Abstract:
It is an object of the present invention to provide a rotation matching mechanism for an automatic clutch type transmission which makes it possible to obtain superior friction characteristics in a rotation matching braking device that synchronizes the gears of the transmission during up-shifting. The present invention provides an automatic clutch type transmission comprising a speed-change clutch ( 3 ) which engages or disengages the driving force of the engine (E), a transmission (T/M) which is connected to the speed-change clutch ( 3 ) so as to transmit the abovementioned driving force, a shift lever ( 21 ) which is used to shift the gears of the transmission (T/M), and a control device ( 22 ) which automatically engages and disengages the abovementioned speed-change clutch ( 3 ) as a result of the operation of the shift lever ( 21 ), wherein a rotation matching braking device ( 70 ) is disposed on the input shaft ( 8 ) of the transmission (T/M) so that this braking device ( 70 ) reduces the speed of rotation of the input shaft ( 8 ) of the transmission (T/M) during up-shifting and thus synchronizes the gear (M) to which the shift is being made.

Description:
CROSS REFERENCES TO RELATED APPLICATION  
         [0001]    This application is entitled to the benefit of and incorporates by reference essential subject matter disclosed in Japanese Patent Application No. 2001-206658 filed Jul. 6, 2001.  
         BACKGROUND OF THE INVENTION  
         [0002]    1. Field of the Invention  
           [0003]    The present invention relates to an automatic clutch type transmission which comprises a speed-change clutch that engages or disengages the driving force of the engine, a transmission which is connected to the speed-change clutch so as to transmit [the abovementioned driving force], a shift lever which is used to change the gears of the transmission, and a control device which automatically engages and disengages the speed-change clutch as a result of the operation of the shift lever; more particularly, the present invention relates to a rotation matching mechanism for an automatic clutch type transmission which is used to synchronize the gears of the transmission in the case of up-shifting.  
           [0004]    2. Description of the Related Art  
           [0005]    Automatic clutch type transmissions include transmissions that are equipped with a speed-change clutch consisting of a wet type multi-plate clutch which is connected to the output shaft of the engine mounted in the vehicle via a fluid coupling (including torque converters), and which engages and disengages the driving force of the engine, a transmission which is connected to the speed-change clutch so as to transmit the abovementioned driving force, a shift lever which is used to change the gears of the transmission, and a control device which automatically engages and disengages the speed-change clutch as a result of the operation of the shift lever.  
           [0006]    In such an automatic clutch type transmission, there is no clutch pedal as in a vehicle with a manual transmission; however, the control device automatically controls the engagement and disengagement of the speed-change clutch to change the gears in accordance with the operation of the shift lever.  
           [0007]    The driving force of the engine during operation is transmitted to the input shaft of the transmission via a fluid coupling and the speed-change clutch, and this driving force is transmitted from the input shaft to a hub via a countershaft, a counter gear disposed on this countershaft, a main gear that engages with this counter gear, a dog that rotates integrally with the main gear, and a sleeve that is spline-engaged with this dog, so that the driving force is transmitted to the output shaft of the hub. During the shifting operation, the speed-change clutch is disengaged, and the spline-engaged sleeve is moved so that the dog of the current speed and the hub are separated. Then, after the rotation of the hub and the rotation of the dog of the speed to which the shift is being made are matched by the shifting operation, the sleeve of this speed is engaged with the dog, and the speed-change clutch is engaged.  
           [0008]    Ordinarily, in a transmission of this type, a rotation matching mechanism (braking device) is installed on the countershaft in order to synchronize the rotation of the hub and the rotation of the dog to which a shift is being made when the gears are changed on the basis of the operation of the shift lever. In the case of up-shifting, the rotation of the countershaft is inhibited, and the rotation of the dog of the main gear speed to which a shift is being made is matched with the rotation of the hub that is to be connected, after which the sleeve on the side of this hub is engaged with the dog.  
