CN105008768B - 自动变速器的润滑流量控制装置及润滑流量控制方法 - Google Patents

自动变速器的润滑流量控制装置及润滑流量控制方法 Download PDF

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CN105008768B
CN105008768B CN201380074462.1A CN201380074462A CN105008768B CN 105008768 B CN105008768 B CN 105008768B CN 201380074462 A CN201380074462 A CN 201380074462A CN 105008768 B CN105008768 B CN 105008768B
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gear
lubrication flow
friction element
selection
flow control
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CN105008768A (zh
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小辻弘
小辻弘一
杉村晃
前田笃志
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Nissan Motor Co Ltd
JATCO Ltd
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Nissan Motor Co Ltd
JATCO Ltd
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/04—Features relating to lubrication or cooling or heating
    • F16H57/0434—Features relating to lubrication or cooling or heating relating to lubrication supply, e.g. pumps ; Pressure control
    • F16H57/0435—Pressure control for supplying lubricant; Circuits or valves therefor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
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    • F16H37/021—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings toothed gearing combined with continuous variable friction gearing
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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Control Of Transmission Device (AREA)
  • General Details Of Gearings (AREA)

Abstract

本发明提供一种自动变速器的润滑流量控制装置及控制方法，综合控制器基于与选择的档位对应的摩擦元件的转速差运算将与选择的档位对应的摩擦元件润滑所需的必要润滑流量，且在前进用档位和后退用档位之间进行切换之后，增大向与选择的档位对应的摩擦元件供给的润滑流量，将比必要润滑流量更多的润滑流量向与选择的档位对应的摩擦元件供给。

