JPS601027A - Transmission with transfer - Google Patents

Abstract

PURPOSE:To improve speed changing property in a transmission with a transfer for a four-wheel drive car by forming it with a planetary gear unit consisting of a torque converter, over drive and planet gear speed change mechanism and a transfer portion. CONSTITUTION:A planetary gear unit A is formed of an over-drive mechanism 20 formed of a torque converter 10, a set of planet gears 21, a multi-branch clutch CO and an one-way clutch FO and a planet gear speed change mechanism 30 with 3 advance and 2 retreat stages consisting of multi-branch clutches C1, C2, multi-branch brakes B1, B2 and two raws of planet gears 35, 36 and connected to a transfer section T through an output shaft 42. Further the torque converter 10, over-drive mechanism 20 and planet gear speed changing mechanism 30 are connected to each other through shafts 22, 26, 31. Thus, making the clutches and brake units engage or release from each other properly, the gear mechanism can be locked not to transmit torque to the output shaft but free the output shaft by engaging and disengaging properly the clutch and brake unit so that the speed changing property can be improved.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a transmission, and more particularly to an automatic transmission with a transfer device suitable for a four-wheel drive vehicle.

In conventional four-wheel drive vehicles, a transfer for switching between two-wheel drive and four-wheel drive and switching between high, low, and neutral is connected to the output shaft of a transmission mechanism.

However, a transfer transmission device, in particular, a transmission device that transmits power from an engine, a transmission mechanism connected to this, and a power transmission path switching mechanism that switches the power transmission path by engaging and disengaging between members. However, there is a problem in that the power transmission path of the transfer mechanism cannot be smoothly switched due to the dragging of the transmission device and the accompanying rotation of the speed change mechanism, and the speed change operation becomes complicated. was.

Therefore, an object of the present invention is to eliminate the above-mentioned drawbacks and improve the shift operability of four-wheel drive vehicles. A human power member connected to the output side of the transmission device, a gear mechanism connected to the human power member, and a fixed member, which includes at least three degree-of-freedom nodes serving as a human power element, an output element, and a reaction force element. A case, an output member connected to the gear mechanism, a brake device capable of fixing the input member to the case, and a degree-of-freedom node of the gear mechanism are appropriately engaged with the human power shaft member or attached to the case. one clutch device that engages and disengages at least one degree-of-freedom node with respect to the input member in order to complete a predetermined power train between the input i1:b and the output shaft by fixing the same; a transmission mechanism equipped with a friction engagement device including another clutch device that engages and disengages the degree of freedom joint with respect to the input member, and another brake device that can fix the degree of freedom joint on the side to the case; and a transfer mechanism including a power transmission path switching mechanism that switches the power transmission path between the transfer input shaft and the transfer output shaft connected to the output shaft of the transmission mechanism by engaging and disengaging gearing members. There is a particular thing.

The gear mechanism can be composed of, for example, a planetary gear mechanism. When switching the power transmission path of the transfer mechanism, the clutch device and brake device of the transmission mechanism are engaged as appropriate.
By releasing the gear mechanism, it is possible to lock the gear mechanism so that no torque is transmitted to the output shaft, and to set the output shaft in a free state. Therefore, the power transmission path of the transfer mechanism can be smoothly switched and the speed change operation becomes easy.

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 U 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 enogene output shaft 11, a turbine impeller 13 opposed to the pump impeller 12 and connected to an overdrive mechanism 20, and a one-way clutch 14. The stator 17 is connected to a housing 16, and a lock amplifier clutch 18 is provided between the input and output shafts to enable direct connection.

The overdrive mechanism 20 includes a set of planetary gears 21, which includes a planetary pinion 24 rotatably supported on a carrier 23 connected to the torque converter 10 via a shaft 22, and a pinion 24. It consists of a sun gear 25 and a ring gear 26 that mesh with each other.

A multi-branch clutch C is installed between the sun gear 25 and the carrier 23.
O and one-way latch FO are provided, and sun gear 25
A multi-brake brake BO is provided between the housing or overdrive case 27 surrounding the overdrive mechanism 20.

