Automatic transmission for vehicles

Abstract: An automatic transmission establishing multiple gear stages comprises a reduction planetary gear (G1), at least two clutches (C1,C3) transmitting a decelerated rotation from the reduction planetary gear (G1), and a planetary gear set (G) inputted with the decelerated rotations transmitted through the two clutches (C1,C2). The reduction planetary gear (G1) and the two clutches (C1,C2) are arranged in one side of the planetary gear set (G). The reduction planetary gear (G1) is arranged between the both clutches (C1,C2).

Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The invention relates to an automatic transmission for a vehicle. More specifically, it relates to the arrangement of the each transmission structural element in the gear train. The closest prior art comprising the features of the preamble of claim 1 is represented by US-A-5 106 352. 2. Description of the Related Art An automatic transmission for a vehicle is required to multiply the gear ratios for an improvement of a driving performance and a fuel consumption. According to the requirement, the transmission mechanism tends to transit from the mechanism having four forward speeds to the mechanism having five forward speeds. For achieving further multiplication of the gear stages in the limited mounting space in a vehicle, a reduction of a number of elements of the gear train and a simplification of the mechanism are needed. A gear train, which establishes six forward speeds and one reverse speed with a planetary gear set having minimum shift elements, is suggested in U.S.P. 5,106,352. In this gear train, forward six speeds are established by that an input rotation and two decelerated rotations decelerated from the input rotation are properly inputted to the planetary gear set having four shift elements. In the aforementioned gear train, a number of shift elements and a number of needed clutches and brakes for establishing gear stages are reasonable. However, the gear train has problems which have to be practically improved. In the gear train, two clutches, which input the decelerated rotation transmitted through the reduction planetary gear to two different elements of the planetary gear set, are needed. These clutches need larger torque capacities than a clutch inputted an usual non-decelerated rotation because the clutches transmit the torque amplified by the deceleration. In the aforementioned structure, two clutches, which transmit the decelerated rotations, are arranged in one side of the reduction planetary gear in which the sun gear is always fixed and acts as a reaction element, and one clutch of the two clutches is arranged apart from the reduction planetary gear. Therefore, a member for transmitting a high torque is needed to be long consequently. As a result, the size and the weight of the transmission are increased. SUMMARY OF THE INVENTION In view of the above problems associated with the related arts, an object of the invention is to provide an automatic transmission having a shift mechanism, which establishes multiple gear stages by inputting two decelerated rotations to a planetary gear set, obtaining enough torque capacity of two decelerated rotation input clutches, and preventing increase of the size and the weight of the transmission by shortening the high torque transmission route. For achieving the aforementioned object, in the invention as defined in claim 1, an automatic transmission for a vehicle comprises a reduction planetary gear, two clutches transmitting a decelerated rotation which is transmitted through the reduction planetary gear, and a planetary gear set inputted the decelerated rotation which is transmitted through the two clutches. The automatic transmission establishes multiple gear ratios. In the automatic transmission, the reduction planetary gear and first and third clutches, which input the decelerated rotation transmitted through the reduction planetary gear to two different elements of the planetary gear set, are arranged on one side of the planetary gear set, and the reduction planetary gear is arranged between the first clutch and the third clutch and the associated hydraulic servos. Further details are outlined in the dependent claims. It is effective that a first element of the planetary gear set is connected to the output side member of the first clutch, a second element is connected to an output side member of the third clutch and is possible to engage with a transmission case with a first engaging member, a third element is connected to an output side member of a second clutch, which is inputted a non-decelerated rotation, and is possible to engage with a transmission case with a second engaging member, and a fourth element is connected to an output member. It is effective that one element of the reduction planetary gear is fixed to a boss portion extended from the transmission case, a hydraulic servo of the third clutch is rotatably supported on the boss portion, a hydraulic servo of the first clutch is arranged on an input shaft, and the third clutch and a one element of the planetary gear set are connected with a power transmission member which extends in the radial outer space of the first clutch. Further, it is effective that an output element of the reduction planetary gear is directly connected to a clutch hub which is engaged with the inner portion of the frictional member of the third clutch, the hydraulic servo of the third clutch is arranged in order that the cylinder opens to the reduction planetary gear side and connected to a clutch drum which is engaged with the outer portion of the frictional member of the third clutch, and the clutch drum is connected through the power transmission member to the one element of the planetary gear set. Further, it is effective that a clutch hub, which is engaged with the inner portion of the frictional member of the first clutch, is connected to the output element of the reduction planetary gear, a clutch drum, which is engaged with the outer portion of the frictional member of the first clutch, is connected to a one element of the planetary gear set, and the hydraulic servo, which is connected to the clutch drum of the first clutch, is arranged