JPH083736Y2 - Control device for vehicle with automatic transmission - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION (Industrial field of application) The present invention relates to a vehicle with an automatic transmission equipped with a transfer device for selectively switching transmission of power to a predetermined two wheels or all wheels. Regarding improvement of a control device.

(Prior Art) Conventionally, as a control device for a vehicle with an automatic transmission of this type, for example, as disclosed in Japanese Patent Laid-Open No. 60-127232, transfer power is transmitted to two wheels and all wheels. Equipped with a transmission path switching member such as a sleeve for selective switching,
It is known that the switching member is switched between a two-wheel side transmission position and an all-wheel side transmission position by a motor so that the vehicle can be driven by two wheels or all wheels by appropriate selection.

When the transfer device as described above is provided, the sleeve meshes with at least two gears that are driven and driven in terms of power transmission. Therefore,
The spline teeth of the sleeve are tightened by receiving rotational forces in opposite directions from both gears. Therefore,
When the sleeve is positioned at the transmission position on the two-wheel side or the all-wheel side, the movement of the sleeve may stop due to the rotational force from both gears before completely meshing with the desired gear. Thus, in this case, the motor continues to operate in the situation where the movement of the sleeve is blocked, and the motor is overloaded. For this reason, it is preferable to detect when the motor is overloaded and to forcibly stop the operation of the motor, because the motor can be protected and the loss of power for driving the motor can be reduced.

(Problems to be Solved by the Invention) However, in that case, the following problems occur when the overload of the motor is detected by the torsion of the spring mechanism as shown in FIG. In other words, when shifting of the automatic transmission is performed while the movement of the sleeve is stopped and the motor is forcibly stopped due to overload during switching of the power transmission path, the shift shock causes the sleeve to move. The tightening force of the gears that tighten the spline teeth is instantly reduced, and the sleeve becomes movable again. Therefore, the spring mechanism starts to return to its original state, and the torsional torque stored in the spring mechanism instantaneously acts on the sleeve to move the sleeve. At this time, since the motor is not overloaded as the sleeve moves, the motor starts operating again, and the moving speed of the sleeve increases due to the return torque of the spring mechanism and the driving force of the motor. , The desired gear is vigorously engaged, and the switching shock becomes large. The above-mentioned switching shock causes the driver to feel uncomfortable, especially when shifting from when the vehicle is stopped, that is, when the range position of the automatic transmission is, for example, N → D.
It is remarkable when changed to etc.

The present invention has been made in view of the above circumstances, and an object of the present invention is to shift gears in an automatic transmission while an actuator such as a motor for switching the switching member is in an overloaded state and stops operating. In the situation where the sleeve starts moving again due to the gear shift shock, the moving speed of the sleeve is slowed down, so that the sleeve and the gear are relatively smoothly meshed with each other, and the switching shock is improved. To reduce.

(Means for Solving the Problems) In order to achieve the above object, in the present invention, the operation of the switching actuator is started after the return torque of the spring mechanism is released.

That is, a concrete solution means of the present invention is, as shown in FIGS. 1 to 4, an automatic transmission for switching a power transmission path.
2, 3 and a transfer device 4 for selectively transmitting the power transmitted from the automatic transmissions 2, 3 to predetermined two wheels and all wheels. The transfer device 4 is provided by an actuator 70 such as a motor. Transmission path switching member 67 such as a sleeve that is switched between the side transmission position and the all-wheel side transmission position, and the actuator when the transmission path switching member 67 is switched to the two-wheel side transmission position and the all-wheels side transmission position by the actuator 70. It is premised on a control device for a vehicle with an automatic transmission, which is provided with an actuator stop means 110 for detecting that an overload acts on 70 by a spring mechanism 90 and stopping the operation of the actuator 70. Then, the shift stage switching detection means 103 for detecting a transition time of the shift stage of the automatic transmissions 2, 3 and the output of the shift stage switching detection means 103, the shift stage of the automatic transmissions 2, 3 is switched. At the time of transition, the switching limiting means 11 for limiting the switching operation of the transmission path switching member 67 by the actuator 70.
1 is provided.

(Operation) With the above configuration, in the present invention, the transfer device 4
When the transmission path switching member (sleeve or the like) 67 of FIG. 2 moves from the two-wheel side transmission position toward the all-wheel side transmission position, for example, when the tightening force by the gear is large and the movement is stopped, an actuator such as a motor The actuator 70 is actuated by the actuator stop means 11 because an overload acts on the actuator 70.
The stop force is forcibly controlled by 0, and the twisting force of the spring mechanism 90 acts on the sleeve 67 as a reaction.