Description

自动变速器的润滑流量控制装置及润滑流量控制方法
技术领域
本发明涉及对向自动变速器供给的润滑流量进行控制的技术。
背景技术
自动变速器的变速机构部包含制动器、离合器等摩擦元件而构成。为了防止摩擦元件过热引起的摩擦元件的持久性下降，向摩擦元件供给与摩擦元件的发热量相应的润滑流量是非常重要的。
在JP10－141480A公开的自动变速器中，基于摩擦元件的输入侧元件和输出侧元件的转速差运算发热量，将与算出的发热量相应的润滑流量向摩擦元件供给。
但是，在摩擦元件的转速差的运算中使用转速传感器的检测值。转速传感器通常由脉冲产生装置构成，该脉冲产生装置在要检测转速的转动体的外周设有凸部，在该凸部通过传感器附近时产生脉冲。而且，这种转速传感器中，不能检测转动方向，故而参照变速器的换档位置(切换前进、后退、空挡及停车的变速杆或变速开关的状态)，判断检测到的转速的转动方向。
但是，在车辆停车之前(车速为零之前)将变速器的换档位置从后退用档位(R)切换成前进用档位(D、L、2、1等)的情况下，摩擦元件的输出侧元件不能立刻成为正向转动(前进方向的转动)而为反向转动(后退方向的转动)的状态。因此，在参照上述换档位置判断转动方向的方法中，错误判断为摩擦元件的输出侧元件正向转动。
而且，若引起上述误判断，则摩擦元件的转速差比实际的转速差更小地运算，且在将与之对应的润滑油量向摩擦元件供给的构成中，摩擦元件的润滑流量不足，导致摩擦元件过热引起的摩擦元件的持久性下降。
变速器的换档位置从前进用档位切换成后退用档位的情况下也一样。
发明内容
本发明的目的在于，即使是将换档位置在后退用档位和前进用档位之间切换且不能精确地运算摩擦元件的转速差的状况下，也可向摩擦元件供给足够的润滑流量，防止摩擦元件由于润滑流量不足而过热引起的摩擦元件的持久性下降。
本发明的第一方面的润滑流量控制装置，控制向在驱动源和驱动轮之间具备在选择前进用档位时联接的前进用摩擦元件及在选择后退用档位时联接的后退用摩擦元件的自动变速器供给的润滑流量，其中，具备：必要润滑流量运算装置，其基于与选择的档位对应的摩擦元件的转速差运算将与选择的档位对应的摩擦元件润滑所需的必要润滑流量；润滑流量控制装置，其将必要润滑流量向与选择的档位对应的摩擦元件供给，润滑流量控制装置在前进用档位和后退用档位之间进行了切换之后，增大向与选择的档位对应的摩擦元件供给的润滑流量，且将比必要润滑流量更多的润滑流量向与选择的档位对应的摩擦元件供给。
另外，本发明提供一种与之对应的润滑流量控制方法。
根据上述方面，在换档位置在后退用档位和前进用档位之间进行了切换之后，将比运算的必要润滑流量更多的润滑流量向摩擦元件供给，故而能够防止摩擦元件由于润滑流量不足而过热所引起的摩擦元件的持久性下降。
附图说明
图1是混合动力车辆的整体构成图；
图2是表示前进后退切换机构的概略构成图；
图3是表示润滑流量控制的主程序的内容的流程图；
图4是表示润滑流量控制的副程序的内容的流程图；
图5是表示R－D变速操作后的情形的时间图(比较例)；
图6是表示R－D变速操作后的情形的时间图(本实施方式)；
图7是表示润滑流量控制的主程序的内容的流程图(变形例)；
图8是表示R－D变速操作后的情形的时间图(变形例)。
具体实施方式
以下，参照附图对本发明的实施方式进行说明。
图1是混合动力车辆(以下称为车辆)100的整体构成图。车辆100具备：发动机1、模式切换离合器2、电动发电机(以下称为MG)3、第一油泵4、第二油泵5、前进后退切换机构6、无级变速器(以下称为CVT)7、驱动轮8、综合控制器50。
发动机1是以汽油、柴油等为燃料的内燃机，基于来自综合控制器50的发动机控制指令控制转速、扭矩等。