in order that the cylinder opens to the reduction planetary gear side. In the aforementioned case, it is effective that the output element of the reduction planetary gear is connected to the clutch hub which is engaged with the inner portion of the frictional member of the third clutch, the frictional member of the third clutch is arranged in the radial outer side of the reduction planetary gear, and the clutch hub is further axially extended and connected to the clutch hub which is engaged with the inner portion of the frictional member of the first clutch. Further, it is effective that the hydraulic servo of the first clutch is arranged in order that the cylinder opens to the opposite side of the reduction planetary gear and connected to the clutch drum of the first clutch at the radial outer portion, and the clutch drum of the first clutch is connected to the output element of the reduction planetary gear. Further, it is possible to be structured as that the output element of the reduction planetary gear is connected to the clutch hub which is engaged with the inner portion of the frictional member of the third clutch arranged in the radial outer side of the reduction planetary gear, and the output element is connected to the clutch drum of the first clutch at the axially extending position. Further, it is effective that the hydraulic servo connected to the clutch drum of the third clutch is supported on the boss portion at the radial position of the reduction planetary gear. Further, it is effective that the first engaging member is structured from a band brake in which the outer surface of the clutch drum of the third clutch is an engaging surface engaged by a band. Further, it is effective that a hydraulic path for applying a hydraulic pressure to the hydraulic servo of the third clutch is formed in the boss portion, and a hydraulic path for applying a hydraulic pressure to the hydraulic servo of the first clutch is a hydraulic path connected through a shaft hydraulic path formed in the input shaft to a hydraulic path formed in the transmission case. Further, it is effective that the reduction planetary gear, the first clutch and the third clutch are arranged in the rear portion of the transmission, the shaft hydraulic path is connected to the hydraulic path formed in the transmission case at the rear end portion of the input shaft, and a seal ring is arranged between the input shaft and the transmission case for sealing. According to the structures, the first and third clutches, which need high torque capacities for transmitting the torque amplified at the reduction planetary gear, are arranged in the close position of the reduction planetary gear. Therefore, the member structuring the high torque transmission route is shortened. As a result, the weight and the size of the transmission is reduced. The aforementioned effect is achieved in the transmission which establishes the shift mechanism having proper six speeds with a small number of elements. The one element of the reduction planetary gear is always fixed on the boss portion extended from the transmission case so that the support as a particular support member for fixing is not needed. Therefore, the transmission becomes compact. Further, in this structure, the power transmission member connecting the third clutch and the planetary gear set is extended in the radial outer space of the first clutch. However, the hydraulic servo of the first clutch is arranged on the input shaft which has smaller diameter than the boss portion so that the pressure receiving area of the hydraulic servo is radially enlarged to the inner direction comparing with the prior art in which the hydraulic servo is arranged on the boss portion. Therefore, regarding to the first clutch, which is difficult to obtain the enough clutch capacity because of the limitation at the outer side, the enough clutch capacity is obtained by enlarging the pressure receiving area of the hydraulic servo. The output from the reduction planetary gear is directly transmitted to the hub, which is the input side member of the frictional member of the third clutch, without through an another member. Therefore, the output side transmission route, which transmits the high torque, of the reduction planetary gear is shortened. Further, the high torque transmitted to the hub of the third clutch is transmitted from the clutch drum arranged in the outer side to the planetary gear set without providing the torque load to the hydraulic servo arranged in the inner side. Therefore, the hydraulic servo connected to the clutch drum is possible to be thin. As a result, the weight and the size of the transmission is reduced. The power transmission member connecting the first clutch and the one shift element of the planetary gear set is common with the cylinder of the hydraulic servo of the first clutch. Therefore, a number of the rotational members is reduced so that the transmission becomes compact. The frictional member of the third clutch is arranged in the radial outer side of the reduction planetary gear. Therefore, the transmission route between the output element of the reduction planetary gear and the input side member of the third clutch is shortened. Further, the member, which structures the output side transmission route connecting the third clutch apart from the planetary gear set and the planetary gear set, is shortened. Further, the inner side hub of the first clutch and the inner side hub of the third clutch are common with each other. Therefore, the some members are common and the high torque transmission member is shortened so that the weight and the size of the transmission is reduced. The high torque is transmitted from the hub of the first clutch to the clutch drum arranged in the outer side without providing the torque load to the hydraulic servo connected to the inner portion of the drum. Therefore, the hydraulic servo arranged in the inner side is possible to be thin. As a result, the weight and the size of the transmission is reduced. The frictional member of the third clutch is arranged in the radial outer side of the reduction planetary gear. Therefore, the transmission route between the output element of the reduction planetary