, the oil pressure in the oil storage chamber 29 pushes the piston 15 to compress the nitrogen in the accumulator chamber 28 until the oil pressure and gas pressure are balanced or the piston reaches the bottom of the tank and contacts the limit step 34 before stopping. At this time, the control valve 3 is not energized. When the engine is off, the electric pump stops working, and the engine system oil pressure decreases. The sealing ring 23 of the control valve 3 is pushed back by the spring 22 onto the end 26 of the valve core 20 and the conical surface 35 of the valve sleeve 19 to achieve a seal, storing the oil pressure and fluid in the oil reservoir 29. At this time, the control valve 3 is not energized. When the engine restarts, the electric pump works to pressurize, and the control valve 3 receives an action signal, is energized and opens. The valve core 20 moves relative to the valve sleeve 19, and the end 26 moves away from the conical surface 35 of the valve sleeve 19. The oil in the oil reservoir 29 is released outward through the main oil passage 27. The interval between two consecutive engine starts is very short, and the accumulator oil filling cannot meet the demand. Therefore, this invention improves the structure of the control valve. In this case, the control valve receives a signal and is energized and opens. The valve core is pulled back by electromagnetic force, quickly increasing the oil passage area and greatly shortening the oil filling time, i.e., active oil filling. In this way, the oil required for gear shifting is effectively provided to the transmission in a very short time, thereby effectively improving the performance of the transmission. The automotive transmission accumulator structure described in this invention is simple in structure. It uses compressed gas instead of springs as an energy storage element to store and release energy. At the same time, it addresses the problem of very short intervals between two adjacent engine starts by rapidly increasing the oil passage area, greatly shortening the oil filling time, and meeting the energy required for transmission shifting when the vehicle starts.

[0031] The accumulator assembly 1 is divided into a pressure accumulator chamber 28 and an oil reservoir chamber 29 by a piston 15. The oil reservoir chamber 29 is connected to the main oil passage 27. The pressure accumulator chamber 28 is a sealed structure, and the pressure accumulator element is located inside the pressure accumulator chamber 28. The pressure accumulator element uses inert gas. The above structure...

[0032] The piston 15 is equipped with a D-ring 13, a guide ring 11, and an anti-squeeze ring 14. The accumulator sub-assembly 1 and the base 3 are connected by a threaded structure, and the accumulator sub-assembly 1 and the base 3 are sealed by an O-ring II 12 on the tank body 9. In the above structure, the accumulator sub-assembly 1 is divided into a pressure accumulator chamber and an oil storage chamber by the piston 15. The oil storage chamber is connected to the main oil passage and its filling and discharging are controlled by a control valve 3. The pressure accumulator element uses inert gas. The piston 15 is equipped with a D-ring 13, a guide ring 11, and an anti-squeeze ring 14. The accumulator sub-assembly 1 and the base 2 are connected by a thread and sealed by an O-ring II 12 on the tank body 9 to form a seal and prevent oil leakage from the oil storage chamber.

[0033] The main oil passage 27 on the base 2 includes a front section 30 and a rear section 31, forming a cavity 32 between them. A control valve 3 extends into the cavity 32. In this structure, the control valve is mounted on the base and is used to control the on / off state of the main oil passage, satisfying the oil pressure on / off control requirement.

[0034] The oil inlet 36 on the base 2 connects to the main oil passage 27. Multiple O-rings Ⅰ5 are fitted around the outer ring of the oil inlet 36. The base 2 also has a pressure relief channel 33, which connects to the rear section 31 of the main oil passage. A pressure relief screw 6 is screwed onto the pressure relief channel 33. In this structure, the pressure relief channel is used for pressure relief after the pressure relief screw is loosened; after the pressure relief screw is tightened, the pressure relief channel is sealed. The oil inlet 36 is used for oil to enter the main oil passage, and the supplied oil is controlled by an electronic pump. The multiple O-rings Ⅰ5 fitted around the outer ring of the oil inlet 36 ensure the sealing of the oil supply pipeline.