模式切换离合器2是设于发动机1与MG3之间的常开的油压驱动式离合器。模式切换离合器2基于来自综合控制器50的模式切换指令，通过由油压控制阀单元71制作的控制油压来控制联接和释放状态。作为模式切换离合器2，可使用例如干式多板离合器。
MG3是在转子上埋设永久磁铁并在定子上卷绕定子线圈的同步型转动电动机。MG3通过基于来自综合控制器50的MG控制指令施加由变换器9制成的三相交流来进行控制。MG3能够作为接受来自蓄电池10的电力供给而转动驱动的电动机进行动作。另外，MG3在转子从发动机1或驱动轮8接受转动能量的情况下，能够作为在定子线圈的两端产生电动势的发电机发挥作用，并对蓄电池10进行充电。
第一油泵4是由发动机1或MG3驱动的叶片泵。第一油泵4将积存在CVT7的油盘72的动作油吸起并将油压向油压控制阀单元71供给。
第二油泵5是从蓄电池10接受电力供给进行动作的电动油泵。第二油泵5基于来自综合控制器50的指令，仅在第一油泵4中的油量不足的情况下驱动，且与第一油泵4同样地将积存在CVT7的油盘72的动作油吸起并将油压向油压控制阀单元71供给。
前进后退切换机构6设于MG3与CVT7之间。如图2所示，前进后退切换机构6由行星齿轮61、前进档离合器62及后退制动器63构成。行星齿轮61由太阳齿轮61S、小齿轮61P、齿圈61R及行星架61C构成，齿圈61R的旋转轴与CVT7连接，太阳齿轮61S的旋转轴与MG3连接。
前进档离合器62是通过进行联接而将太阳齿轮61S和行星架61C连结的离合器。后退制动器63是通过进行联接而将行星架61C相对于变速箱不能相对旋转地连结的制动器。若将前进档离合器62联接且将后退制动器63释放，则可实现发动机1及MG3的旋转直接向CVT7传递的前进状态。相反，若将前进档离合器62释放且将后退制动器63联接，则可实现发动机1及MG3的旋转减速且反转而向CVT7传递的后退状态。
前进档离合器62及后退制动器63基于来自综合控制器50的前进后退切换指令，通过由油压控制阀单元71制成的控制油压来控制联接和释放。作为前进档离合器62及后退制动器63，例如可使用常开的湿式多板离合器。
返回图1，CVT7可配置在MG3的下游，并根据车速或加速器开度等无级地变更变速比。CVT7具备：初级带轮、次级带轮、卷挂在两带轮上的带。以来自第一油泵4及第二油泵5的喷出压为初始压，制成初级带轮压和次级带轮压，通过带轮压使初级带轮的可动带轮和次级带轮的可动带轮沿轴向动作，并使带的带轮接触半径变化，由此无级地变更变速比。
在CVT7的输出轴，经由未图示的最终减速齿轮机构连接差速器12，在差速器12上，经由驱动轴13连接驱动轮8。
向综合控制器50输入来自检测发动机1的转速的转速传感器51、检测前进后退切换机构6的输出转速(＝CVT7的输入转速)的转速传感器52、检测加速器开度的加速器开度传感器53、检测CVT7的换档位置(切换前进、后退、空挡及停车的变速杆或变速开关的状态)的档位开关54、检测车速的车速传感器55等的信号，综合控制器50基于这些信号进行对发动机1、MG3(变换器9)、CVT7的各种控制。
此外，转速传感器52由在检测转速的转动体的外周设置的凸部通过传感器附近时产生脉冲的脉冲产生装置构成。转速传感器52仅能够检测转速，不能检测转动方向，故而转动方向基于由档位开关54检测的CVT7的换档位置进行判断。即，在换档位置为前进用档位(D、L、2、1等)的情况下，判断转动方向为正转方向，且在换档位置为后退用档位(R)的情况下，判断转动方向为反转方向。
另外，综合控制器50作为车辆100的运转模式，切换EV模式和HEV模式。
EV模式是将模式切换离合器2设为释放状态，且仅将MG3作为驱动源进行行驶的模式。EV模式在请求驱动力较低且蓄电池10的充电量足够时进行选择。
HEV模式是将模式切换离合器2设为联接状态，且以发动机1和MG3为驱动源进行行驶的模式。HEV模式在请求驱动力较高时或蓄电池10的充电量不足时进行选择。
