JPS601440A - Speed change gear for 4-wheel driving car - Google Patents

Abstract

PURPOSE:To permit smooth switching operation of an engagement clutch by allowing a brake apparatus to be engaged corresponding to a switching signal. CONSTITUTION:When the car speed increases to a preset value, a solenoid valve 330 is brought into conduction, and the solenoid pressure applied into a hydraulic chamber 224 is reduced to a low level. Then, a spool 222 shifts leftward, and a brake B2 is engaged to apply the second shift. In case of up-shift to the third speed, a solenoid valve 320 is brought into non-conduction state when each of car speed and the opening degree of a throttle, etc. reaches to a prescribed value, and a spool 232 shifts leftward, and a clutch C2 is engaged, and spool 222 is fixed at the left by the line pressure supplied into an oil chamber 223 at the left edge. In case of up-shift to the fourth speed, the solenoid valve 330 is brought into non-conduction, and the solenoid pressure supplied into the oil chamber 243 at the right edge is reduced to a low level, and spool 242 shifts rightward, and a clutch CO is released, and a brake BO is engaged.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a control device for a transmission, and more particularly to a transmission device that transmits power from an engine, a power train connected to the transmission device having at least two different gear ratios, and a control device for the power train. The present invention relates to a control device for a transmission including a separate power train including a dog clutch that cuts off or switches power in series.

This type of transmission device uses, for example, a fluid transmission device (for example, a torque converter) as a transmission device, a transmission element including a planetary gear as a power train, and a dog clutch type power distribution device (for example, a four-wheel drive train) as another power train. A transfer device for a driven vehicle, a power take-off device for a special vehicle, etc.) is known. In recent years, attempts have been made to automate speed change control in such transmission devices, particularly those including transfer devices for four-wheel drive vehicles. For example, attempts have been made to change the transfer section by changing gears and change the speed by using an automatic transmission including planetary gears. However, with this type of transmission, even if you try to switch the transfer section when the shift position is in the N [neutral] range, the output shaft will rotate due to the drag torque of the automatic transmission's clutch, etc. This may cause problems such as heavy shifting or difficulty in shifting gears.

Therefore, an object of the present invention is to eliminate the above-mentioned problems, and a transmission device for a four-wheel drive vehicle according to the present invention includes a transmission device for transmitting power from an engine, and a transmission device connected to the output side of this transmission device. An input member, a power train connected to the input member and having at least two different speed ratios, and another power train including a dog clutch connected to this power train and configured to cut off or switch power, and the input member are fixed. In a transmission equipped with a brake device and a clutch device that appropriately engages and disengages between the input member and the power train, in a state where the clutch device is released, the above-mentioned transmission is performed in response to a switching signal of the other power train. It is characterized by engaging a brake device.

In the transmission with this configuration, when the other power example, that is, the dog clutch of the transfer section, is about to be switched in a state jE' in which the clutch device is released, a switching signal is generated, and a switching signal is generated in response to this switching signal. Then, the brake device 11j is engaged. Therefore, no power is transmitted to the output member and the output member is placed in the free state IE, so that the switching operation of the meshing flange is performed smoothly, and the above-mentioned problem is solved.

The present invention will be described below with reference to embodiments shown in the accompanying drawings.

In FIG. 1, the transmission according to the present invention consists of a planetary gear unit A and a transfer section T.

The planetary gear unit A consists of a torque converter lO, an overdrive mechanism 20, and a planetary gear transmission mechanism 30 with three forward speeds and one reverse speed, and a control device C as shown in FIG.
It is controlled by 3. The torque converter 10 has a well-known structure, and includes a pump impeller 12 connected to an engine output shaft 11, a turbine impeller 13 and a one-sided clutch 14 connected to an overdrive mechanism 20 opposing the pump impeller 12. It consists of a stator 17 connected to a housing 16 via a stator 17, and a lock amplifier clutch 18 that enables direct connection is provided between the input and output shafts.

The overdrive mechanism 20 includes a − set of planetary gears 21, and the planetary gears 21 are connected to a planetary pinion 24 rotatably supported by a carrier 23 connected to the torque converter 10 via +hl+22, and a planetary pinion 24, respectively. It consists of a sun gear 25 and a ring gear 26 that mesh with each other. Between Sungear 25 and Carrier 23, there is a Tatekura,
A multi-brake brake 8 is provided between the sun gear 25 and the housing surrounding the overdrive mechanism 20 or the overdrive case 27.
0 is set.