The ring gear 26 of the overdrive mechanism 20 is forward 3#
It is connected to an input shaft 31 of a planetary gear transmission mechanism 30 with one reverse gear. 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 shaft 33. A multi-branch brake B1, a multi-branch brake B2, and a one-way clutch Fl are provided between the sun gear shaft 33 and the transmission case 34. This planetary gear mechanism 30 includes two rows of planetary gears 35, 36, and a second planetary gear 35.
A multibranch brake B3 and a one-way clutch F2 are provided between the carrier 37 that rotatably supports the pinion 36 and the transmission case 34. The sun gear 38 of the second planetary gear 35 and the sun gear 39 of the third planetary gear 36 are integrally connected via the shaft 33, and the ring gear 40 of the second planetary gear 35 and the carrier 41 of the third planetary gear 36 are connected together. The ring gear j3 of the third planetary gear 36 is connected to the output shaft 41, and the ring gear j3 of the third planetary gear 36 is connected to the intermediate shaft 32.

The transfer γ section 2 includes an input gear 50 to which the output shaft 42 of the planetary gear mechanism 30 is connected, a pair of intermediate gears 51 that mesh with the input key 750, 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, which are integral and have the same number of teeth,
They mesh with each other as shown. On the rear propeller shaft 52, the propeller shaft 52 is connected to the output gear pair 5.
A dog clutch is provided which connects with either of the three large and small gears 53a, 53b. 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. Rear propeller shaft 5
The front propeller shaft 53 centered at 2 is not normally connected to the rear propeller shaft 52, but when connected to the rear propeller shaft 52 by an on-shaft dock clutch 58, four-wheel drive is realized.

The L planetary gear unit A engages or releases each clutch and brake according to the engine output and the vehicle speed of the east car by a control device C8, which will be explained in detail below, and includes an overdrive (010). The transmission has four forward gears or one reverse gear by manual switching, and switching of the transfer section 2 is performed 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, and × indicates that they are in a released state.

Table 1 The above clutches and brakes C01C1, C2, BOIB
l.

FIG. 2 shows an embodiment of a control device C8 that selectively acts on B2 and B3 to perform an automatic or manual speed change operation.

The control device C8 shown in FIG. 2 includes a hydraulic control device HC5 that hydraulically controls the servo mechanisms of various clutches and brakes of the planetary gear unit A, and this hydraulic control device HC9.
Various solenoid valves 320, 330, 340, 400.
The electric control device EC9 further includes a vehicle speed sensor St, a throttle sensor S2, and an electric control device EC5.
．． Shift]・Shift control system EC9I responsive to position S3 and shift position S3. Transfer shift control system EC3 responsive to transfer changeover switch S4
It consists of 2.

Hydraulic control unit HC8 has oil reservoir 100, oil pump +01,
Pressure adjustment valve 102, second pressure adjustment valve 103, cut I/back valve 104, cooler bypass valve 105, direct clutch control 4120. Throttle valve 200, manual valve 2
10, 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 course tomosulator valve 250 that adjusts the hydraulic pressure supplied to the brake B3, and smooth engagement of the clutch Gl. Closing accumulator 260, clutch C2
an accumulator 270 that smoothly engages the brake B2, and an accumulator 28 that smoothly engages the brake B2.
0, clutch C01CI, 02, and brake B1,
Check valves 301, 302, 303, 304, 305, 3 that control the outflow of pressure oil supplied to B2, B3,
oe, 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↓footbutton t; a second solenoid jT330 that controls both the 1-2 shift valve and the 3-4 shift valve; and The direct coupling clutch control valve 120
It consists of a third solenoid valve 340 that controls the valve 410, a fourth solenoid valve 400 that controls the valve 410, and an oil passage that connects each valve and the hydraulic cylinders of the clutch and brake. Hydraulic oil pumped up from an oil reservoir 100 by an oil pump 101 is adjusted to a predetermined oil pressure (line pressure) by a pressure regulating valve 102 and then supplied to an oil path. The pressure oil supplied to the second pressure regulating valve 103 via the oil passage IA connected to the oil passage 1 is regulated to predetermined torque converter pressure, lubricating oil pressure, and cooler pressure according to the throttle pressure output from the throttle valve 200. Ru. The manual valve 210, which is connected to the oil passage, is connected to a shift lever installed in the driver's seat, and is set to P (park) according to the range of the shift lever by manual operation.
, R (reverse), neutral to N), D (drive)
, 3 (third), and L (low) positions. Table 2
2 shows the interlocking state of oil passage 1 and oil passages 2 to 5 in the shift range of each shift lever. ○ indicates a state 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 box 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 2D 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-
The second solenoid valve 330 that controls the 2-shift valve 2.20 and the 3-4 shift valve 240 is closed to the valve port 33 when not energized.
1 is closed to generate a /\-level pressure in the oil passage 2F that communicates with the oil passage 2 via the orifice 332, and when electricity is applied, the valve port 331 is opened and the oil passage 2F is connected from the oil drain port 333 to the oil passage 2F.
Pressure oil is discharged to generate low level solenoid pressure.