但是，车辆100如现有的自动变速器搭载车辆那样地不具备液力变矩器。因此，在起步时，一边使前进档离合器62或后退制动器63滑动，一边起步。
因此，与具备液力变矩器的情况相比，大量存在使前进档离合器62或后退制动器63滑动的运转区域，故而供给与摩擦元件的发热量相抵的润滑流量非常重要。
因此，综合控制器50如以下说明那样，监视与换档位置对应的摩擦元件(如果是前进用档位，则监视前进档离合器62，如果是后退用档位，则监视后退制动器63)的转速差，运算与转速差相应的发热量，进而运算必要润滑流量。而且，综合控制器50将运算的必要润滑流量与仅利用第一油泵4可向与换档位置对应的摩擦元件供给的润滑流量相比，在仅利用第一油泵4不能确保必要润滑流量的状况下驱动第二油泵5，不使向与换档位置对应的摩擦元件供给的润滑流量不足(通常流量控制)。
另外，在车辆停车之前(车速为零之前)在前进用档位和后退用档位之间切换CVT7的换档位置之后，虽然为前进用换档位置，车辆100都为后退的状态，相反地，虽然为后退用档位，车辆100都为前进的状态，由不能判别转动方向的转速传感器52的检测值不能正确地运算与换档位置对应的摩擦元件的转速差。因此，综合控制器50在这种状况下也驱动第二油泵5，不使润滑流量不足(特定变速操作时流量控制)。
以下，对综合控制器50进行的润滑流量控制(通常流量控制及特定变速操作时流量控制)的内容进行说明。
图3是表示综合控制器50进行的润滑流量控制的主程序的内容的流程图。
在S1中，综合控制器50基于来自档位开关54的信号判断是否进行了特定变速操作。特定变速操作是从后退用档位向前进用档位的操作，或从前进用档位向后退用档位的操作。
在判断为进行了特定变速操作的情况下，处理进入S2，在不是这样的情况下，处理进入S6。
在S2中，综合控制器50判断车速是否比阈值高。阈值设定为在向与换档位置对应的摩擦元件供给的润滑流量不足的情况下，润滑流量的不足引起的该摩擦元件的过热可成为问题的车速的最低值(规定的低车速)。
在S3～S5中，综合控制器50进行特定变速操作时流量控制。具体而言，综合控制器50以成为最大喷出流量的方式驱动第二油泵5，且增大向与换档位置对应的摩擦元件供给的润滑流量(S3)。
综合控制器50将驱动第二油泵5引起的向与换档位置对应的摩擦元件供给的润滑流量的增大持续到至少判断为转速传感器52的检测值为零为止。这是由于，转速传感器52的检测值为零之后，由转速传感器52检测的转速的转动方向与车辆100的行进方向一致，故而转速差的误检测消失，即使转换成后述的通常流量控制，也不会引起该摩擦元件的润滑流量的不足。
在本实施方式中，基于进行特定变速操作后的经过时间是否到达规定时间来判断转速传感器52的检测值是否为零(S4)。规定时间通过例如进行特定变速操作后，通过实验等预先求出直到转速传感器52的检测值为零的时间，在此设定为附加了富余时间的值。
综合控制器50如果判断为转速传感器52的检测值为零(进行特定变速操作后的经过时间达到了规定时间)，则停止第二油泵5并结束向与换档位置对应的摩擦元件供给的润滑流量的增大(S5)。
在S6中，综合控制器50进行通常流量控制。通常流量控制根据图4所示的流程图进行。
图4是表示综合控制器50进行的润滑流量控制的副程序(通常流量控制)的内容的流程图。
在S11中，综合控制器50运算与换档位置对应的摩擦元件的转速差。转速差能够基于由MG控制指令求出的MG3的转速和转速传感器52的检测值进行运算。
在S12中，综合控制器50运算与换档位置对应的摩擦元件的传递扭矩。传递扭矩能够作为发动机1的扭矩和MG3的扭矩的合计值进行运算。
在S13中，综合控制器50基于转速差和传递扭矩的乘积运算与换档位置对应的摩擦元件的发热量，并运算将算出的发热量冷却所需的润滑流量(必要润滑流量)。