The ring gear 26 of the overdrive mechanism 2o is connected to an input shaft 31 of a planetary gear transmission mechanism 30 with three forward speeds and one reverse speed. A multi-branch clutch C1 is provided between the input shaft 31 and the intermediate shaft 32, and a multi-branch clutch C2 is provided between the input shaft 31 and the sun gear 33.

A multi-branch brake B1, a multi-branch brake B2, and a one-way clutch F1 are provided between the sun gear G1133 and the transmission gear 34. This game j,ysatsu 1
The east mechanism 30 includes two rows of M star gears 35.38.
A multibranch brake B3 and a one-sided clutch F2 are provided between the transmission case 34 and the carrier 37 that rotatably rotates the pinion 36 of the M star gear 35. The sun gear 38 of the second planetary gear 35 and the sun gear 38 of the third planetary gear 36 are integrally connected via the shaft 33, and the ring gear 4o of the second M planetary gear 35 and the third planetary gear 3
6 carriers 41 are both connected to the output shaft 41, and the ring gear 43 of the third planetary gear 36 is connected to the intermediate shaft 32.

The transfer section 2 includes an input gear 5o to which the output shaft 42 of the planetary gear mechanism 3o is connected, a pair of intermediate gears 51 that mesh with the human gear 5o, and a pair of output gears rotatably disposed on the rear propeller shaft. Contains 53.

The intermediate gear pair 51 and the output gear pair 52 have large and small gears 51a, 51b, 53a, and 53b with integral rotating teeth, and mesh with each other as shown. A dog clutch is provided on the rear propeller shaft 52 to connect the propeller shaft 52 to either of the large and small gears 53a and 53b of the output gear pair 53. When the rear propeller shaft 52 is connected to the small gear 53b by the dog clutch 54, a high gear stage is obtained, when the rear propeller shaft 52 is connected to the large gear 53a, a low gear stage is obtained, and when it is not connected to any of them, a neutral stage is obtained. A front propeller shaft 53 centered on the rear propeller shaft 52 is not normally connected to the rear propeller shaft 52, but when connected to the rear propeller shaft 52 by a dog crunch 56 on the shaft, four-wheel drive is realized.

The above-mentioned brane gear unit) A engages or releases each clutch and brake according to the engine output and vehicle speed by a control device O3, which will be explained in detail below, and includes an overdrive (010). Four forward gears or one reverse gear are changed manually, and the transfer section 2 is switched by conventional lever operation. Table 1 shows the transmission gear positions and the operating conditions of the clutches and brakes. ``In Table 1, ○ indicates that each clutch and brake are in an engaged state.

Table 1 The above clutches and brakes C01C1, C2, BOIB
FIG. 2 shows an embodiment of a control device C8 that selectively acts on 1, B2, and B3 to perform an automatic or manual speed change operation.

The control device C8 shown in FIG. 2 is a planetary gear unit).
A hydraulic control device HC3 that hydraulically controls the servo mechanisms of various clutches and brakes in A, and this hydraulic control device HG.
Various solenoid valves of S 320.330°340, 400
．． The electric control device EC9 further includes a vehicle speed sensor Sl, a throttle sensor S
2. A shift control system EC3I that responds to the shift position sensor S3 and a transfer shift control system EC5 that responds to the shift position S3° transfer changeover switch S4.
It consists of 2.

The hydraulic control unit HC3 includes an oil reservoir 100, an oil pump 101, a pressure regulating valve 102, a second pressure regulating valve 103, a cup I/back valve 104, a cooler bypass valve 105, a direct clutch control valve 120, a throttle valve 200, and a manual Valve 210, l-2 shift valve 220.2-3 shift valve 230
．． 3-4 shift valve 240, intermediate coast modulator valve 245 that adjusts the hydraulic pressure supplied to the brake B1, low coast modulator valve 250 that adjusts the hydraulic pressure supplied to the brake B3, and smoothly engages the clutch CI. Accumulator 280, accumulator 270 that smoothly engages clutch C2, accumulator 280 that smoothly engages brake B2
．． , clutch C01CI.