           [0009]    However, the diameter of the input counter gear on the side of the countershaft is larger than that of the main gear on the side of the input shaft that transmits the driving force from the input shaft to the countershaft, so that the rotation is transmitted from the input shaft to the countershaft at a speed reduced by a factor of approximately 1.8. Accordingly, in cases where a gear rotation matching function is provided by installing a braking device on the countershaft, the size of the braking device is increased so that a large space is required.  
           [0010]    Furthermore, the braking device consists of a friction plate that is disposed on the rotating side and a pressing plate that is disposed on the fixed side, and a braking force is generated by the pressing contact of these plates with each other. However, in the case of installation on the auxiliary shaft, because of installation space considerations, the braking device is installed in a gear box in which the counter gears, dogs, hubs and the like of the transmission are accommodated; as a result, the braking device is exposed to lubricating oil inside this gear box, so that the friction characteristic is poor.  
         SUMMARY OF THE INVENTION  
         [0011]    Accordingly, it is an object of the present invention to provide a rotation matching mechanism for an automatic clutch type transmission which solves the abovementioned problems, and which makes it possible to obtain superior friction characteristics in the braking device that synchronizes the gears of the transmission when up-shifting.  
           [0012]    In order to achieve the abovementioned object, the invention of claim 1 is a rotation matching mechanism for an automatic clutch type transmission comprising a speed-change clutch which engages or disengages the driving force of the engine, a transmission which is connected to the speed-change clutch so as to transmit the abovementioned driving force, a shift lever which is used to change the gears of the transmission, and a control device which automatically engages and disengages the speed-change clutch as a result of the operation of the shift lever, wherein a rotation matching braking device that reduces the speed of rotation of the input shaft of the transmission during up-shifting and thus synchronizes the gear to which the shift is being made is disposed on the input shaft of the transmission.  
           [0013]    The invention of claim 2 is the rotation matching mechanism for an automatic clutch type transmission according to claim 1, wherein the rotation matching braking device comprises a friction plate which rotates together with the input shaft of the abovementioned transmission, a pressing plate which is disposed on the side of the clutch housing so that this pressing plate can move toward or away from the abovementioned friction plate, and a pushing piston which is disposed on the housing side of the abovementioned transmission so that this pushing piston presses the friction plate and pressing plate against each other.  
           [0014]    The invention of claim 3 is the rotation matching mechanism for an automatic clutch type transmission according to claim 2, wherein the operation of the abovementioned pushing piston is performed by a control mechanism comprising a fluid pipe channel which is used to supply and discharge piston fluid pressure, an electromagnetic valve which supplies a fluid to the pipe channel and discharges this fluid from the pipe channel, and a control device which controls the ON/OFF operation of the abovementioned electromagnetic valve, and wherein the abovementioned control device performs ON/OFF control on the basis of the vehicle speed and the gear to which a shift is to be made.  
           [0015]    The invention of claim 4 is the rotation matching mechanism for an automatic clutch type transmission according to any of claims 1 through 3, wherein the abovementioned rotation matching braking device is disposed inside the same housing as the abovementioned speed-change clutch, and is controlled using the same fluid.  
           [0016]    The invention of claim 5 is the rotation matching mechanism for an automatic clutch type transmission according to claim 2; wherein the abovementioned rotation matching braking device is also used as a gear parking brake. 
       
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS  
       [0017]    [0017]FIG. 1 is a flow chart which illustrates one embodiment of the present invention;  
         [0018]    [0018]FIG. 2 is a diagram which shows the schematic construction of the apparatus of the present invention;  
         [0019]    [0019]FIG. 3 is a sectional view which shows details of the clutch mechanism consisting of a fluid coupling and wet type multi-plate clutch shown in FIG. 2; and  
         [0020]    [0020]FIG. 4 is a diagram which shows details of the hydraulic circuit that operates the fluid coupling, wet type multi-plate clutch and rotation matching braking device shown in FIG. 2 
     
    
     DESCRIPTION OF THE PREFERRED EMBODIMENTS  
       [0021]    A preferred embodiment of the present invention will be described in detail below with reference to the attached figures.  
         [0022]    First, the schematic construction of the power transmission apparatus of a vehicle will be described with reference to FIG. 2.  