在S14中，综合控制器50将在仅驱动第一油泵4的情况下向与换档位置对应的摩擦元件供给的润滑流量和必要润滑流量比较。在前者比后者多的情况下，即，在若仅驱动第一油泵4则可向与换档位置对应的摩擦元件供给必要润滑流量的情况下，不驱动第二油泵5(S15)。与之相对，在前者比后者少的情况下，即，在仅驱动第一油泵4不能向与换档位置对应的摩擦元件供给必要润滑流量的情况下，驱动第二油泵5，以从第二油泵5供给不足量(S16)。
接着，对上述润滑流量控制的作用效果进行说明。
图5是表示在不进行特定变速操作时流量控制而仅进行通常流量控制的情况下，将CVT7的换档位置从R档位切换成D档位之后的情形的时间图(比较例)。
在时刻t11将换档位置从R档位切换到D档位，但车辆100的前进方向不能立即切换成前进，因此，与换档位置对应的前进方向和实际的车辆100的前进方向相反。因此，将由转速传感器52检测的转速(摩擦元件的输出侧转速)的转动方向判断成反方向，而算出的前进档离合器62的转速差比实际的转速差低，算出的必要润滑流量也变少。
其结果，在时刻t11～时刻t12之间，向前进档离合器62供给的润滑流量比实际需要的润滑流量少(图中阴影部分)，产生前进档离合器62的润滑不良。
与之相对，图6是表示在通常流量控制的基础上进行特定变速操作时流量控制的情况下，将CVT7的换档位置从R档位切换成D档位之后的情形的时间图(本实施方式)。
在时刻t21将换档位置从R档位切换成D档位时，开始第二油泵5的驱动。
在对换档位置进行了切换之后，与图5的比较例同样地，将由转速传感器52检测的转速(摩擦元件的输出侧转速)的转动方向判断为反方向，算出的前进档离合器62的转速差比实际的转速差小，且算出的必要润滑流量也变少。
但是，根据本实施方式，将换档位置从R档位切换成D档位后，在规定时间(时刻t21～t22)的期间，驱动第二油泵5，增大向前进档离合器62供给的润滑流量，因此，向前进档离合器62供给的润滑流量总是超出实际需要的润滑流量，不会产生前进档离合器62的润滑不良。
另外，判断为从特定变速操作时经过规定时间且转速传感器52的检测值为零之后(时刻t22～)，转换成通常流量控制，之后，使第二油泵5仅在仅由第一油泵4的喷出流量使润滑流量不足的状况下驱动。由此，能够防止第二油泵5不必要地驱动引起的燃耗率的恶化。
另外，在图6所示的例子中，车速比阈值高，故而进行上述特定变速操作时流量控制，但即使在车速比阈值低的情况下，前进档离合器62的转速差小且向前进档离合器62的润滑流量不足，前进档离合器62也不会由于过热而劣化，因此，在这种情况下不进行上述特定变速操作时流量控制(图3的S2→S6)。据此，能够防止第二油泵5不必要地驱动引起的燃耗率的恶化。
接着，对本实施方式的一部分变形例进行说明。
在上述实施方式的特定变速操作时流量控制中，在特定变速操作之后且车速比阈值高的情况下，通过驱动第二油泵5来防止向与换档位置对应的摩擦元件供给的润滑油量的不足，但也可以保持(存储)特定变速操作之前的转速传感器52的检测值，并基于保持的检测值进行通常流量控制。
图7是表示在该情况下综合控制器50进行的润滑流量控制的主程序的内容的流程图。在图7的流程图中，与图3所示的流程图相比，将S3～S5的处理置换成S21～26的处理。
据此，在进行了特定变速操作之后且车速比阈值高的情况下，保持当前的转速传感器52的检测值即特定变速操作之前的转速传感器52的检测值(S21)，并基于该检测值进行通常流量控制(S22)。特定变速操作之前的转速传感器52的检测值用于转速差的运算，因此在通常流量控制中，比实际的转速差及基于该时刻的转速传感器52的检测值运算的转速差更高地运算与换档位置对应的摩擦元件的转速差。
其结果，向与换档位置对应的摩擦元件供给实际需要的润滑流量或比基于转速传感器52的检测值运算的与转速差相应的润滑流量更多的润滑流量。