Check valve 301.302.30 that controls the outflow of pressure oil supplied to C2 and brakes B1, B2, and B3.
3゜304, 305.308, a first solenoid valve 320 that is opened and closed by the output of an electric circuit to be described later and controls the 2-3 shift valve; a second solenoid valve that controls both the 1-2 shift valve and the 3-4 shift valve; solenoid valve 330 and a third solenoid valve 34 that controls the direct clutch control valve 120.
0, an oil pump 101 from an oil reservoir 100 consisting of a fourth solenoid valve 400 that controls the valve 410, and oil passages that communicate between each valve and the hydraulic cylinders of the clutch and brake.
The hydraulic oil pumped up is adjusted to a predetermined oil pressure (line pressure) by the pressure regulating valve 102 and supplied to the oil passage.It is supplied to the second pressure regulating valve 103 through the oil passage IA connected to the oil passage I. The pressure oil is regulated to predetermined torque converter pressure, lubricating oil pressure, and cooler pressure according to the throttle pressure output from the throttle valve 200.A manual valve 210 connected to the oil passage is installed at the driver's seat. It is connected to the shift lever, and can be manually operated to select P (park), R (reverse), neutral (N), D (drive), 3 (third), and L (low) depending on the range of the shift lever. Move to position. Table 2 shows the communication state between oil passage 1 and oil passages 2 to 5 in the shift range of each shift lever. ○
indicates a case where line pressure is supplied through communication, and x indicates a state where the pressure is exhausted.

2nd Table 2-3 First solenoid valve 3 that controls shift valve 230
20 closes the valve port 321 and opens the orifice 3 when not energized.
A high-level solenoid pressure (equal to line pressure) is generated in the oil passage 2G that communicates with the oil passage 2 via the oil passage 22, and when energized, the valve port 321 is opened and the pressure oil in the oil passage 2G is discharged from the oil drain port 323. Produces low level solenoid pressure. 1-2
The second solenoid valve 330 that controls the shift valve 220 and the 3-4 shift valve 240 closes the valve port 331 when not energized, and the oil passage 2 communicates with the oil passage 2 through the orifice 332.
A high level solenoid pressure is generated at F, and when energized, the valve port 331 is opened and the pressure oil in the oil passage 2F is discharged from the oil drain port 333, thereby generating a low level solenoid pressure.

Table 3 shows the relationship between the energization O1 of the solenoid valves 320 and 330 controlled by the electronic circuit described later and the gear state of the automatic transmission.

Table 3 (7Aj@Third solenoid F that controls the lock-up control valve 120)
340 is provided in the illustrated upper end oil chamber 121 of the lock-up valve 120 which communicates with the oil passage IH which communicates with the oil passage I via the orifice 342. When not energized, this solenoid valve 340 generates high-level solenoid pressure in the oil chamber 121, and together with the pre-installed spring 123 presses the spool 122 to the right in the figure, positioning the spool 122 to the right in the figure. When energized, the oil chamber 121 is evacuated and the solenoid pressure is reversed to a low level.

The 1-2 shift valve 220 includes a spool 222 with a spring 221 installed in front of it on the right side of the figure, and when the solenoid valve 330 is de-energized and high-level solenoid oil pressure is generated in the oil path 2F, the oil at the left end in the figure is The high level solenoid pressure enters the chamber 224, and the application of the oil pressure sets the spool 222 to the right to the first speed position, and the solenoid valve 3
30 is energized and the pressure in the oil passage 2F is exhausted to reach a low level solenoid pressure, the spool 222 is set to the left and the second speed position is obtained. In 3rd and 4th speeds, line pressure enters the left end oil chamber 223 from the oil passage 2C via the manual valve 210 and the 2-3 shift valve 230, and the spool 222 is limited to the left side in the figure regardless of the solenoid pressure. .

The 2-3 shift valve 230 includes a spool 232 with a spring 231 installed in front of it on the right side of the drawing. As a result, it is set to the left in the figure and reaches the 2nd speed position, and when the solenoid valve 320 is de-energized, high-level solenoid pressure is generated in the oil passage 2G and applied to the oil chamber 234. Due to the action of the solenoid pressure, the spool 232 is set to the right in the figure and becomes the third and fourth speed positions. When line pressure is supplied to the oil passage 4, the line pressure is supplied to the right end oil chamber 233, and the spool 232 is locked to the left side in the figure, which is the first speed and second speed side.