gear and the input side member of the third clutch is shortened. Further, the member, which structures the output side transmission route connecting the third clutch apart from the planetary gear set and the planetary gear set, is shortened. Further, the outer side drum of the first clutch and the inner side hub of the third clutch are common with each other. Therefore, the some members are common and the high torque transmission member is shortened so that the weight and the size of the transmission is reduced. The drum of the third clutch is supported in the radial position of the reduction planetary gear. Therefore, the axial space for supporting the drum is reduced. As a result, the axial size of the transmission is reduced. The first engaging member is the band brake. The band brake needs the arrangement space which is pretty small in the radial direction. Therefore, the radial outer space of the third clutch is obtained and the diameter of the clutch is able to be increased even by radially superposing the first engaging member and the third clutch which are connected to the second element of the planetary gear set. The torque transmission capacity is obtained by increasing the diameter of the clutch. As a result, the axial size of the clutch is reduced. Further, the clutch drum of the third clutch is rotatably supported on the boss portion so that the drum, of which the outer surface is engaged by the band brake, is certainly supported. The arrangement spaces for the reduction planetary gear, the first clutch and the third clutch become compact, further, a number of seal rings, which reduces the transmission efficiency by the sliding load, is reduced. The hydraulic path applying hydraulic pressure to the first clutch is connected through the axial end of the input shaft to the transmission case. Therefore, it is minimized to increase a number of seal rings for sealing the hydraulic path. As a result, it is prevented that the transmission efficiency is reduced by the increase of the sliding load. Brief Description of the Drawings The invention will be described in conjunction with the following drawings in which like features are designated with like reference characters, and wherein: Fig. 1 is a schematic diagram illustrating a gear train of the first embodiment of an automatic transmission applied the invention; FIG. 2 is an axial end face diagram illustrating a positional relationship of three axis in the gear train; FIG. 3 is a table showing the operation of the gear train, the established gear ratios and the gear ratio steps; FIG. 4 is a velocity diagram for the gear train; FIG. 5 is a cross sectional diagram illustrating whole structure of the gear train; FIG. 6 is a magnified cross sectional diagram illustrating a front half portion of a main axis of the gear train; FIG. 7 is magnified cross sectional diagram illustrating a rear half portion of a main axis of the gear train; FIG. 8 is an axial cross sectional diagram simply illustrating the second embodiment; FIG. 9 is an axial cross sectional diagram simply illustrating the third embodiment; FIG. 10 is an axial cross sectional diagram simply illustrating the fourth embodiment; FIG. 11 is an axial cross sectional diagram simply illustrating the fifth embodiment; FIG. 12 is an axial cross sectional diagram simply illustrating the sixth embodiment; FIG. 13 is an axial cross sectional diagram simply illustrating the seventh embodiment; FIG. 14 is an axial cross sectional diagram simply illustrating the eighth embodiment; FIG. 15 is an axial cross sectional diagram simply illustrating the ninth embodiment; FIG. 16 is a schematic diagram illustrating the tenth embodiment; FIG. 17 is a table showing the operation of the gear train, the established gear ratios and the gear ratio steps in the tenth embodiment; FIG. 18 is a velocity diagram for the gear train in the tenth embodiment; FIG. 19 is an axial cross sectional diagram illustrating the gear train in the tenth embodiment; and FIG. 20 is an axial cross sectional diagram simply illustrating the eleventh embodiment. Detailed Description of the Invention The embodiment of the invention will be described with reference to figures. Fig.1 illustrates a gear train of the first embodiments of the automatic transmission applied the invention with a schematic diagram. In this figure, axis are deployed in a common plane. Fig. 2 illustrates an actual positional relationship between the axis in case the automatic transmission is looked from the end surface. This automatic transmission establishes multiple gear stages with a reduction planetary gear G1, two clutches (C-1, C-3) transmitting a decelerated rotation decelerated at the reduction planetary gear G1 and a planetary gear set G inputted the decelerated rotation through the two clutches. Then, the reduction planetary gear G1 and the first and third clutches (C-1, C-3) are arranged in a one side of the planetary gear set G. the reduction planetary gear G1 is arranged between the first clutch (C-1) and the third clutch (C-3). The first and third clutches (C-1, C-3) transmit the decelerated rotation to two different elements S2, S3 of the planetary gear set individually, A further specific gear train structure of the automatic transmission will be described. This transmission is a transverse type transaxle for a front engine/front wheel drive (FF) or rear engine/rear wheel drive (RR) vehicle. As illustrated in Fig. 1 and Fig. 2, this transaxle is structured from three axis which are a main axis X, a counter axis Y and a differential axis Z arranged in parallel with each other, and an each element of a shift mechanism is arranged on the each axis. The shift mechanism, which comprises the planetary gear set having four shift elements S2, S3, C2 (C3), R2 (R3), the reduction planetary gear, two brakes (B-1, B-2) and three clutches (C-1, C-2, C-3), is arranged in the position on the input shaft 11 which is on the main axis X. In this gear train, one of the decelerated rotation input elements S3 of the planetary gear set G is connected through the first clutch (C-1) and the reduction planetary gear G1 to the input shaft 11, the other input element S2 is connected through the third clutch (C-3) and the