[0035] The control valve 3 is mounted on the base 2 by screws 8; the automotive transmission accumulator structure has multiple through holes 37 installed on the outside of the transmission. In this structure, the control valve is reliably connected to the base, and the entire accumulator is mounted on the transmission via bolts passing through the through holes.

[0036] When the engine starts, the electric pump pressurizes the main oil passage 27. When the oil pressure in the main oil passage 27 is greater than the pressure of the spring 22 of the control valve 3, the oil pressure pushes open the sealing ring 23, and the oil enters the oil storage chamber 29 from the common oil filling side gap 24 for passive oil filling. When the oil pressure flowing into the oil storage chamber 29 is greater than the gas pressure in the accumulator chamber 28, the oil pressure in the oil storage chamber 29 pushes the piston 15 to compress the nitrogen in the accumulator chamber 28 until the oil pressure and gas pressure are balanced or the piston reaches the bottom of the tank and contacts the limit step 34 and stops moving. The control valve 3 is not energized.

[0037] When the engine is turned off, the electric pump stops working, and the oil pressure in the engine system decreases; the sealing ring 23 of the control valve 3 is pushed back by the spring 22 onto the end 26 of the valve core 20 and the conical surface 35 of the valve sleeve 19 to achieve a seal, sealing the oil pressure and oil fluid in the oil reservoir 29; the control valve 3 is not energized.

[0038] When the engine restarts, the electric pump pressurizes the system. At this time, control valve 3 receives a signal and opens, causing valve core 20 to move relative to valve sleeve 19. End 26 moves away from the conical surface 35 of valve sleeve 19, and oil in reservoir 29 is released outward through main oil passage 27. This structure, when the transmission starts, especially during short intervals, releases oil from the reservoir to supply it in reverse, meeting the pressure requirements for shifting, reducing waiting time, and resulting in a faster transmission response. Subsequently, as the transmission pressure increases, the accumulator is recharged.

[0039] This invention also relates to a control method for an automotive transmission accumulator structure that is simple in procedure, uses compressed gas instead of springs as an energy storage element to store and release energy, and rapidly increases the oil passage area to greatly shorten the oil filling time, thus meeting the energy requirements of the transmission shifting during vehicle start-up, while addressing the problem of very short intervals between two adjacent engine starts.

[0040] The control steps of the control method for the aforementioned automotive transmission accumulator structure are as follows:

[0041] S1. When the engine starts, the electric pump pressurizes the main oil passage 27. When the oil pressure in the main oil passage 27 is greater than the pressure of the spring 22 of the control valve 3, the oil pressure pushes open the sealing ring 23, and the oil enters the oil storage chamber 29 from the common filling side gap 24 for passive filling. When the oil pressure flowing into the oil storage chamber 29 is greater than the gas pressure in the accumulator chamber 28, the oil pressure in the oil storage chamber 29 pushes the piston 15 to compress the nitrogen in the accumulator chamber 28 until the oil pressure and gas pressure are balanced or the piston reaches the bottom of the tank and contacts the limit step 34 and stops moving. The control valve 3 is not energized.

[0042] S2. When the engine is turned off, the electric pump stops working, and the oil pressure in the engine system decreases; the sealing ring 23 of the control valve 3 is pushed back by the spring 22 to the end 26 of the valve core 20 and the conical surface 35 of the valve sleeve 19 to achieve a seal, sealing the oil pressure and oil fluid in the oil reservoir 29; the control valve 3 is not energized.

[0043] S3. When the engine restarts, the electronic pump pressurizes the pump. At this time, the control valve 3 receives a signal and opens. The valve core 20 moves relative to the valve sleeve 19, and the end 26 moves away from the conical surface 35 of the valve sleeve 19. The oil in the oil reservoir 29 is released to the outside through the main oil passage 27.