Now, in that state, during a transition in which the shift stages of the automatic transmissions 2 and 3 are switched, the rotational force from the gear acting on the transmission path switching member 67 such as the sleeve due to the shift shock becomes a small value. Therefore, the transmission path switching member 67 such as the sleeve is free to move again, and is moved toward the all-wheel-side transmission position by the return torque of the spring mechanism 90. At this time, the operation of the actuator 70 such as a motor is restricted and controlled by the switching restriction means 111, and the switching operation of the transmission path switching member 67 such as the sleeve to the all-wheel side transmission position by the actuator 70 is restricted. , Sleeve and other transmission path switching members
The moving speed of 67 is mainly based on the return torque of the spring mechanism 90 and is not high. After the gear shift is completed, the restriction control of the actuator 70 is released and the transmission path switching member 67 such as the sleeve moves to the all-wheel side transmission position by the driving force of the actuator 70. When the return torque of the spring mechanism 90 is almost released, and the moving speed of the transmission path switching member 67 such as the sleeve is not high, the meshing with the gears at all wheel side transmission positions is relatively smooth. Therefore, the switching shock is effectively reduced.

(Effects of the Invention) As described above, according to the control device for a vehicle with an automatic transmission of the present invention, the sleeve of the transfer device and the like of the plurality of gears to be meshed with each other are reciprocal from the gears of the transfer device. Shift occurs in the automatic transmission in a state where the actuator such as a motor that moves the sleeve or the like receives a rotational force in the direction of Even in such a case, since the switching operation of the transmission path switching member such as the sleeve by the actuator is limited during the transition of the shift stage of the automatic transmission, the driving force of the actuator added to the return torque of the spring mechanism is limited. Is reduced to
By making the moving speed of the sleeve and the like relatively slow, it is possible to smoothly engage the sleeve and the like with the gear at the time of 2-4 switching, and it is possible to reduce the switching shock.

(Example) Hereinafter, an example of the present invention will be described with reference to the drawings.

FIG. 1 shows a control device for a four-wheel drive vehicle with an automatic transmission according to the present invention. In the four-wheel drive vehicle of the same figure, a power plant 5 in which an engine 1, a main automatic transmission 2, a sub automatic transmission 3, and a transfer device 4 are connected in a line in the vehicle body direction is provided in the front portion of the vehicle body, and A front wheel differential device 8 and a rear wheel differential device 9 are provided between the front wheels 6 and 6 and between the left and right rear wheels 7 and 7, respectively. A first propeller shaft 10 extending forward from a side portion of the transfer device 4 is connected to the front wheel differential device 8, and a propeller shaft 11 extending rearward from the transfer device 4 is connected to the rear wheel differential device 9. Further, the axles 12, 12 extending from the front wheel differential device 8 to the left and right
Is connected to the left and right front wheels 6,6, and axles 13,13 extending left and right from the rear wheel differential 9 are connected to the left and right rear wheels 7,7, respectively, and the power plant 5 drives the front wheels 6,6 to drive the front wheels. A system 14 and a rear wheel drive system 15 that drives the rear wheels 7, 7 are configured. Further, a remote free wheel 16 for connecting and disconnecting the front wheel differential device 8 and the front wheel 6 is provided between the front wheel differential device 8 and one of the front wheels 6, and in a two-wheel drive state, the two are disconnected to improve fuel efficiency. Has been.

FIG. 2 shows the auxiliary transmission 3 in the four-wheel drive vehicle of this embodiment.
A specific structure of the configuration of the transfer device 4 is shown. Second
In the figure, an auxiliary transmission 3 includes an input shaft 21 concentrically connected to an output shaft 20 of a main transmission 2, and an intermediate shaft arranged concentrically behind the input shaft 21 and extending inside the transfer device 4. twenty two
And a reduction gear mechanism 23 arranged between the input shaft 21 and the intermediate shaft 22, and a gear shift mechanism 24 for switching the power transmission path of the reduction gear mechanism 23.

The reduction gear mechanism 23 includes a sun gear 25, a plurality of pinion gears 26 arranged around the sun gear 25, and the pinion gears 26.
A carrier 27 that rotatably supports the pinion gears 26
And a ring gear 28 arranged on the outside of the planetary gear mechanism. Carrier 27 is an intermediate shaft
22 and the ring gear 28 is the transmission case
It is fixed at 29.