         [0023]    As is shown in FIG. 2, a transmission T/M is connected to an engine E via a clutch mechanism  1 . The clutch mechanism  1  consists of a fluid coupling  2  and a wet type multi-plate clutch (speed-change clutch)  3 . The fluid coupling  2  is disposed at an intermediate point in the power transmission path that extends from the engine E to the transmission T/M, on the upstream side of this power transmission path, and the wet type multi-plate clutch  3  is disposed in series on the downstream side of the same power transmission path. Note that the term “fluid coupling” used here has a broad meaning that includes torque converters, and a torque converter is also actually used in the present embodiment.  
         [0024]    The fluid coupling  2  comprises a pump part  4  which rotates integrally with a casing  18  that is connected to the output shaft (crankshaft)  1   a  of the engine E, a turbine part  5  which is caused to face the pump part  4  inside the casing  18 , and which is connected to the input side of the clutch  3 , and a stator part  6  which is interposed between the turbine part  5  and the pump part  4 . Furthermore, this fluid coupling  2  has a lock-up device  20  consisting of a lock-up clutch  7  which couples and separates the pump part  4  and turbine part  5 , and a hydraulic circuit  19  that operates this lock-up clutch  7 .  
         [0025]    The input side of the wet type multi-plate clutch  3  is connected to the turbine part  5  via an input shaft  3   a , and the output side is connected to the input shaft  8  of the transmission T/M so that this clutch engages and disengages the fluid coupling  2  and transmission T/M. Ordinarily, this clutch is driven in the disengaging direction by a spring (not shown in the figures), and is engaged by hydraulic pressure from the hydraulic circuit  19 .  
         [0026]    The transmission T/M has an input shaft  8 , an output shaft  9  which is disposed coaxially with this input shaft  8 , and a countershaft  10  which is disposed parallel to these other shafts. An input main gear  11  is provided on the input shaft  8 . A first-speed main gear M 1 , second-speed main gear M 2 , third-speed main gear M 3 , fourth-speed main gear M 4  and reverse main gear MR are respectively shaft-supported on the output shaft  9 , and a sixth-speed main gear M 6  is fastened to the output shaft  9 . An input counter gear  12  which engages with the input main gear  11 , a first-speed counter gear C 1  which engages with the first-speed main gear M 1 , a second-speed counter gear C 2  which engages with the second-speed main gear M 2 , a third-speed counter gear C 3  which engages with the third-speed main gear M 3 , a fourth-speed counter gear C 4  which engages with the fourth-speed main gear M 4 , and a reverse counter gear CR which engages with the reverse main gear MR via an idle gear IR, are fastened to the countershaft  10 , and a sixth-speed counter gear C 6  which engages with the sixth-speed main gear M 6  is shaft-supported on the countershaft  10 .  
         [0027]    In this transmission T/M, when the sleeve S/R 1  which is spline-engaged with the hub H/R 1  fastened to the output shaft  9  is spline-engaged with the dog DR of the reverse main gear MR, the output shaft  9  rotates in reverse, and when the abovementioned sleeve S/R 1  is spline-engaged with the dog D 1  of the first-speed main gear M 1 , the output shaft  9  rotates at a speed corresponding to the first speed. Furthermore, when the sleeve S/ 23  that is spline-engaged with the hub H/ 23  fastened to the output shaft  9  is spline-engaged with the dog D 2  of the second-speed main gear M 2 , the output shaft  9  rotates at a speed corresponding to the second speed, and when the abovementioned sleeve S/ 23  is spline-engaged with the dog D 3  of the third-speed main gear M 3 , the output shaft  9  rotates at a speed corresponding to the third speed.  