The 3-4 shift valve 240 is equipped with a spool 242 with a spring 241 installed in front of it on one side, and in the 1.2nd speed when the renoite valve 330 is de-energized, the left end oil chamber 24 is connected to the left end oil chamber 24 through the oil passage 2F.
When high-level solenoid pressure is applied to 3, the spool 242 is fixed to the right side in the figure, which is the 4th speed (overdrive) side, the solenoid valve 330 is energized, the oil path 2F is exhausted, and the oil pressure is at a low level. The spool 242 is set to the left in the figure by the action of the spring 241, and in the fourth speed, the solenoid valve 330 is de-energized and the spool 242 is set to the right in the figure. Manual valve 21O1 oil path 2.2-
When line pressure is supplied to the right end oil chamber 243 through the 3-shift valve 230 and the oil passage 2B, the spool 242 moves to the left (third speed side) in the figure due to the line pressure and the action of the spring 241.
is locked.

In the throttle valve 200, a throttle plunger 201 is stroked in accordance with the amount of depression of the accelerator pedal, and the plunger 201 and a spool 2 with a spring 204 provided in front thereof are connected to each other.
The spool 202 is moved via the spring 203 between the oil passage 1 and the oil passage 9, and the line pressure supplied from the oil passage 1 is regulated to a throttle pressure according to the throttle opening degree, and outputted to the oil passage 9.

When the manual override 210 is shifted to the N range, the oil passage 1 does not communicate with the l and % deviations of oil passages 2 to 5 as shown in Table 2, and the first and second oil passages do not communicate with each other as shown in Table 3. Solenoids 320 and 330 are both de-energized and zero. For this reason, 1-2 shift valve 220.2-3 shift valve 230.3-
The spool of the 4-shift valve 240 is positioned to the left in the drawing due to the action of the spring, so that the spool is shifted by l/X. manual valve 21
Only the clutch CO, which is directly connected to the oil passage 1 via the 3-4 shift valve 240 and the oil passage IJ without using the oil passage IJ, is engaged.

When the manual valve 210 is shifted to the D range, oil pressure is supplied to the oil passage 2 as shown in Table 2, and line pressure is thereby supplied via the check valve 302 and the oil passage 2E to engage the clutch 24. Ru. When running in the first speed, the solenoid pressure 320 is energized and the solenoid valve 330 is de-energized, as shown in Table 3. 3E
, 2A are exhausted, and oil pressure is not supplied to oil passage 4C that connects to brake B3, so brakes B1, B2, and B
3 is released. When the vehicle speed reaches a preset value, the solenoid valve 3 is activated by the output of the electric control device ECC9.
30 is energized and the solenoid pressure applied to the oil chamber 224 is reversed to the low level, so the spool 222 of the 1-2 shift valve 220 moves to the left in the figure, and the oil passage 2, the l-2 shift valve 220, and the oil passage Hydraulic pressure is supplied through the valve 3o6 and the oil passage 2H, and the brake B2 is engaged and the second
A shift to speed occurs. For upshifting to third gear, when the vehicle speed, throttle opening, etc. reach predetermined values, the solenoid valve 320 is de-energized by the output of the computer, and the spool 232 of the 2-3 shift valve 23G moves to the left in the figure. Oil path 2.2-3 shift valve 230, oil path 2c, check valve 3
03, hydraulic pressure is supplied through the oil passage 2C1 oil passage 2D, and the clutch c2 is engaged, and at the same time, the spool 222 of the 1-2 shift valve 220 is moved to the left in the figure by the line pressure supplied from the oil passage 2C to the left end oil chamber 223. (2nd speed side). For upshifting to 4th gear, as above, the solenoid valve 330 is de-energized by the computer output, the solenoid pressure that was being supplied from the oil passage 2F to the right end oil chamber 243 is reversed to low level, and the spool of the 3-4 shift valve 242 moves to the right in the figure, the pressure in the oil passage IJ is exhausted, and the oil pressure is supplied to the oil passage IL, and the clutch CO is released and the brake BO is engaged.

When the manual valve 210 is in the 3rd range.

In addition to oil passage 2, line pressure is supplied to oil passage 3 as shown in Table □2. 1st, 2nd and 3rd gears are shifted in the same way as in the D range, but through oil passage 3 and oil passage 2B,
Since line pressure enters the right end oil chamber 243 of the 4-shift valve and the spool 242 is fixed to the left in the drawing, no shift to the 4th speed occurs. In addition, if the manual valve 210 is in the D position and the D-3 shift is performed manually while driving in 4th gear, the line pressure is introduced to the right end oil passage 243 as described above, and the 3rd gear is immediately shifted.
A downshift is performed quickly.