In the speed change mechanism 24, the spline 31 is provided on the outer periphery of the rear end of the input shaft 21, the outer periphery of the extension of the sun gear 25 of the reduction gear mechanism 23, and the inner periphery of the ring member 30 connected to the carrier 27. 32, 33 are formed, and the sleeve 34 is slidably fitted to the spline 31 on the outer periphery of the input shaft 21. At the position shown by the solid line in FIG. 2, the spline provided on the outer periphery of the end portion of the sleeve 34 fits into the spline 33 of the ring member 30, and the sleeve 34 and the ring member 30 are used to interlock with the input shaft 21. A high speed stage in which the rotation of the input shaft 21 is directly transmitted to the intermediate shaft 22 via the carrier 27 by being coupled with the carrier 27 is obtained. On the other hand, when the sleeve 34 is slid to the position shown by the broken line, the sleeve 34
The spline provided on the outer periphery of the end portion of the input shaft 21 is fitted over the spline 31 of the input shaft 21 and the spline 32 of the sun gear 25, and the input shaft 21 and the sun gear 25 are coupled to each other via the sleeve 34. 21 rotations are input to the sun gear 25,
At this time, in the reduction gear mechanism 23, since the ring gear 28 is fixed, the rotation input to the sun gear 25 is reduced and then transmitted from the carrier 27 to the intermediate shaft 22, so that the low-speed Is obtained.

On the other hand, in the transfer device 4, the rear wheel output shaft 51 is arranged concentrically behind the intermediate shaft 22 extending from the auxiliary transmission 3, and the front wheel output shaft 52 is arranged in parallel with the intermediate shaft 22. The second propeller shaft 11 is connected to the output shaft 51, and the first propeller shaft 10 is connected to the front wheel output shaft 52.
22 between the rear wheel output shaft 51 and the rear wheel output shaft 51.
The winding transmission mechanism 54 is arranged between the front wheel output shaft 52 and the front wheel output shaft 52, and the center differential 53 and the winding transmission mechanism on the intermediate shaft 22 are arranged.
A drive mode switching mechanism 55 is disposed between the drive mode switching mechanism 55 and the drive circuit 54.

The center differential 53 is a planetary gear including a sun gear 56, a plurality of pinion gears 57 arranged around the sun gear 56, a carrier 58 that supports these pinion gears 57, and a ring gear 59 arranged outside each pinion gear 57. It is composed of a gear mechanism. The carrier 58 is connected to the intermediate shaft 22, and the ring gear 57 is connected to the rear wheel output shaft 51.

The winding transmission mechanism 54 includes a first sprocket 60 rotatably fitted on the intermediate shaft 22, a second sprocket 61 integrally formed on the front wheel output shaft 52, first and second sprockets 60, It is composed of a chain 62 wound between 61.

Further, the drive mode switching mechanism 55 allows the extension portion of the ring gear 59 of the center differential 53 and the extension portion of the first sprocket 60 to be adjacent to each other on both sides of the clutch hub 63 that rotates integrally with the sun gear 56 of the center differential 53. Splines 64, 65, 66 having the same specifications are provided on the outer periphery of these, and a sleeve 67 as a transmission path switching member is slidably fitted across these splines 64, 65, 66. . Here, a synchronizer 68 is provided between the clutch hub 63 and the extension of the first sprocket 60 to synchronize the rotational speeds of the sleeve 67 with the movement of the sleeve 67.

At the position I (two-wheel drive mode) in which the sleeve 67 is fitted over the spline 64 of the clutch hub 63 and the spline 65 of the ring gear 59 as shown in FIG. As a result, the sun gear 56 and the ring gear 59 of the center differential 53 are coupled, the center differential 53 is locked so as to rotate integrally, and the center differential 53 and the first sprocket 60 are disconnected, so that the intermediate shaft 22 The two-wheel drive mode in which the rotation input to the carrier 58 of the center differential 53 is directly output from the ring gear 59 to the rear wheel output shaft 51 is obtained.

Further, when the position of the sleeve 67 is slid to the position II (all-wheel drive mode (differential lock)) in the figure, the sleeve 67 fits into the spline 64 of the clutch hub 63 and the spline 65 of the ring gear 59, and The spline 66 of the first sprocket 60 is also fitted, and the center differential 53 and the first sprocket 60 are coupled with the center differential 53 locked. As a result, the rotation input from the intermediate shaft 22 to the center differential 53 is output to the rear wheel output shaft 51,
Second sprocket 60, chain 62 and second sprocket
Through the winding transmission mechanism 54 composed of 61, the output shaft 52 for the front wheels
Is also output to obtain the four-wheel drive mode in which the center differential 53 is locked.