reduction planetary gear G1 to the input shaft 11 and is possible to be engaged with a transmission case 10 by the first brake (B-1), a non-decelerated rotation input element C2 (C3) is connected through the second clutch (C-2) to the input shaft 11 and is possible to be engaged with the transmission case 10 by the second brake (B-2), and a remained shift element R2 (R3) as an output element is connected to a counter drive gear 19 as an output element on the main axis X. In the gear train in this figure, in addition to the aforementioned structures, a one-way clutch (F-1) is arranged as an engagement element in parallel with the brake (B-2). The one-way clutch (F-1), which automatically releases an engagement force according to the engagement of the brake B-1, is used for preventing a complicate hydraulic control for a clutch to clutch operation between the brake (B-2) and the brake (B-1), which is operated in 1-2 shift mentioned later, and for simplifying the disengagement control of the brake B-2. The one-way clutch (F-1) is substantially equality with the brake (B-2) excepting the aforementioned transitional functions. A torque converter 4 having a lock-up clutch and transmitting a rotation of an engine, not shown, to the input shaft 11 is arranged on the main axis X. A counter gear 2 is arranged on the counter axis Y. The counter gear 2 comprises a counter driven gear 21 having large diameter, engaging with the counter drive gear 19, which is the output element on the main axis X, and fixed on the counter shaft 20, and a differential drive pinion gear 22, which is an output element on the counter axis Y, having small diameter, and fixed on the counter shaft 20. By these, the output from the main axis side is reduced, inverted and transmitted to a differential unit 3 so that final reduction speed ratios are achieved, and the rotational direction of the input shaft 11 and the rotational direction of the output from the differential unit 3 are accommodated. The differential unit 3 is arranged on the differential axis Z. The differential unit 3 is connected to the counter shaft 20 by engaging a differential ring gear 31 fixed on a differential case 32 with the differential drive pinion gear 22, and a differential rotation of a differential gear arranged in the case 32 is outputted to a left and right shafts 30, then the outputted rotation is a final wheel driving force. The planetary gear set G is structured from a ravegneaux type gear set which comprises a sun gear S2 having large diameter, a sun gear S3 having small diameter, a carrier C2 (C3) supporting a long pinion P2 and a short pinion P3 which are engaged with each other, and a ring gear R2 (R3), and in which the long pinion P2 engages with the large sun gear S2 and the ring gear R2 and the short pinion P3 engages with the small sun gear S3. It should be noted that there are two ring gears theoretically, but substantially, there is one ring gear positioned in the outer position of either of the sun gears. Therefore, the ring gear is denoted with the notation R2 or R3 according to the position against the sun gears. In this embodiment, the large sun gear S2 and the small sun gear S3 are the decelerated rotation input elements, the carrier C2 (C3) is the non-decelerated rotation input element, and the ring gear R2 is the output element. The small sun gear S3 of the planetary gear set G is connected to the output side member of the clutch (C-1), and the large sun gear S2 is connected to the output side member of the clutch (C-3) and possible to be engaged with the transmission case 10 by the brake (B-1). The carrier C2 (C3) is connected through the clutch (C-2) to the input shaft 11, possible to be engaged with the transmission case 10 by the brake (B-2), and possible to be engaged with the transmission case 10 in the one-way direction by the one-way clutch (F-1). Then, the ring gear R2 is connected to the counter drive gear 19. In the reduction planetary gear G1, a sun gear S1 as one element of that is fixed to the transmission case 10, a ring gear R1 as the input element is connected to the input shaft 11, and a carrier C1 as the output element is connected to the output side members of the clutch (C-1) and the clutch (C-3). The reduction planetary gear G1 is connected to the planetary gear set G with the aforementioned connecting relationship. The automatic transmission thus structured shifts according to a vehicle load within gear stages corresponding to a shift range selected by a driver by an electronic control system and a hydraulic control system which are not shown in the figure. Fig. 3 shows the gear stages, which are established by engagement and disengagement of each clutch and brake, with a table. In this table, a symbol ○ shows engagement and a blank shows disengagement. Fig. 4 shows the gear stages, which are established by engagement and disengagement of each clutch and brake, and a relationship with the rotational ratio of each shift element in each gear stage with a velocity diagram. In this diagram, a symbol  shows engagement. As shown in both figures, a first speed (1ST) is established by engagement of the clutch (C-1) and the brake (B-2). It should be noted that, in this embodiment, as shown in the operational table, the automatic engagement of the one-way clutch F-1 is used instead of engagement of the brake B-2. A reason for using this engagement and a reason that this engagement is equivalent to engagement of the brake B-2 will be described later. In the first ratio, the decelerated rotation, which is decelerated from the rotation of the input shaft 11 through the reduction planetary gear G1, is inputted to the small sun gear S3 through the clutch C-1, the carrier C3, which is engaged with the transmission case 10 by engagement of the one-way clutch F-1, acts as a reaction element, and the decelerated rotation of the ring gear R3 having the largest reduction ratio is outputted to the counter drive gear 19. Next, a second speed (2ND) is established by engagement of the clutch (C-1) and the brake (B-1). In this case, the decelerated rotation, which is decelerated from the rotation of the input shaft 11 through the reduction planetary gear G1, is inputted to the small sun gear S3 