         [0028]    Furthermore, when the sleeve S/ 45  that is spline-engaged with the hub H/ 45  fastened to the output shaft  9  is spline-engaged with the dog D 4  of the fourth-speed main gear M 4 , the output shaft  9  rotates at a speed corresponding to the fourth speed, and when the abovementioned sleeve S/ 45  is spline-engaged with the dog D 5  of the input main gear  11 , the output shaft  9  rotates at a speed corresponding to the fifth speed (direct coupling). Furthermore, when the sleeve S 6  that is spline-engaged with the hub H 6  fastened to the countershaft  10  is spline-engaged with the dog D 6  of the sixth-speed counter gear C 6 , the output shaft  9  rotates at a speed corresponding to the sixth speed.  
         [0029]    The abovementioned respective sleeves S are manually operated by the shift lever  21  inside the driver&#39;s compartment via a shift fork and shift rod (not shown in the figures).  
         [0030]    Furthermore, when gears are to be changed by the shift lever  21 , the wet type multi-plate clutch  3  is first disengaged by the operation of the shift lever  21  so that the sleeve S that was spline-engaged prior to the shifting operation is separated from the corresponding dog D, thus placing the transmission in neutral. Then, after the rotation of the dog D of the main gear M to which a shift is to be made and the rotation of the sleeve S of the [corresponding] hub H are matched (as will be described later), the sleeve S is moved and spline-engaged with the corresponding dog D so that the transmission is shifted from the neutral position to the gear stage of the speed to which this shift is being made, and the wet type multi-plate clutch  3  is engaged.  
         [0031]    The neutral and gear positions resulting from the operation of this shift lever  21  are detected by a shift sensor and stroke sensor (not shown in the figures), and this information is inputted into a control device  22 .  
         [0032]    Furthermore, the amount by which the accelerator pedal  23  is depressed is detected by a sensor  24 , and this amount of depression is inputted into the control device  22 . Moreover, the amount of depression of the brake pedal  25  is detected by a sensor  26 , and this amount of depression is inputted into the control device  22 .  
         [0033]    A rotation sensor  27 A which detects the rpm of the input main gear  11  of the transmission T/M or the rpm of the input counter gear  12  that engages with the input main gear  11 , a rotation sensor (vehicle speed sensor)  27 B which detects the rotation of the output shaft, a rotation sensor  28 T which detects the rotation of the engine, and a rotation sensor  28 C which detects the rotation of the clutch  3 , are provided, and the detection values of these rotation sensors  27 A,  27 B,  28 T and  28 C are inputted into the control device  22 .  
         [0034]    A rotation matching braking device  70  which is used as an automatic clutch transmission rotating matching mechanism, and which also serves as a gear parking brake (braking device), is disposed on the input shaft  8  of the transmission T/M.  
         [0035]    Lock-up control of the control device  22  is accomplished as follows: in a gear-in state, the lock-up device  20  of the fluid coupling  2  is switched to the disengaged side when the engine rpm is (for example) 800 rpm or less, and the lock-up device  20  is switched to the engaged side when the engine rpm is 1000 rpm or greater.  
         [0036]    Next, details of the fluid coupling  2 , lock-up device  20 , wet type multi-plate clutch  3  and rotation matching braking device  70  will be described with reference to FIG. 3.  
         [0037]    In FIG. 3, the pump part  4  of the fluid coupling  2  is integrally disposed in the casing  18  that is connected to the output shaft (crankshaft)  1   a  of the engine. The pump part  4  is installed by means of bearings  29  so that the pump part  4  is free to rotate relative to the input shaft  3   a  of the clutch  3 . Furthermore, inside the casing  18 , the turbine part  5  is connected to the input shaft  3   a  of the clutch  3  so as to face the pump part  4 . Note that for ease of explanation, the stator part  6  has been omitted from the figures.  
         [0038]    A clutch disk  31  is connected to the turbine part  5  via a damper spring  30 . The clutch disk  31  is installed facing the casing  18  so that this clutch disk  31  can slide in the axial direction relative to the turbine hub  32  of the turbine part  5 , and a clutch facing  33  is mounted on the outside part of the clutch disk  31  that faces the abovementioned casing  18 .  
         [0039]    As a result of [the installation of] this clutch disk  31 , an outside chamber  34  is formed between the casing  18  and the clutch disk  31 , and an inside chamber  35  is formed between the turbine part  5  and the clutch disk  31 .  