Further, when the position of the sleeve 67 is slid to a position III (all-wheel drive mode (differential free)) in the same figure, the sleeve 67 moves the spline 64 of the clutch hub 63 and the first part.
The spline 66 of the sprocket 60 is fitted over only the spline 66, and the sun gear 56 of the center differential 53 and the first sprocket 60 are coupled, while the sun gear 56 of the center differential 53 is coupled.
And the ring gear 59 are separated. As a result, the rotation input from the intermediate shaft 22 to the carrier 58 of the center differential 53 is output from the ring gear 59 to the rear wheel output shaft 51 and the sun gear.
It is output from 56 to the first sprocket 60 or the output shaft 52 for the front wheels, and a differential operation between the ring gear 59 and the sun gear 56 is possible, so that a center differential free rotation speed difference between the front and rear wheels is allowed. A four-wheel drive mode is obtained.

A motor 70 as an actuator is provided in the transfer device 4 for switching between these three types of drive modes. The motor 70 rotationally drives the change drum 72 via the gear unit 71 to press and move the cam follower 74 in the axial direction, and the cam follower 74 is moved.
The shift rod 75 connected to the shift rod 75 and the shift fork 76 provided on the sleeve 67 side of the shift rod 75 are moved in the axial direction, whereby the sleeve 67 engaging with the outer end portion of the shift fork 76 is moved in the axial direction. Press and move.

In order to convert the rotational movement of the change drum 72 into the axial movement of the cam follower 74, the change drum 72 is formed with a groove 73 having a generally spiral shape inclined with respect to the axis thereof. It engages with a distal end partial groove 73 of a cam follower 74 which is movable in the axial direction together with the rod 75. Since the groove 73 has a spiral shape as a whole in this manner, when the change drum 72 rotates, the portion of the groove 73 that engages with the cam follower 74 moves in the axial direction to move the cam follower 74 in the axial direction. Press to move.

FIG. 3 is a schematic perspective view of a drive mode switching mechanism that controls the operation of the sleeve 67 of the transfer device 4 by the motor 70. As shown in the figure, a plate 81 having an electrode plate 80 is provided on the side opposite to the change drum of the gear device 71 for rotating the change drum 72 of the drive mode switching mechanism.
Are connected. The electrode plate 80 has three contacts 80A, 80B,
And 80C. When the brush 82 makes electrical contact with the electrode plate 80 and the electrode plate 80 rotates together with the change drum 72, the contact point of the brush 82 changes, and the control unit 83 electrically connected to the brush 82 thereby receives the electrode plate 80. Also, the rotation of the plate 81 is detected. For example,
In FIG. 3, the brush 82 is in electrical contact only with the electrode plate 80C, which means that the sleeve is between the positions I and II described above. From this state, the change drum further rotates clockwise and the brush 82 makes electrical contact with the electrode plate 80B. In this condition, the sleeve is approximately in position II above.
(All-wheel drive mode (differential lock)).

Thus, the rotating shaft 89 between the gear device 71 connected to the motor 70 and the change drum 72 for operating the sleeve 67 of the transfer device 4 has a spring mechanism 90 composed of a torsion spring and a rotating mechanism. A shaft 89 and a rotating disk 91 that rotates integrally with the shaft 89 are provided. A limit switch 92 is arranged in the vicinity of the rotating disk 91, and the limit switch 92 has a spring mechanism 90.
Is connected to the rotary shaft 89 on the gear device 71 side. The limit switch 92, when the rotation disk 91 rotates rightward or leftward along with the rotation shaft 89 when the motor 70 is driven in the normal direction or the reverse direction,
When the torsion torque of the spring mechanism 90 reaches a set value corresponding to when the motor 70 is overloaded, it is located at a predetermined one of the two slits 91a and 91b formed in the rotating disk 91 and is turned on.
It works.