through the clutch C-1, the large sun gear S2, which is engaged with the transmission case 10 by engagement of the brake (B-1), acts as a reaction element, and the decelerated rotation of the ring gear R2 (R3) is outputted to the counter drive gear 19. The reduction ratio in this case is less than the reduction ratio in the first speed (1ST). Further, a third speed (3RD) is established by concurrently engagements of the clutch (C-1) and the clutch (C-3). In this case, the decelerated rotation, which is decelerated from the rotation of the input shaft 11 through the reduction planetary gear G1, is concurrently inputted to the large sun gear S2 and the small sun gear S3 through the clutch (C-1) and the clutch (C-3) so that the planetary gear set G is in the directly connected state, the rotation of the ring gear R2 (R3), which is same with the input rotation inputted to the both sun gears, is outputted to the counter drive gear 19 as the rotation decelerated from the rotation of the input shaft 11. Further, a fourth speed (4TH) is established by concurrently engagements of the clutch (C-1) and the clutch (C-2). In this case, the decelerated rotation, which is decelerated from the rotation of the input shaft 11 through the reduction planetary gear G1, is inputted to the small sun gear S2 through the clutch (C-1) on one side, the rotation, which is not reduced and inputted from the input shaft 11 through the clutch (C-2), is inputted to the carrier C2 (C3) on the other side, and the middle rotation between the two input rotations, which is the rotation of the ring gear R3 barely decelerated from the rotation of the input shaft 11, is outputted to the counter drive gear 19. Next, a fifth speed (5TH) is established by concurrently engagements of the clutch (C-2) and the clutch (C-3). In this case, the decelerated rotation, which is decelerated from the rotation of the input shaft 11 through the reduction planetary gear G1, is inputted to the small sun gear S2 through the clutch (C-3) on one side, the non-decelerated rotation, which is not reduced and inputted from the input shaft 11 through the clutch (C-2), is inputted to the carrier C2 (C3) on the other side, and the rotation of the ring gear R2, which is barely accelerated from the rotation of the input shaft 11, is outputted to the counter drive gear 19. Then, a sixth speed (6TH) is established by engagement of the clutch (C-2) and the brake (B-1). In this case, the non-decelerated rotation from the input shaft 11, which is not reduced, is inputted to only the carrier C2 (C3) through the clutch (C-2), the sun gear S2, which is engaged with the transmission case by engagement of the brake (B-1), acts as a reaction element, and the rotation of the ring gear R2, which is further accelerated, is outputted to the counter drive gear 19. A reverse speed (REV) is established by engagements of the clutch (C-3) and the brake (B-2). In this case, the decelerated rotation, which is decelerated from the rotation of the input shaft 11 through the reduction planetary gear G1, is inputted to the sun gear S2 through the clutch (C-3), the carrier C2, which is engaged with the transmission case 10 by engagement of the brake (B-2), acts as a reaction element, and the rotation of the ring gear R2, which is a reverse rotation, is outputted to the counter drive gear 19. The relationship between the one-way clutch (F-1) and the brake (B-2) mentioned above will be described. As shown in the relationship of engagement/disengagement of both brakes (B-1, B-2) in the first speed and the second speed, one of these brakes is disengaged and the other brake is engaged concurrently in the up/down shift between these gear stages. That is, these brakes are frictional engagement elements which are changed states of them each other. In this changing states of the frictional engagement elements, a precise concurrent control for the engagement pressure and the disengagement pressure of the hydraulic servos which control the brakes is needed. For performing the control, an addition of control valves is needed and a hydraulic circuit is complicated. In this embodiment, the engagement direction of the one-way clutch (F-1) is set to be same direction with the supporting direction for the reaction torque in the first speed, then the one-way clutch (F-1) is substantially operated same function with the engagement of the brake (B-2) by using that the reaction torque received by the carrier C2 (C3) is reversed between the first speed and the second speed. That is, in the first speed, the carrier C2 (C3) is engaged by the one-way clutch (F-1) instead of the brake (B-2). It should be noted that, in an engine coasting state in which the wheels drive the engine, the engagement of the brake (B-2) is needed, as shown with the symbol ○ having brackets in Fig. 3, for achieving an engine brake because the direction of the reaction force received by the carrier C2 (C3) is reversed from the case of an engine drive state. Therefore, it is possible to be structured so that the first speed is established by engagement of the brake B-2 without arranging the one-way clutch for establishing the gear stage. As shown with the clearance in the up/down direction between the symbols ○ which shows the speed ratios of the ring gear R2, R3 on the velocity diagram in Fig. 4, the each gear stage thus established has a proper speed step having a relatively equivalent interval to the each gear stage. This relationship is shown with gear ratios in Fig. 3 by specifically setting values and quantitatively showing. In case a teeth number ratio 1 1 between the sun gear S1 and the ring gear R1 of the reduction planetary gear G1 equals to 44/78, a teeth number ratio λ 2 between the sun gear S2 of the large sun gear side and the ring gear R2 (R3) of the planetary gear set G equals to 36/78, and a teeth number ratio λ3 between the sun gear S3 of the small sun gear side and the ring gear R3 of the planetary gear set G equals to 30/78, the each input/output gear ratio is the first speed (1ST) : (1+λ1)/λ3 = 4.067, the second speed (2ND) : (1+λ1)(λ2+λ3)/λ3(1+λ2) = 2.354, the third speed (3RD) : 1+λ1 = 1.564, the fourth speed (4TH) : (1+λ1)/(1+λ1-λ1*λ3) = 1.161, the fifth speed (5TH) : (1+λ1)/(1+λ1+λ 