润滑流量向与换档位置对应的摩擦元件的增大持续到判断为转速传感器52的检测值为零为止(S23)，判断为转速传感器52的检测值为零之后，结束转速传感器52的检测值的保持并恢复到通常流量控制(S24、S6)。
图8是表示变形例中将CVT7的换档位置从R档位切换到D档位后的情形的时间图。
在变形例中，进行了特定变速操作后，在规定时间(时刻t31～t32)将特定变速操作之前的转速传感器52的检测值用于转速差的运算，由此，运算的转速差比实际的转速差或基于该时刻的转速传感器52的检测值运算的转速差更高，运算的必要润滑流量也相应地变多。
而且，在运算的必要润滑流量超过仅由第一油泵4可供给的润滑流量的情况下，驱动第二油泵5而增大向前进档离合器62供给的润滑流量，因此，向前进档离合器62供给的润滑流量总是超出实际需要的润滑流量，而不会产生前进档离合器62的润滑不良。
以上，对本发明的实施方式进行了说明，但上述实施方式只不过表示本发明应用例的一部分，不是将本发明的技术范围限定于上述实施方式的具体构成的意思。
例如，将驱动第二油泵5产生的向与换档位置对应的摩擦元件供给的润滑流量的增大持续到判断为转速传感器52的检测值为零为止，但也可以持续到与换档位置对应的摩擦元件的联接结束为止。
当与换档位置对应的摩擦元件转速为零附近时，根据转速传感器52的分辨率，脉冲的检测周期变长而不易判定转速是否为零。而且，当转速为零之前而误判定为转速为零时，向与换档位置对应的摩擦元件供给的润滑流量的增大提前结束，而可能不能供给必要润滑流量。
但是，如果持续到与换档位置对应的摩擦元件的联接结束，则能够防止转速传感器52的分辨率引起的这种不良情况。此外，与换档位置对应的摩擦元件的联接是否结束能够通过该摩擦元件的转速是否成为联接后的转速来进行判断。
另外，在特定变速操作时驱动第二油泵5时，驱动第二油泵5以使第二油泵5的喷出流量最大，但也可以将第二油泵5的喷出流量设为与换档位置对应的摩擦元件的发热量相应的值。例如，特定变速操作时的车速、路面斜度、加速器开度越大，发热量越多，故而也可以驱动第二油泵5，以增大第二油泵5的喷出流量。
另外，也可以代替第二油泵5而设置蓄压器，在蓄压器中储存润滑油，且在特定变速操作时将储存于蓄压器的润滑油向与换档位置对应的摩擦元件供给，由此，也可以增大向与换档位置对应的摩擦元件供给的润滑流量。
另外，也可以将第一油泵4设为可变更喷出流量的泵，并代替驱动第二油泵5，通过增大第一油泵4的喷出流量，增大向与换档位置对应的摩擦元件供给的润滑流量。根据该构成，即使不设置第二油泵5，也可以进行上述特定变速操作时流量控制。
另外，在利用油压控制阀单元71能够变更向与换档位置对应的摩擦元件供给的润滑流量的情况下，也可以代替驱动第二油泵5，在第一油泵4的喷出流量中增大向摩擦元件供给的润滑流量占有的比例，由此，增大向与换档位置对应的摩擦元件供给的润滑流量。根据该构成，即使不设置第二油泵5，也能够进行上述特定变速操作时流量控制。
另外，也可以在从后退用档位切换成前进用档位之后和从前进用档位切换成后退用档位之后，改变向与换档位置对应的摩擦元件供给的润滑流量的增大量。例如，在前进档离合器62的摩擦片面积比后退制动器63的摩擦片面积小的情况下，使从后退用档位切换到前进用档位之后的润滑流量的增大量比从前进用档位切换到后退用档位之后的润滑油量的增大量更大。
本申请基于2013年3月19日在日本专利局提出申请的特愿2013－56889号主张优先权，该申请的全部内容通过参照而编入本说明书中。

Claims (12)

1.一种润滑流量控制装置，控制向在驱动源和驱动轮之间具备在选择前进用档位时联接的前进用摩擦元件及在选择后退用档位时联接的后退用摩擦元件的自动变速器供给的润滑流量，其中，具备：
必要润滑流量运算装置，其基于与选择的档位对应的摩擦元件的转速差运算将与所述选择的档位对应的摩擦元件润滑所需的必要润滑流量；