In FIG. 1, 100 is a vehicle speed sensor for detecting the vehicle speed, 101 is an opening sensor for detecting the opening of the throttle valve of the engine 1, 102 is provided in the passenger compartment, and two wheels are provided in response to a driver's request. 4WD switch as a 2-4 changeover switch which is turned ON / OFF on the drive side and all-wheel drive side, 103 is a range position (N (neutral)) of the automatic transmissions 2 and 3, D
(Automatic shift up to 4 forward speeds), 3 (Automatic shift up to 3 forward speeds), 2 (Automatic shift up to 2 forward speeds), R (Reverse),
This is an inhibitor switch that detects when P (parking) changes. By the inhibitor switch 103, the automatic transmission from N → D switching, that is, from the stop of the vehicle to the first forward speed
A shift stage switching detecting means for detecting a transitional transition of the shift stage of the second and third shift stages is configured. The output signals of the sensors and switches are input to the control unit 83. The control unit 83 also has a function of controlling the shift solenoids 104 to 106 and the lockup solenoid 107 of the main transmission 2.

Next, the operation control of the sleeve 67 of the transfer device 4 by the control unit 83 will be described based on the control flow of FIG.

After starting and inputting various data in step S ₁ , the ON / OFF state of the 4WD switch 102 is determined in step S ₂ , and in the ON state (when all-wheel drive is requested), step S ₃
Motor so that the sleeve 67 is positioned on the all-wheel drive position side with
OFF when grasping the rotation control direction of 70 as the forward rotation direction (4WD direction)
In the case of the state, in step S ₄ , the motor rotation control direction is grasped as the reverse rotation direction so that the sleeve 67 is positioned on the two-wheel drive position side.

Then, in step S ₅ , the overload flag F of the motor 70 is set.
To determine the value of (the overload F = 1), normally determine the state of the limit switch 92 at step S ₆ since it is F = 0, since it is usually in the OFF state, the motor 70 at step S ₇ and subsequent Is controlled in the motor rotation control direction grasped above. That is, the motor rotation control direction in step S ₇ is in the case of 4WD direction, controls the rotation of the motor 70 in the 4WD direction in step S ₉ unless it is already currently 4WD position in step S _8.
On the other hand, when the motor rotation control direction is 2WD in step S ₇ controls rotation of the motor 70 in the 2WD direction in step S ₁₁ unless it is already currently 2WD position step S _10, the process returns.

On the other hand, when the limit switch 92 is overloaded the motor 70 turns ON acts at the step S _6, the spline of the spline 64, the spline 65 of the ring gear 59, or the first sprocket 60 of the gear (clutch hub 63 to the sleeve 67 engages the 66) and it is determined that the state where its movement is stopped by each other receive conflicting rotational force from respective gear before reliably meshing, after the overload flag F of the motor is set to F = 1 in step S _12, forcibly stops driving control of the motor 70 in step S _13, the process returns.

Thus, when the motor overload flag F is F = 1 in step S ₅ , the operation of the motor 70 is forcibly stopped and the torsion torque of the spring mechanism 90 acts on the sleeve 67 as a reaction, as described above. If a shift occurs in the automatic transmissions 2 and 3 in this state, the rotational force acting on the sleeve 67 is instantly reduced to a small value due to the shift shock, and 67 can move freely, spring mechanism
Both start moving again in 90 return torque, the motor 70 overload ceases to act, the the motor 70 is to operate, first, whether the inhibitor switch 103 of the free transmission or during changes in the step S ₁₄ or (especially at range changes to N → D (when shifting from the first forward speed of the vehicle stopped state)) as well as determine, whether the change after a predetermined time (e.g., 0.5 sec) within or in the step S ₁₅ If the motor 70 is driven at this time when the gear is being changed within a predetermined time, the spring mechanism described above is determined.
Since the moving speed of the sleeve 67 is increased by the return torque of 90 and the driving force of the motor 70, the process immediately proceeds to step S ₁₃ to forcibly prohibit the drive control of the motor 70 and the moving speed of the sleeve 67 is increased. Prevent. On the other hand, when the predetermined time has elapsed (after shifting is completed) or when the inhibitor switch 103 is not changing (during non-shifting), the moving speed of the sleeve 67 does not increase even if the drive control of the motor 70 is performed. after returning the overload flag F of the motor to F = 0 in S _16, to perform the normal control, the flow returns to step S _6.