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

Table 3: A third solenoid 340 that controls the lock-up control valve 120 is an illustration of the lock-up valve 120 that communicates with the oil passage IH passing through the oil passage I and the orifice 342. It is provided in the end oil chamber 121. This solenoid valve 34
0 generates high-level solenoid pressure in the oil chamber 121 when not energized to press the spool 122 to the right in the drawing together with the pre-installed spring 123, and positions the spool 122 to the right in the drawing when energized. The oil chamber 12+ is brought to low pressure and reversed to low level solenoid pressure.

The 1-2 jet valve 220 includes a spool 222 with a spring 221 installed in front of it on the right side in the figure, and when the solenoid valve 330 is de-energized and high-level solenoid oil pressure is generated in the oil passage 2F, the oil chamber at the left end in the figure The high level solenoid pressure is applied to 224, and the application of the oil pressure causes the spool 222 to be set to the right and to the first speed position, and the solenoid valve 3
30 is energized and pressure is discharged from the oil passage 2F to reach a low level solenoid pressure, the spool 222 is set to the left and the second speed position is obtained. At 3rd and 4th speeds, 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 223 is limited to the left side in the figure regardless of the solenoid pressure. be done.

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, and when the solenoid valve 320 is energized and the oil passage 2G is at a low level of pressure. Due to the action of the spring 23+, it is set to the left in the figure and becomes the 1st and 2nd speed positions, 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 this solenoid pressure, the spool 232 is set to the right in the figure, and becomes the 3rd and 4th 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 lengthened to the left in the figure, which is the first speed and second speed sides.

The 3-4 shift I/valve 240 has a spool 242 with a spring 24+ installed in front of it on one side, and in the 1.2nd speed when the solenoid valve 330 is de-energized, the left end oil chamber 2 passes through the oil passage 2F.
High level solenoid pressure enters 43 and spool 242
is fixed to the right side in the figure, which is the fourth gear (overdrive), and when the solenoid valve 330 is energized and the oil passage 2F is exhausted and the oil pressure is at a low level, the spring 241
As a result, the spool 242 is set to the right in the figure, and in the fourth speed, the solenoid valve 330 is de-energized and the spool 242 is set to the left in the figure. Manual valve 21O1 oil path 2.
2-3 shift valve 230. Right end oil chamber 24 via oil passage 2B
4, the spool 242 is locked to the left in the figure (toward the third speed) by the line pressure and the action of the spring 241.

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 a spring 203 between the oil passage 1 and the oil passage 1, and the line pressure supplied from the oil passage 1 is regulated to a throttle pressure according to the throttle opening degree, and output to the oil passage 9.

When the manual valve 210 is shifted to the N range, the oil passage 1 does not communicate with any of oil passages 2 to 5 as shown in Table 2, and the first and second solenoids 32 do not communicate with each other as shown in Table 3.
0 and 330 are both de-energized. For this reason 1
The spools of the -2 shift valves 220, 2-3 shift valves 230, and 3-4 shift valves 240 are all positioned to the left in the figure by the action of springs. Only the crank and chi CO, which are directly connected to the oil passage 1 through the 3-4 shift valve 240 and the oil passage IJ without the manual valve 210, are 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 as a result, lie/pressure is supplied via the check valve 302 and the oil passage 2E, and the clutch C1 is engaged. be done. When running in the 1st speed, as shown in Table 3, the solenoid valve 320 is energized, the solenoid valve 330 is de-energized, and the spool 222 of the 1-2 shift valve 220 is located on the right side of the figure, and the oil path connects to the brakes B1 and B2. 3E
, 2A are exhausted, and oil pressure is not supplied to the oil passage 4C that communicates with the brake B3, so the brake B1. B2,
B3 is open. When the vehicle speed reaches a preset value, the solenoid valve 33 is activated by the output of the electric control device ECS.
0 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 soft valve 220 moves to the left in the figure, and the oil passage 2.1-2 shift valve 220 and oil passage 2A, check valve 306, and oil passage 2H, the brake B2 is engaged and a shift to second speed occurs. To upshift to 3rd gear, when the vehicle speed, throttle opening, etc. reach predetermined values, the solenoid valve 320 is de-energized by computer output, and the 2-3 shift valve 2
The spool 232 of No. 30 moves to the right in the figure, and the oil passage 2.2
-3 Hydraulic pressure is supplied through shift valve 230, oil passage 2C, check valve 303, oil passage 2C1 oil passage 2D, and clutch C2
is engaged, and at the same time the spool 22 of the 1-2 shift valve 220
2 is fixed to the left side (second speed side) in the drawing by line pressure supplied from the oil passage 2C to the left end oil chamber 223. Fourth
For upshifting to high speed, the solenoid valve 330 is de-energized by the computer output as described above, and the oil is supplied from the oil passage 2F to the left end oil chamber 244, and the solenoid pressure is reversed to a high level.
The spool 242 of the 3-4 shift valve 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.