润滑流量控制装置，其将所述必要润滑流量向与所述选择的档位对应的摩擦元件供给，
所述润滑流量控制装置在所述前进用档位和所述后退用档位之间进行了切换之后，增大向与所述选择的档位对应的摩擦元件供给的润滑流量，且将比所述必要润滑流量更多的润滑流量向与所述选择的档位对应的摩擦元件供给。
2.如权利要求1所述的润滑流量控制装置，其中，还具备：
第一油泵，其由所述驱动源驱动；
第二油泵，其由与所述驱动源不同的驱动源驱动，
所述润滑流量控制装置在所述前进用档位和所述后退用档位之间进行了切换之后，通过驱动所述第二油泵，增大向与所述选择的档位对应的摩擦元件供给的润滑流量。
3.如权利要求2所述的润滑流量控制装置，其中，
所述润滑流量控制装置在所述前进用档位和所述后退用档位之间进行了切换之后，通过以使喷出流量最大的方式驱动所述第二油泵，增大向与所述选择的档位对应的摩擦元件供给的润滑流量。
4.如权利要求2或3所述的润滑流量控制装置，其中，
所述第二油泵是由蓄电池驱动的电动油泵。
5.如权利要求1所述的润滑流量控制装置，其中，
还具备油泵，其由所述驱动源驱动，
所述润滑流量控制装置在所述前进用档位和所述后退用档位之间进行了切换之后，通过增大所述油泵的喷出流量，增大向与所述选择的档位对应的摩擦元件供给的润滑流量。
6.如权利要求1所述的润滑流量控制装置，其中，
还具备油泵，其由所述驱动源驱动，
所述润滑流量控制装置在所述前进用档位和所述后退用档位之间进行了切换之后，通过增大所述油泵的喷出流量中向与所述选择的档位对应的摩擦元件供给的比例，增大向与所述选择的档位对应的摩擦元件供给的润滑流量。
7.如权利要求1所述的润滑流量控制装置，其中，
所述必要润滑流量运算装置在所述前进用档位和所述后退用档位之间进行了切换之后，保持与所述选择的档位对应的摩擦元件进行所述切换之前的输出转速，并基于所述保持的输出转速运算所述必要润滑流量，
所述润滑流量控制装置通过将基于所述保持的输出转速而运算的所述必要润滑流量向与所述选择的档位对应的摩擦元件供给，从而增大向与所述选择的档位对应的摩擦元件供给的润滑流量。
8.如权利要求1～3中任一项所述的润滑流量控制装置，其中，
所述润滑流量控制装置持续增大向与所述选择的档位对应的摩擦元件供给的润滑流量，直至至少检测与所述选择的档位对应的摩擦元件的输出转速的传感器的检测值为零为止，然后将所述必要润滑流量向与所述选择的档位对应的摩擦元件供给。
9.如权利要求1～3中任一项所述的润滑流量控制装置，其中，
所述润滑流量控制装置使向与所述选择的档位对应的摩擦元件供给的润滑流量的增大持续规定时间，然后将所述必要润滑流量向与所述选择的档位对应的摩擦元件供给。
10.如权利要求1～3中任一项所述的润滑流量控制装置，其中，
所述润滑流量控制装置持续增大向与所述选择的档位对应的摩擦元件供给的润滑流量，直至与所述选择的档位对应的摩擦元件的联接结束为止，然后将所述必要润滑流量向与所述选择的档位对应的摩擦元件供给。
11.如权利要求1～3中任一项所述的润滑流量控制装置，其中，
所述润滑流量控制装置在所述前进用档位和所述后退用档位之间进行了切换之后且车速为规定车速以上时，增大向与所述选择的档位对应的摩擦元件供给的润滑流量。
12.一种润滑流量控制方法，控制向在驱动源和驱动轮之间具备在选择前进用档位时联接的前进用摩擦元件及在选择后退用档位时联接的后退用摩擦元件的自动变速器供给的润滑流量，其中，
基于与选择的档位对应的摩擦元件的转速差运算将与所述选择的档位对应的摩擦元件润滑所需的必要润滑流量，
在所述前进用档位和所述后退用档位之间进行了切换之后，增大向与所述选择的档位对应的摩擦元件供给的润滑流量，并将比所述必要润滑流量更多的润滑流量向与所述选择的档位对应的摩擦元件供给。
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