         [0040]    An inside passage  36  is formed in the input shaft  3   a , and an outside passage  37  is formed around the outer circumference of this input shaft  3   a.    
         [0041]    In this fluid coupling  2 , when the lock-up device  20  is disengaged, hydraulic fluid flows from the inside passage  36  into the outside chamber  34  between the casing  18  and the clutch disk  31 , and this hydraulic fluid flows from the outside chamber  34  through the turbine part  5  and pump part  4  as indicated by the arrow  38  shown in the figures. A portion of this hydraulic fluid flows into the outside passage  37  via the bearings  29 , and transmits the rotation of the pump part  4  to the turbine part  5 . Furthermore, when the lock-up device  20  is engaged, the flow of the hydraulic fluid is switched to the reverse of the abovementioned flow. Specifically, the hydraulic fluid flows from the outside passage  37  through the pump part  4  and turbine part  5  via the bearings  29 , as indicated by the arrow  39  shown in the figures, and then flows into the inside chamber  35 . As a result, the clutch facing  33  of the clutch disk  31  makes frictional contact with the casing  18 , so that the rotation of the casing  18  is transmitted to the turbine part  5  from the clutch disk  31  via the damper spring  30 , and the pump part  4  and turbine part  5  are mechanically coupled.  
         [0042]    In the wet type multi-plate clutch  3 , respective pluralities of clutch plates  41  are differently spline-engaged with the input side and output side inside a clutch casing  40  filled with oil, and engagement and disengagement of the clutch are accomplished by pressing these clutch plates  41  against each other, or releasing the clutch plates  41 , by means of a clutch piston  42 . The clutch piston  42  is constantly driven in the direction of disengagement by a clutch spring  43 , and the clutch  3  is engaged when a hydraulic pressure that exceeds this driving force is applied to the clutch piston  42 .  
         [0043]    Furthermore, the rotation matching braking device  70  consists of a friction plate  94  which rotates together with the drum  91  side (input side) between a drum  91  installed on the input shaft  8  of the transmission T/M and the housing  92  (fixed side) of the transmission T/M, a pressing plate  93  which is installed on the side of the housing  92  so that this pressing plate  93  can move toward or away from the friction plate  94 , and a pushing piston  74  which is disposed on the side of the housing  92  of the transmission T/M so that this pushing piston  74  presses the friction plate  94  and pressing plate  93  together. Under ordinary conditions, the friction plate  94  and pressing plate  93  are joined together as a result of the pushing piston  74  being pushed by a spring  73 , whereby the braking performed by the gear-in parking brake is driven into a constant operating state. Furthermore, the braking is released (disengaged) by supplying hydraulic fluid to the cylinder chamber  98  of the pushing piston  94  from a fluid pipe channel  97  used for hydraulic fluid supply.  
         [0044]    [0044]FIG. 4 shows details of the hydraulic circuit  19  that operates the fluid coupling  2 , lock-up device  20 , wet type multi-plate clutch  3  and rotation matching mechanism (braking device)  70 .  
         [0045]    As is shown in FIG. 4, oil from an oil tank  45  is sucked in and discharged by a hydraulic pump OP via a filter F. The discharge pressure is regulated by a relief valve  47  so that the hydraulic fluid that is supplied to the hydraulic fluid supply line  46  is maintained at a constant pressure.  
         [0046]    A lock-up five-way valve  49  which switches the hydraulic fluid to the fluid coupling  2  is connected to the hydraulic fluid supply line  46  via a line  48 . A hydraulic fluid return line  50  which returns the hydraulic fluid to the oil tank  45  is connected to this lock-up five-way valve  49 ; and a throttle valve  51 , cooler  52  and opening-and-closing valve  53  are connected to the hydraulic fluid return line  50 .  
         [0047]    The opening-and-closing valve  53  is ordinarily closed, and is opened by hydraulic fluid from a pilot line  54  that is connected to the hydraulic fluid supply line  46 .  