1*λ2) = 0.857, the sixth speed (6TH) : 1/(1+λ2) = 0.684, and the reverse speed (REV) : -(1+λ1)/λ2 3.389. Then, the steps between the gear ratios are between the first and second speed : 1.73, between the second and third speed : 1.51, between the third and fourth speed : 1.35, between the fourth and fifth speed : 1.35, and between the fifth and sixth speed : 1.25. Next, Fig. 5 shows the further detail structures of the automatic transmission with a simplified cross sectional view. Further, Fig. 6 and Fig. 7 are magnified partial view showing a part of Fig. 5 individually. The each structural element, which is described before with reference to the schematic diagram, is putted the same reference numeral or notation and the description is omitted. According to detail portions, which are not able to be shown in the schematic diagram, the global positional relationship will be described in reference to Fig. 5 and the detail of the each portion is described in reference to Fig.6 and Fig. 7. It should be noted that, in this specification, the terms, which are clutch and brake, in case the clutch and the brake are structured from multiple discs, generically indicate drums and hubs as connecting members connected to the input and output elements, frictional member as engagement/disengagement member, and hydraulic servos comprising cylinders connoted or integrated with the drums as operational mechanism. It should be noted that the terms, which are connotation and integration, mean connection. The transmission case 10 is structured from a case mainframe 10B comprising a surrounding wall portion 10f having a tapered shape, in which a diameter of the front side is larger than a diameter of the rear side, a front end wall 10A structured from an oil pump body closing an opening at the front end and an oil pump cover fixed on it and fixed on the case mainframe with a bolt, and a support wall 10C fixed on the axially center portion of the case mainframe 10B with a bolt. A spline 10g is formed from the opening at the front end to almost a rear end wall portion 10e on the inner surface of the surrounding wall portion 10f of the mainframe 10B. A rear side boss portion 10b, which is extended toward the front side from the rear end wall portion, for supporting the rear end of the input shaft 11. A cylindrical wall 10e' structuring an inner wall of a cylinder of a hydraulic servo of the brake (B-2) are formed on the rear end wall portion 10e. A front side boss portion 10a structured from a boss portion and a projection of a sleeve shaft 13 is formed on the front end wall 10A. The boss portion is extended toward the rear side from the oil pump cover, the sleeve shaft 13 is inserted in the boss portion, and the projection is extended into the inside of the transmission case 10. Further, a center boss portion 10h is extended toward the rear side from the inner portion of the support wall 10C. The center boss portion 10h structures a supporting portion for the counter drive gear 19. The input shaft 11 is divided to a front portion and a rear portion which are two shafts 11A, 11B with an accommodation for processing, and the two shafts are integrally connected with each other with a spline engagement. A shaft hydraulic path 11r for applying a lubrication pressure and a shaft hydraulic path 11p for applying servo pressures are formed in the shaft front half portion 11A. A shaft hydraulic path 11s for a lubrication pressure is formed in the shaft rear half portion 11B. Further, a flange 11a is formed on the outer surface of the shaft front half portion 11A at the rear end portion, and a flange 11b is formed on the outer surface of the shaft rear half portion 11B at the rear end portion. Then, the shaft front half portion 11A is supported by a sleeve shaft 13, which structures the front boss portion 10a, through bushes at an internal position of an oil pump arrangement position and a position just before the flange 11a individually. The shaft rear half portion 11B is supported in the radial direction by a spline engagement with the shaft front half portion 11A at the front end and by the rear side boss portion 11b of the case 10 through a bearing at the rear end. The shaft front half portion 11A and the shaft rear half portion 11B are supported in the axial direction by thrust bearings which are inserted between the front ends of the boss portions and the flanges 11a, 11b adjoining with the supporting portion. The planetary gear set G is arranged in the outer position of the shaft rear half portion 11B of the input shaft 11. The both ends of the sun gear S3 are supported by the shaft rear half portion 11B through bushes at the gear portion and the extension shaft portion individually. The both ends of the sun gear S2 are supported by the extension shaft portion of the sun gear S3 through bushes at the gear portion and the extension shaft portion individually. The carrier C2 (C3) is supported by the extension shaft portion of the sun gear S2 through a bush at the front end portion. The ring gear R2 is supported by the counter drive gear 19 with a spline connection through a flange member. Then, the extension shaft portion of the sun gear S2 of the planetary gear set G is connected to a power transmission member 14 with a spline engagement, and the power transmission member 14 is connected to an end of an outer side cylindrical portion of a drum 72 of the third clutch (C-3) with an end surface engagement. The extension shaft portion of the sun gear S3 is connected to an extension shaft portion of a cylinder 60 of a hydraulic servo of the first clutch (C-1) with a spline engagement. The carrier C2 (C3) is connected to a member which is fixed on the rear end of the carrier C2 (C3) and structured by integrating a hub 54 of the second clutch, which extends toward the front side in the outer position of the planetary gear set, a hub of the second brake (B-2) and an inner race of the one-way clutch (F-1). Further, the ring gear R2 is connected to the counter drive gear 19 through the connecting member as mentioned above. In the reduction planetary gear G1, a sun gear S1 as a reaction element is fixed with a spline engagement on the front boss portion structured from the rear end