Therefore, in the control flow of FIG.
When S ₆ , S ₁₂ , and S ₁₃ switch the sleeve (reaching path switching member) 67 to the two-wheel side transmission position and all-wheel side transmission position by the motor 70, the torsion torque of the spring mechanism 90 reaches the set value and the limit is reached. The motor stop means 110 is configured to stop the operation of the motor 70 by detecting that the switch 92 is turned on and the motor 70 is overloaded, and the spring mechanism 90 detects the overload. Further, in step S _14, S ₁₅ of the control flow, receives the output of the inhibitor switch 103, the automatic transmission
During transition of shift of 2nd and 3rd gear (forward 1st with vehicle stopped)
The switching limiting means 111 is configured to forcibly prohibit the driving of the motor 70 and limit the switching operation of the sleeve 67 during the shifting to the high speed).

Therefore, in the above-described embodiment, while the sleeve 67 of the transfer device 4 is positioned at, for example, the two-wheel side transmission position (position I in FIG. 3), the clutch hub 63 and the ring gear 59, which should engage with each other, rotate in opposite directions. When the movement is stopped by receiving a force, an overload acts on the motor 70 accordingly, and the operation of the motor 70 is stopped by the motor stopping means 11.
A stop control is forcibly set to 0. In this state, if the range position of the automatic transmission 2 is changed, for example, from N to D, during this transition (transition to switching to the first forward speed), both gears 63, 59 are accompanied by the shift shock. The rotational force exerted by the sleeve 67 becomes small and the sleeve 67 becomes freely movable.
Starts moving again with the return torque of the spring mechanism 90,
The motor 70 can be operated without being overloaded, but during the transition of the gear shift, the operation prohibiting means 111 prohibits the operation control of the motor 70 and the sleeve 67
Since the switching operation of (1) is forcibly prohibited, the moving speed of the sleeve 67 stops at a speed based only on the return torque of the spring mechanism 90, as shown in FIG. Then, after the release of the return torque of the spring mechanism 90 is almost finished, the shift of the automatic transmission 2 is finished, and the rotation driving of the motor 70 is started from this point, and the sleeve 67 is driven only by the rotation driving of the motor 70. It will move at a predetermined speed according to. As a result, the sleeve
67 is a clutch at the two-wheel side switching position (position I) without a high moving speed corresponding to the total torque of the return torque of the spring mechanism 90 and the driving torque of the motor 70 as shown in FIG. The spline 64 of the hub 63 and the spline 65 of the ring gear 59 are meshed with each other to engage the power transmission path 2-
4 Switching shock is effectively reduced.

In the above embodiment, the inhibitor switch 103 detects when the range position is changed from N to D (when shifting to the first forward speed when the vehicle is stopped), and the operation of the actuator such as the motor is prohibited only during this shifting. However, it is needless to say that the same can be applied to various speed changes during traveling. Further, although the switching operation of the transmission path switching member such as the sleeve by the motor is prohibited during the transition of the shift of the shift speed, the switching operation of the transmission path switching member by the actuator of the motor or the like is restricted without being prohibited. You may do it.

[Brief description of drawings]

1 to 5 show an embodiment of the present invention, FIG. 1 is an overall schematic configuration diagram of a four-wheel drive vehicle, FIG. 2 is a diagram showing a specific configuration of an auxiliary transmission and a transfer device, and FIG. FIG. 4 is a schematic exploded perspective view of the drive mode switching mechanism, FIG. 4 is a flow chart showing the switching control of the sleeve by the control unit, and FIG. Further, FIG. 6 is an explanatory diagram of a sleeve moving speed showing a conventional example. 1 ... Engine, 2 ... Main transmission, 3 ... Sub transmission, 4 ... Transfer device, 55 ... Drive mode switching mechanism, 67 ... Sleeve (transmission path switching member), 70 ... Motor (actuator), 90 ... Spring mechanism, 103 ... 4WD switch (gear stage switching detecting means), 110 ... Motor stopping means, 111 ... Switching limiting means.

Claims (1)

[Scope of utility model registration request] 1. An automatic transmission for switching a power transmission path, and a transfer device for selectively transmitting the power transmitted from the automatic transmission to predetermined two wheels and all wheels, the transfer device comprising an actuator. A transmission path switching member for switching between a two-wheel side transmission position and an all-wheels side transmission position;
An actuator stop means for stopping the operation of the actuator by detecting that an overload has been applied to the actuator when the transmission path switching member is switched between the two-wheel side transmission position and the all-wheel side transmission position by the actuator. And a transmission path by the actuator, which is provided with a speed change detection means for detecting a transition time of the speed change of the automatic transmission, and an output of the speed change detection means for receiving a change of the speed change of the automatic transmission. A control device for a vehicle with an automatic transmission, comprising: a switching limiting means for limiting a switching operation of a switching member.