When the manual valve 210 is in the L range.

In addition to the oil passages 2 and 3, line pressure is also supplied to the oil passage 4. The first speed is the same as when the manual valve is in the D range, and the second speed is when oil pressure enters the oil path 4.2-3.
Shift valve 230, oil passage 4A, low cone modulator valve 250, oil passage 4B, ■-2 shift valve 220. extraction route 4
Brake B3 is engaged through C to apply engine braking. Furthermore, when manually shifting to the 2nd range while driving in the 3rd gear state, the output at the time when the speed has decelerated to the scheduled speed energizes the solenoid valve 320, and the 3-2
Let the down et al.

Manual valve 210 is shifted to D, 3, and L ranges, line pressure is generated in oil passage 2, and 1-2 shift I/valve 2
If 20 is set to the second speed side (left side in the diagram),
Line pressure is generated in the oil path 2A, and the lock amplifier control valve 120
The oil is supplied to the right end oil chamber 124. When the third solenoid valve 340 is energized by this line pressure and the oil pressure in the right end oil chamber 123 is at a low level, the spool 122 of the lock amplifier control valve 120 is moved to the left in the figure, and the oil passage IA
and oil passage IB communicate with each other, lock-up clutch 60 provided within torque converter 16 is engaged, and torque converter 10 is in a directly connected state. If line pressure is not generated in the oil passage 2A, or even if line pressure is generated in the oil passage 2A, the solenoid valve 340 is de-energized and high-level solenoid pressure is generated in the oil chamber 123, the spring 123 or the spring 1
23 and the spool 12 due to the action of high level solenoid pressure.
2 is located at the bottom in the figure.

While the spool 122 is located at the lower position in the figure, the oil path I
A is in communication with the oil passage 1C, and the torque converter direct coupling clutch 18 is released. The solenoid valve 340 is energized by an electric control device EGS, which will be described later, when the vehicle speed and throttle opening are greater than set values.

Shift control system Eflll:Sl of the electric control device EC9
are vehicle speed sensor St, throttle sensor S2. In response to the output of the shift position sensor S3, the solenoid valves 320, 330, and 340 are selectively controlled to open and close, respectively, as described above, via the solenoid drive circuits 5LDI-3 connected to the output ends. This shift control system EC31 is constructed from a circuit disclosed, for example, in Japanese Patent Laid-Open No. 58-35858, and compares the measured throttle opening and vehicle speed with a predetermined program pattern, and adjusts the speed according to the shift position. The solenoid valve 320.33 (1,340) is designed to control the opening and closing of the transfer shift control system EC52, which is connected to the vehicle speed sensor S1.
a first comparator CO to which the output of is input, and a second comparator C to which the output of the throttle sensor S2 is input.
0M2 and these two comparators CO old, C0M2
a first AND gate AND-C1 to which the output of the shift/position sensor S3 and the output of the transfer switch S4 are input; the gate AND-CI and the NOR gate circuit N0R-C;
AND gate AN into which the output of gate N0R-C is input
The output of the AND gate AND-02 is input to the solenoid drive circuit 5LD4 of the solenoid valve 400. The first comparator COMI outputs an L level signal when the vehicle speed is set (i/i or less), and the second comparator 00M2 outputs an L level signal when the throttle opening is less than the set value.
Outputs a level signal. Therefore, NOR game) N0R
-C, both the outputs of the first and second comparators are Ll/
When the bell is reached, that is, the vehicle speed is lower than the set value,
H only when the throttle opening is also smaller than the set value.
Outputs the level, and otherwise outputs the level signal.

The shift position sensor S3 outputs an H level signal when the shift lever (not shown) is in the N range, and the transfer changeover switch S4 closes when the transfer γ, that is, the dog clutch 54.58 is switched, and the A signal is output.
ND game) Input an H level signal to AND-CI. Therefore, when switching the transfer T clutch 54, 58, if the shift lever is in the N range, the vehicle speed is zero, and the throttle opening is zero, the AND circuit AN
The H level signal from D-02 is sent to the solenoid drive circuit hole D4.
is output to open the solenoid valve 400. For this reason valve 4
Since the spool 412 of No. 10 moves to the left, the line pressure is changed to the valve 410 and the valve 240 (spool 2 when in the N range).
42 is on the left side) and the line IL to the brake BO, which engages the brake BO.

At this time, line pressure is introduced into clutch CO via valve 240, so clutch CO is engaged.