[0044] The automotive transmission accumulator structure described in this invention performs corresponding actions and completes corresponding tasks under different operating conditions. When the engine starts, the electronic pump pressurizes the main oil passage 27. When the oil pressure in the main oil passage 27 is greater than the pressure of the spring 22 of the control valve 3, the oil pressure pushes open the sealing ring 23, and oil enters the oil reservoir 29 from the common filling side gap 24 for passive filling. When the oil pressure flowing into the oil reservoir 29 is greater than the gas pressure in the accumulator chamber 28, the oil pressure in the oil reservoir 29 pushes the piston 15 to compress the nitrogen in the accumulator chamber 28 until the oil pressure and gas pressure are balanced or the piston reaches the bottom of the tank and contacts the limit step 34 before stopping. At this time, the control valve 3 is not energized. When the engine is off, the electric pump stops working, and the engine system oil pressure decreases. The sealing ring 23 of the control valve 3 is pushed back by the spring 22 onto the end 26 of the valve core 20 and the conical surface 35 of the valve sleeve 19 to achieve a seal, storing the oil pressure and fluid in the oil reservoir 29. At this time, the control valve 3 is not energized. When the engine restarts, the electric pump works to pressurize, and the control valve 3 receives an action signal, is energized and opens. The valve core 20 moves relative to the valve sleeve 19, and the end 26 moves away from the conical surface 35 of the valve sleeve 19. The oil in the oil reservoir 29 is released outward through the main oil passage 27. The interval between two consecutive engine starts is very short, and the accumulator oil filling cannot meet the demand. Therefore, this invention improves the structure of the control valve. In this case, the control valve receives a signal and is energized and opens. The valve core is pulled back by electromagnetic force, rapidly increasing the oil passage area and greatly shortening the oil filling time. This provides the transmission with the oil required for shifting in a very short time, thereby effectively improving the performance of the transmission.

[0045] The present invention has been described above by way of example with reference to the accompanying drawings. Obviously, the specific implementation of the present invention is not limited to the above-described manner. Any improvements made by adopting the inventive concept and technical solution of the present invention, or the direct application of the inventive concept and technical solution of the present invention to other occasions without modification, are all within the protection scope of the present invention.

Claims

1. An energy accumulator structure for an automotive transmission, characterized in that: The system includes an accumulator sub-assembly (1), a base (2), and a control valve (3). A solenoid assembly (18) and a valve sleeve (19) are installed inside the housing (17) of the control valve (3). A valve core (20) is movably installed inside the valve sleeve (19). A sealing ring (23) and a spring (22) are fitted onto the valve core (20). One end of the spring (22) rests against the limiting platform (25) of the valve core (20), and the other end rests against the sealing ring (23). A common oil-filled lateral gap (24) is formed between the end (26) of the fitting valve sleeve (19) and the valve core (20). The end section of the sealing ring (23) is spherical. The conical surface (35) of the valve sleeve (19) and the end (26) are angled. The control valve (3) is installed on the base (2). The main oil passage (27) is provided on the base (2). The base (2) is connected to the accumulator sub-assembly (1). The control valve (3) extends to the main oil passage (27). The accumulator assembly (1) is divided into a pressure accumulator chamber (28) and an oil storage chamber (29) by a piston (15). The oil storage chamber (29) is connected to the main oil passage (27). The pressure accumulator chamber (28) is a sealed structure. The pressure accumulator chamber (28) contains a pressure accumulator element, which uses inert gas. The main oil passage (27) on the base (2) includes a front section (30) and a rear section (31) of the main oil passage, and a cavity (32) is formed between the front section (30) and the rear section (31) of the main oil passage, and the control valve (3) extends into the cavity (32).

2. The automotive transmission accumulator structure according to claim 1, characterized in that: The piston (15) is equipped with a D-ring (13), a guide ring (11), and an anti-squeeze ring (14); the accumulator sub-assembly (1) and the base (2) are connected by a threaded structure, and the accumulator sub-assembly (1) and the base (2) are sealed by an O-ring II (12) on the tank (9).