         [0048]    The switching of the lock-up five-way valve  49  is controlled by a lock-up clutch solenoid  56  that is connected to the pilot line  55  of the hydraulic fluid supply line  46 . Under ordinary conditions (when the lock-up clutch solenoid  56  is OFF), hydraulic fluid from the line  48  flows from the line  57  into the outside passage  37  explained in FIG. 2, and flows into the turbine part  5  and pump part  4 ; this hydraulic fluid passes through the line  58  from the inside passage  36 , and is returned to the hydraulic fluid return line  50  via the lock-up five-way valve  49 . Furthermore, when the lock-up clutch solenoid  56  is actuated, the lock-up five-way valve  49  is switched by hydraulic fluid from the pilot line  55 , so that the hydraulic fluid from the line  48  flows into the inside passage  36  from the line  58 , and flows into the pump part  4  and turbine part  5 . This hydraulic fluid is supplied to the line  57 , and the side of the line  57  is closed. In this case, a portion of the oil that is supplied to the line  58  is returned to the hydraulic fluid return line  50  via the throttle valve  59 .  
         [0049]    Furthermore, the wet type multi-plate clutch  3  is connected to the hydraulic fluid supply line  46  via a line  60 , and a clutch switching three-way valve  61  is connected to this line  60 . The actuation of this clutch switching three-way valve  61  is controlled by a variable-speed clutch control solenoid  63  which is connected to the pilot line  62  of the hydraulic fluid supply line  46 .  
         [0050]    In this wet type multi-plate clutch  3 , the clutch switching three-way valve  61  is in a closed position under ordinary conditions. In this state; the clutch is driven in the direction of disengagement by the spring  42 . When a pilot control three-way electromagnetic valve  63  is actuated in the opening direction, the clutch switching three-way valve  61  is opened by hydraulic fluid from the pilot line  62  so that hydraulic fluid is supplied to the wet type three-way clutch  3 , and the clutch is actuated in the direction of engagement.  
         [0051]    In the rotation matching braking device  70 , a braking force is applied by the spring  73  under ordinary conditions. When the pushing piston  74  is actuated, the gear parking brake force is released so that the device can be disengaged. Furthermore, the braking force can be regulated by regulating the degree of advance and retraction of the pushing piston  74 .  
         [0052]    Specifically, the pushing piston  74  is connected to the hydraulic fluid supply line  46  via a line  75 . A braking three-way valve  76  is connected to this line  75 , and the actuation of this braking three-way valve  76  is controlled by a brake control solenoid  78  that is connected to the pilot line  77  of the hydraulic fluid supply line  46 . When the duty ratio of the pulse signal that is sent to the brake control solenoid  78  is 0%, the control device  22  places the brake control solenoid  78  in a state in which the port shown in FIG. 4 is connected. Accordingly, the pushing piston  74  is not actuated but maintained in an extended state by the spring  76 , so that the braking force of the rotation matching braking device  70  is maintained. Then, when a signal with a duty ratio of 100% is outputted to the brake control solenoid  78 , the port of the brake control solenoid  78  is switched, and the braking three-way valve  76  is switched, whereby hydraulic fluid from the hydraulic fluid supply line  46  is supplied to the pushing piston  74  via the line  75  and hydraulic fluid supply line  97 . Consequently, the pushing piston  74  is retracted, so that the braking force of the rotation matching braking device  70  is released.  
         [0053]    Furthermore, in the regulation of the braking force, the control device  22  can regulate the amount of hydraulic fluid that is sent to the pushing piston  74  from the braking three-way valve  76  by outputting a duty pulse signal, whose duty ratio is appropriately varied between 0 and 100%, to the brake control solenoid  78 ; in this way, the control device  22  can regulate the braking force.  
         [0054]    Furthermore, the lock-up clutch solenoid  56  and the variable-speed clutch control solenoid  63  are also actuated by electrical signals from the control device  22 .  
         [0055]    Next, the operation of the driving force transmission device of the present embodiment will be described.  
         [0056]    In this driving force transmission device, the driving force of the engine E is transmitted via the fluid coupling  2 , wet type multi-plate clutch  3  and transmission T/M, in that order.  