portion of the sleeve shaft 13. The sleeve shaft 13 is engaged and fixed to the inner surface of the oil pump cover. The sleeve shaft 13 fixes a stator of a torque converter through a one-way clutch on the oil pump cover at the front end portion of the sleeve shaft 13. A ring gear R1 as the input element is connected with a spline engagement to the outer surface of the flange portion 11a of the input shaft 11. Then, the reduction planetary gear G1 is arranged between the third clutch (C-3) and the first clutch (C-1), specifically, between the hydraulic servos of the clutches. A carrier C1 as the output element is fixed, at the front end side, to a common hub 74, which is mentioned later, of the first and third clutches. Next, the hydraulic servos 6, 7 of the first and third clutch (C-1, C-3) are arranged in the both sides of the reduction planetary gear G1 in order that these hydraulic servos are opposite each other. That is, the apertures of the cylinders 60, 70 of the hydraulic servos are opened to the reduction planetary gear G1 individually. The hydraulic servo 6 of the first clutch is rotatably supported by a supporting portion 62a on the outer surface of the rear end portion of the shaft front half portion 11A of the input shaft. The hydraulic servo 6 of the first clutch is structured from the cylinder 60 of which a drum 62 is fixed on the outer surface, a piston 61 slidably inserted in the cylinder 60, a cancel plate 65 arranged for canceling a centrifugal pressure operated at the back surface of the piston 61, and a return spring 66. The servo pressure is applied/drained to/from this hydraulic servo through the shaft hydraulic path 11p, which is formed in the shaft front half portion 11A of the input shaft 11 and connected to the hydraulic path formed in the transmission case. The cylinder 60 of the first clutch (C-1) is arranged in the inner position of the frictional member 63 of the clutch, is connected to the extension shaft portion of the sun gear S3 of the planetary gear set G with a spline connection, and transmits a power from the drum 62 of the first clutch to the sun gear S3 of the planetary gear set G. The cylinder 60 and the drum 62 connecting to the cylinder 60 are connected with a spline to the extension portion of the sun gear S3 in the inner side of the support 10C which is a supporting member for the counter drive gear 19 transmitting the output from the ring gear R3 of the planetary gear set G to the counter shaft 20. According to this structures, the cylinder 60 of the first clutch is used for transmitting a power from the first clutch (C-1) to the sun gear S3 of the planetary gear set G so that a particular member for power transmission is not needed to arrange in the axial direction. Therefore, the axial length is shortened. Further, the supporting portion 62a, which supports the drum 62 through the hydraulic servo 6 of the first clutch, is arranged in the inner position of the power transmission member 14 and the width corresponding to the thickness of the cylinder 60 in order that a substantial arrangement space is not needed in the axial direction. Therefore, the axial length of the hydraulic servo 6 is shortened to an axial length corresponding to a clearance between arrangement positions of seal rings which seal the application path for the servo pressure applied to the hydraulic servo at the both sides in the axial direction. As a result, the axial length of the shift mechanism is shortened during the clutch drum 62 is certainly supported. The hydraulic servo 7 of the third clutch is rotatably supported through a bush by a supporting portion 72a on the outer surface of the front boss portion 10a. The hydraulic servo 7 of the third clutch is structured from the cylinder 70 of which a drum 72 is formed at the outer side by increasing a diameter, a piston 71 slidably inserted in the cylinder 70, a cancel plate 75 arranged for canceling a centrifugal pressure operated to the piston 71, and a return spring 76. The servo pressure is applied/drained to/from this hydraulic servo through a hydraulic path 10q formed in the front boss portion 10a. The frictional member 63 of the first clutch (C-1) and the frictional member 73 of the third clutch (C-3) are aligned in the outer position of the reduction planetary gear G1. The frictional member 63 of the first clutch (C-1) is structured from a multiple disc frictional element, which is engaged with the hub 74 with a spline engagement at the inner surface, and separator plates, which are engaged with the drum 62 with a spline engagement at the outer surface. Then, the frictional member 63 transmits a torque from the hub 74 as the input side member to the drum 62 as the output side member when the frictional member 63 is engaged by pinching with a backing plate fixed on an end of the drum 62 and the piston 61, which is slidden out from the cylinder 60 by applying the hydraulic pressure to the hydraulic servo 6. The frictional member 73 of the third clutch (C-3) is structured from a multiple disc frictional element, which is engaged with the hub 74 with a spline engagement at the inner surface, and separator plates, which are engaged with the drum 72 with a spline engagement at the outer surface. Then, the frictional member 73 transmits a torque from the hub 74 as the input side member to the drum 72 as the output side member when the frictional member 73 is engaged by pinching with a backing plate fixed on an end of the drum 72 and the piston 71, which is slidden out from the cylinder 70 by applying the hydraulic pressure to the hydraulic servo 7. In this structures, the two clutches, which are the first and third clutch (C-1, C-3) transmitting the reduction torque outputted from the reduction planetary gear G1 to the planetary gear set G, are arranged in the position pretty closing to the reduction planetary gear G1. Further, the reduction planetary gear G1 is surrounded by the frictional members 63, 73 arranged in outer position and the hydraulic servos 6, 7 arranged in the both sides. Therefore, the power is transmitted from the reduction planetary gear G1 to the both clutches (C-1, C-3) in the inner area surrounded by those, that is, the power is directly transmitted from the carrier