3. The automotive transmission accumulator structure according to claim 1 or 2, characterized in that: The oil inlet (36) on the base (2) is connected to the main oil passage (27). Multiple O-ring I (5) are assembled on the outer ring of the oil inlet (36). The base (2) is also provided with a pressure relief passage (33). The pressure relief passage (33) is connected to the rear section (31) of the main oil passage. A pressure relief screw (6) is screwed on the pressure relief passage (33).

4. The automotive transmission accumulator structure according to claim 1 or 2, characterized in that: The control valve (3) is mounted on the base (2) by screws (8); the multiple through holes (37) of the automotive gearbox accumulator structure are mounted on the outside of the gearbox.

5. The automotive transmission accumulator structure according to claim 1, characterized in that: When the engine starts, the electronic pump pressurizes the main oil passage (27). When the oil pressure in the main oil passage (27) is greater than the pressure of the spring (22) of the control valve (3), the oil pressure pushes open the sealing ring (23), and the oil enters the oil storage chamber (29) from the common filling side gap (24) for passive filling. When the oil pressure of the oil flowing into the oil storage chamber (29) is greater than the gas pressure in the accumulator chamber (28), the oil pressure in the oil storage chamber (29) pushes the piston (15) to compress the nitrogen in the accumulator chamber (28) until the oil pressure and gas pressure are balanced or the piston reaches the bottom of the tank and contacts the limit step (34) and stops moving. The control valve (3) is not energized.

6. The automotive transmission accumulator structure according to claim 5, characterized in that: When the engine is turned off, the electric pump stops working and the oil pressure of the engine system decreases; the sealing ring (23) of the control valve (3) is pushed back by the spring (22) to the end (26) of the valve core (20) and the conical surface (35) of the valve sleeve (19) to achieve sealing, and the oil pressure and oil are sealed in the oil reservoir (29); the control valve (3) is not energized.

7. The automotive transmission accumulator structure according to claim 6, characterized in that: When the engine restarts, the electronic pump pressurizes, and the control valve (3) receives a signal and opens. The valve core (20) moves relative to the valve sleeve (19), and the end (26) moves away from the conical surface (35) of the valve sleeve (19). The oil in the oil reservoir (29) is released to the outside through the main oil passage (27).

8. The control method for the automotive transmission accumulator structure according to any one of claims 1 to 4, characterized in that: The control steps of the control method for the aforementioned automotive transmission accumulator structure are as follows: S1. When the engine starts, the electronic pump pressurizes the main oil passage (27). When the oil pressure in the main oil passage (27) is greater than the pressure of the spring (22) of the control valve (3), the oil pressure pushes open the sealing ring (23), and the oil enters the oil storage chamber (29) from the common filling side gap (24) for passive filling. When the oil pressure of the oil flowing into the oil storage chamber (29) is greater than the gas pressure of the accumulator chamber (28), the oil pressure of the oil in the oil storage chamber (29) pushes the piston (15) to compress the nitrogen in the accumulator chamber (28) until the oil pressure and gas pressure are balanced or the piston reaches the bottom of the tank and contacts the limit step (34) and stops moving. The control valve (3) is not energized. S2. When the engine is turned off, the electric pump stops working and the oil pressure in the engine system decreases; the sealing ring (23) of the control valve (3) is pushed back by the spring (22) to the end (26) of the valve core (20) and the conical surface (35) of the valve sleeve (19) to achieve a seal, sealing the oil pressure and oil fluid in the oil reservoir (29); the control valve (3) is not energized; S3. When the engine restarts, the electronic pump works to pressurize. At this time, the control valve (3) receives a signal and is energized to open. The valve core (20) moves relative to the valve sleeve (19), and the end (26) moves away from the conical surface (35) of the valve sleeve (19). The oil in the oil reservoir (29) is released to the outside through the main oil passage (27).

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