Therefore, since the brake BO and the clutch CO are simultaneously engaged, the planetary gear of the overdrive section 20 is locked, and no torque is transmitted thereafter. -・Force output shaft 42
is free because of the one-way clutch Fl.

That is, if the transfer T is switched in neutral when the vehicle speed and throttle opening are below a predetermined value, the output shaft 42 of the planetary gear unit 30 does not rotate and is placed in a free state, so that the transfer T is not switched. becomes easier.

FIG. 3 shows the clutch C of the hydraulic control section HC5 in FIG.
A simplified control device is shown to clarify the hydraulic circuits associated with O and brake BO. Further, FIG. 4 shows the electrical signals (indicated by two-dot chain lines) and hydraulic signals (indicated by solid lines) in the control device shown in FIG. 3, with their flows being distinguished.

FIG. 5 shows an example of a program executed within the transfer shift control system EC52.

Transfer shift control system Ecs2 (i,:I7 HaL
, a computer, and a logic circuit, but the entire electrical control device can also be configured with a microcomputer to execute the above-mentioned program.

FIG. 6 shows an embodiment of the transmission shown in FIG. 1 and another embodiment. This embodiment differs from the embodiment shown in FIG. 1 in that it is composed of two sets of planetary gears since there is no overdrive section, but both are the same in that clutch C1 or C2 is released in neutral. Table 4 below shows the relationship between the gears and various brakes and clutches achieved by this transmission.

Table 4 and Figure 7 show a transmission in which the planetary gear unit is a three-speed planetary gear set. The output shaft 501 of the planetary gear unit is connected to the ring gear 521 of the first planetary gear set 510, and the carrier 523 that rotatably supports the binion gear 522 is connected to the □ sun gear 534 of the second planetary gear set 530 via the intermediate shaft 525. connected. 1st set) Sun of 520 □A clutch C1' is provided between the gear 524 and the ring gear 521, and a band brake B1' is further provided between the housing 527.

A band brake B2' is provided between the housing 527 and the carrier 533 that rotatably supports the binion 532 of the second planetary gear set 530.
is connected to the sun gear 544 of the third planetary gear set 540 via the arm 528, and the arm 528 and the housing 5
A band brake B3' is provided between 27 and 27.

The ring gear 541 of the third planetary gear set 540 and the second
Clutches C2' and C3' are provided between the sun gear 534 and the ring gear S44 of the planetary gear set 530, respectively, and the carrier 543 that rotatably supports the pinion gear 542 is connected to the output shaft connected to the transfer part T. 550.

The relationship between the gears, brakes, and clutches achieved in this transmission section is shown in Table 5 below. Brake Bl' here
corresponds to brake BO in FIG. 1'.

Crab 5

[Brief explanation of the drawing]

FIG. 1 is a skeleton diagram showing a transfer transmission according to the present invention, FIG. 2 is a control device for selectively operating the clutch and brake of the transmission shown in FIG.
The figure is a simplified diagram of the hydraulic circuit in Figure 2, Figure 4 is a block tire graph that distinguishes the flow of electrical signals and hydraulic signals of the control device in Figure 3, and Figure 5 is a transfer shift control diagram. A flowchart showing an example of a program executed in the system EC92, FIG. 6 is a skeleton diagram showing another embodiment different from the embodiment of the transmission shown in FIG. 1, and FIG. 7 shows still another embodiment. FIG. 10, , , , , , , Torque converter 11
, , , , , , , , , , Output shaft 20 , , , , , , , , Overdrive section 2 ],
35.3B, Planetary gear set Go, CI,
C2,..., clutch Bl, B2. B3. , Brake 52 , Rear propeller shaft 54
,5B,,,-,,,dog clutch 57,,,,,
',,,',,,,, Propeller shaft Applicant Aisin Seiki Co., Ltd. Agent Patent attorney Asami Kato

Claims (1)

[Claims] a transmission device that transmits power from an engine; an input member connected to the output side of the transmission device; a power train connected to the input member and having at least two different speed ratios;
Another power train that is connected to this power train and includes a dog clutch that cuts off the power or switches t÷, a brake device that fixes the input member, and 4i+ appropriately engages between the input input member and the power train. 1. A control device for a transmission, wherein the transmission includes a clutch device that releases the clutch device, and in a state in which the clutch device is released, the brake device is engaged in response to a switching signal of the other power train.