As shown in Table 2, line pressure is supplied to oil passage 3 in addition to oil passage 2. 1.2.3, the speed is shifted l-,')Y in the same manner as in the D range above, but line pressure is applied to the right end oil chamber 243 of the 3-4 shift valve via oil path 3 and oil path 2B. is inserted and the spool 242 is fixed to the left in the figure, so no shift to fourth speed occurs. Further, when the manual valve 210 is in the D position and the vehicle is manually shifted to D-3 while the vehicle is running in the fourth speed, a downshift to the third speed is immediately performed by introducing line pressure to the right end oil passage 243 as described above.

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. 1st speed is the same as when the manual valve is in D range, and in 2nd speed, oil pressure enters oil path 4 and oil path 4.2-3.
Shift valve 230, oil path 4A, low coast modulator valve 250, oil path 4B, 1-2 shift valve 220, oil path 4C
After that, you can engage brake B3 and engage the engine range 1/- key. Further, when the vehicle is manually shifted to the 2nd range while driving in the 3rd speed state, the output at the time when the vehicle has decelerated to the scheduled speed energizes the solenoid pressure valve 320, causing a 3-2 downshift.

The manual valve 210 is shifted to the D, 3, and L ranges, line pressure is generated in the oil passage 2, and the 1-2 shift valve 22
0 is set to the second speed side (left side in the drawing), line pressure is generated in the oil passage 2A and is supplied to the right end oil chamber 124 of the lock amplifier control valve 120. This line pressure causes the third
When the solenoid valve 340 is energized and the oil pressure in the right end oil chamber 123 is at a low level, the spool 122 of the lock-up control valve 120 is moved to the left in the figure and the oil passage IA is moved.
and oil passage B, the lock-up clutch 60 provided in the torque converter 10 is engaged, and the torque converter IO 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 12
3 and the spool 122 due to the action of high level solenoid pressure.
is located on the right side of the figure. While the spool 122 is located on the right side in the figure, the oil passage IA is in communication with the oil passage IC,
Torque Romperta direct coupling clutch 18 is released.

Electricity is supplied to the solenoid valve 340 by an electric control device E, which will be described later.
CC5 is used when the vehicle speed and throttle opening are above the settings.

A shift control system EC5I of the electric control device EC3 includes a vehicle speed sensor Sl, a throttle sensor S2 . In response to the output of the shift position sensor S3, the solenoid valves 320, 330, and 340 are selectively opened and closed as described above via the solenoid drive circuits 5LD1 to 5LD3 connected to the output ends. This shift control system EC9t is constructed from a circuit disclosed, for example, in Japanese Patent Application Laid-Open No. 58-35858, and compares the measured throttle opening and vehicle speed with a predetermined program pattern, and controls the solenoid valve 320 according to the shift position. , 330, 340.

The transfer shift control system EC52 includes a vehicle speed sensor Sl.
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 cOM1°C0M
NOR gate circuit N (] R-
C, a first AND to which the output of the shift position sensor S3 and the output of the transfer changeover switch S4 are input.
Game 1 AND-CI and Game 1-AND-CI
and A to which the output of the NOR key 1-N0R-G is input.
ND gate AN[1-C2, AND gate AN[1-A]
The output of ND-62 is input to the solenoid drive circuit 5LD4 of the solenoid block f400. The first comparator CO old outputs an L level signal when the vehicle speed is below the set value, and the second comparator GOM2 outputs an L level signal when the throttle opening is below the set value. Therefore, the NOR gate N0R-G outputs the H level only when the outputs of both the first and second comparators are at the L level, that is, when the vehicle speed is lower than the set value and the throttle opening is also lower than the set value. Otherwise, a level signal is output.