         [0057]    When the vehicle starts moving, the lock-up clutch  7  and the wet type multi-plate clutch  3  are disengaged. When the driver shifts to the starting gear by operating the shift lever  21 , the wet type multi-plate clutch  3  is engaged. In this state, the turbine part  5  of the fluid coupling  2  is stopped from the side of the driven wheels; accordingly, only the pump part  4  rotates, so that a creeping force is generated. Afterward, when the brake pedal  25  is released or the accelerator pedal  23  is depressed, the turbine part  5  rotates so that the driving force is transmitted to the side of the transmission T/M.  
         [0058]    After starting, speed-change operations are performed using the shift lever  21 ; in each case, the wet type multi-plate clutch  3  is disengaged and engaged.  
         [0059]    [0059]FIG. 1 shows a flow chart of the rotation matching mechanism of the automatic clutch type transmission when up-shifting is performed by the control device  22  shown in FIG. 2.  
         [0060]    First, the control device  22  detects the engine rotation by means of the rotation sensor  28 T, and detects the vehicle speed by means of the rotation sensor  27 B. Furthermore, in regard to the operating state of the shift lever  21 , the control device  22  detects the gear and neutral position from the shift sensor and stroke sensor.  
         [0061]    As is shown in FIG. 1, the control process starts ( 80 ), and the up-shift signal is detected ( 81 ). After the gear is shifted into neutral ( 82 ); the envisioned rpm A based on the speed to which this shift is to be made (=gear ratio of the next shift stage×vehicle speed×a constant) is calculated ( 83 ).  
         [0062]    Next, in the judgement made in step  1 , the actual engine rpm and the envisioned rpm A are compared, and if the envisioned rpm A is higher than the engine rpm (YES), a command is sent ( 84 ) indicating that the duty ratio of the duty pulse that is outputted to the brake control solenoid  78  is to be B %. As a result, the pushing piston  74  shown in FIG. 4 returns an amount of the oil accumulated inside the cylinder chamber corresponding to a duty ratio of B % to the tank  45  by way of the braking three-way valve  76 , so that the spring  73  is extended by the pushing piston  74 , thus causing a braking force that corresponds to a duty ratio of B % to be applied. Consequently, the rotation on the side of the input shaft  8  is braked. Afterward, the processing returns to the judgement of step  1 , and the engine rpm and envisioned rpm A are compared; here, if the envisioned rpm A is higher (YES), a command is sent ( 84 ) indicating that the duty ratio of the duty pulse successively output to the brake control solenoid  78  is to be B %, so that the braking force of the rotation matching braking device  70  is regulated. When the engine rpm drops below the envisioned rpm A in the judgement made in step  1 , that is, when synchronization is achieved (NO), the duty ratio of the brake control solenoid  78  is returned to 0% ( 85 ), so that the braking force of the rotation matching braking device  70  is released; accordingly, a shift is made ( 86 ) to the next shift stage, and control is ended ( 87 ).  
         [0063]    Thus, when up-shifting, the rotation of the input shaft  8  is braked using the braking force of the rotation matching braking device  70 , so that the rotation of the dog D of the gear stage to which a shift is being made and the rotation of the hub H of the sleeve S that is being shifted can by synchronized.  
         [0064]    In particular, as is shown in FIG. 3, this rotation matching braking device  70  is located on the side of the fluid coupling  2  and wet type multi-plate clutch  3 , so that ATF can be used for brake lubrication. Accordingly, superior frictional characteristics are obtained, and a gear-in parking function in cold areas can also be used.  
         [0065]    Furthermore, rotation matching when up-shifting was described in the abovementioned embodiment. However, rotation matching is also performed when down-shifting; in this case, the control device  22  controls the rotation of the engine so that synchronization is obtained.  
         [0066]    To summarize, in the present invention, as a result of the installation of a rotation matching mechanism used for the synchronization of rotation on the input shaft side of the transmission, a small size and superior frictional characteristics are obtained, and a gear-in parking function in cold areas can also be utilized.