The shift position sensor S3 outputs an H level signal when the shift lever (not shown) is in the N range, and outputs an H level signal when the shift lever (not shown) is in the N range.
The transfer changeover switch S4 closes at 1 o'clock when the transfer, that is, the dog clutches 54 and 58 are switched, and inputs an H level signal to the AND gate 1-AND-C1. Therefore, if the shift lever is in the N range, the vehicle speed is zero, and the throttle opening is low when switching the clutches 54 and 56 of the transfer T, the AND circuit AND
-02 indicates that H level is reliable in solenoid drive circuit 5LD4
Solenoid valve 400 is output to open solenoid valve 400. As a result, spool 412 of valve 410 moves to the left, so line pressure passes through valve 410 and valve 240 (spool 242 is on the left when in N range) and line LL. The flow brake BO is engaged with the brake BO.

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

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

In other words, when the transfer T is switched when the vehicle speed and throttle opening are below a predetermined value or in ten neutral, the output shaft 42 of the planetary gear unit 30 does not rotate and is placed in a free state, so switching the transfer T is easy. become.

FIG. 3 shows an embodiment different from the embodiment shown in FIG. 1. This embodiment differs from the embodiment shown in FIG. 1 in that it is composed of two sets of planetary gears because 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 4 show a transmission in which the planetary gear unit is a three-speed planetary gear set. The input shaft 501 of the planetary gear unit is connected to the ring gear 521 of the first NL star gear set 1-510, and the carrier 523 that rotatably supports the pinion gear 522 is connected to the second planetary gear set 530 via the intermediate shaft 525. It is connected to sun gear 534. A clutch CI is provided between the sun gear 524 and the ring gear 521 of the first set 520, and a band brake Bl is provided between the first set 520 and the housing 527.

A band brake B'2 is provided between the housing 527 and the carrier 533 that rotatably supports the pinion 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 6 is provided between 27 and 27.

The ring gear 541 of the 3rd M star gear set 540 and the 2nd
Clutches ('2 and d3) are connected between the sun gear 534 and ring gear S44 of the planetary southeast set 530, respectively.
A carrier 543 rotatably supporting the picion gear 542 is connected to an output shaft 550 connected to the transfer portion T.

The relationship between the gears, brakes, and clutches achieved in this transmission section is shown in Table 5 below. Here, brake V1 corresponds to brake BO in FIG.

Table 5: Brief description of the drawings Figure 1 is a skeleton diagram showing the transmission with transfer according to the present invention, and Figure 2 is a schematic diagram showing the structure of the transmission equipped with a transmission device according to the first factor. a third control device for causing
The figure is a skeletal diagram showing another embodiment different from the embodiment shown in FIG.
FIG. 4 is a skeleton diagram showing another embodiment different from the embodiment shown in FIG.

to, , , , , , , Torque converter 11
, , , , , , , , , , Output shaft 110 , , , , , , , , Overdrive section 21
, 35.3B, , Planetary gear set GO, CI, C
2, Clutch Bl, B2. B3. , , Brake 52 , , ,
,,,Rear propeller shaft 54.5B, ,,,,,,
, Dog clutch 57, , , , , , , , , , , Front propeller shaft Applicant Aisin Seiki Co., Ltd. Agent J "Physician 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, and at least three degree-of-freedom nodes serving as a human power element, an output element, and a reaction force element, and connected to the input member. A gear mechanism that has been installed, a case that is a fixed member, an output member connected to the gear mechanism, a brake device that can fix the input member to the case, and a degree-of-freedom node of the gear mechanism are inputted as appropriate. one for engaging and disengaging at least one degree-of-freedom node from the input member to complete a predetermined power train between the input shaft and the output shaft by engaging with the shaft member or fixing to the case; a frictional engagement comprising: a clutch device that engages and disengages a joint with another degree of freedom from the human-powered member; and another brake device that can fix the joint with another degree of freedom to the case. A power transmission path switching mechanism that switches a power transmission path between a transmission mechanism equipped with a transmission mechanism and a transfer input shaft and a transfer output shaft connected to an output shaft of the transmission mechanism by engaging and disengaging toothed members. A transmission with a transfer comprising a transfer mechanism including a transfer mechanism.