C1 to the common hub 74 of the both clutches without arranging a particular member, and one of the powers from the two clutches is transmitted to the planetary gear set G through the first hydraulic servo 6. Therefore, a number of members, which are needed to be supported on a shaft for transmitting a power and superposed in the axial direction, is reduced by the directly power transmission from the reduction planetary gear G1 to the both clutches (C-1, C-3) and the power transmission using the hydraulic servo 6 of the first clutch. As a result, the axial length of the shift mechanism is shortened, and the high torque transmission member is shortened. Further, a multiple shaft structure, in which a shaft for transmitting a power is arranged in the inner position of the planetary gear set G and which is needed in a complicate arrangement of the input routes of the reduction torque and the non-reduction torque to the planetary gear set G, is avoided by the integration of the transmission routes of the reduction torque. Therefore, the transmission is lightened and compacted. According to the connecting portion of the divided input shaft 11 and the connection between the first clutch (C-1) and the third clutch (C-3) and the planetary gear set G through the clearance between the outer surface of the input shaft and the inner surface of the counter drive gear, the spline connecting portion between the input shaft front half portion 11A and the rear half portion 11B, the spline connecting portion between the extension shaft portion of the sun gear S3 and the extension shaft portion of the cylinder 60, and the spline connecting portion between the extension shaft portion of the sun gear S2 and the power transmission member 14 are arranged in positions which are not radially superposed each other. Therefore, an enlargement, which is occurred by radially superposing the three connecting portions, is prevented, and the structure is compact. On the other hand, the hydraulic servo 5 of the second clutch is arranged in the rear side of the planetary gear set G, that is, in the hindmost position of the shift mechanism, connected to the flange 11b of the input shaft rear half portion 11B at the inner surface, and structured from the cylinder 50 of which a drum 52 is formed at the outer side by increasing a diameter, a piston 51 slidably inserted in the cylinder 50, a cancel plate 55 arranged for canceling a centrifugal pressure, and a return spring 56. The servo pressure is applied/drained to/from this hydraulic servo 5 through a hydraulic path 10t formed in the rear side boss portion 10b. The frictional member 53 of the second clutch (C-2) is structured from a multiple disc frictional element, which is engaged with the hub 54 with a spline engagement at the inner surface, and separator plates, which are engaged with the drum 52 with a spline engagement at the outer surface. The frictional element is engaged with the hub 54 in a position which is the rear side of the outer position of the planetary gear set G and in which the ring gear is not arranged. Then, the frictional member 53 transmits a torque from the drum 52 as the input side member to the hub 54 as the output side member when the frictional member 53 is engaged by pinching with a backing plate fixed on an end of the drum 52 and the piston 51, which is slidden out from the cylinder 50 by applying the hydraulic pressure to the hydraulic servo 5. According to the second clutch (C-2) and the second brake (B-2), the frictional member 53 of the second clutch (C-2), which has a smaller torque capacity than the first and third clutches because the non-reduction torque is transmitted to the frictional member 53, is arranged in the outer position of the planetary gear set G and enlarged for having a large capacity at the frictional member side. Then, a hydraulic servo 9 of the second brake (B-2) is arranged in the outer position of the hydraulic servo 5, which is downsized because the frictional member has the large capacity, of the second clutch. Therefore, the both hydraulic servos are arranged by effectively using a space in the radial direction. As a result, the axial length of the transmission is further shortened. Next, the first brake (B-1) is a band brake. The brake band 83 of the band brake constricts the outer surface of the drum 72 of the third clutch (C-3) as an engagement surface. Therefore, the first brake is arranged without axial space and the radial size of the transmission is barely increased. The hydraulic servo of the band brake is arranged in an axial position, which is same with the axial position of the brake band 83, and extended to the tangent direction of the drum 72. Then, the hydraulic servo is omitted to illustrate in the figures. Thus, the clutch drum 72, which supports the frictional member 73 of the third clutch arranged in the outer position of the reduction planetary gear G1, is the drum of the first brake and the supporting portion 72a for the drum is arranged in a radial position of the sun gear S1 of the reduction planetary gear G1 so that a radial space for a brake drum and an axial space for supporting the drum are reduced. Therefore, the diameter and the axial length of the transmission are shortened. Further, the drum, which is constricted by the band 83, is supported on the front boss portion 10a of the case in the inner position of the constricting portion so that a steady brake performance is achieved by using the clutch drum. The second brake (B-2) is a multiple disc type as same as the each clutch. The frictional member 93 of the second brake is arranged in the front position of the outer position of the planetary gear set G. The hydraulic servo of the second brake is arranged on the rear end wall portion 10e of the case 10 in the outer position of the hydraulic servo 5 of the second clutch and possible to push the frictional member 93 of the second brake through the outer position of the frictional member 53 of the second clutch. The second brake is axially aligned with the one-way clutch (F-1). The hydraulic servo 9 of the second brake (B-2) is formed by inserting a piston 91 into the rear end wall portion 10e of the transmission case 10. Then, the cylinder is integrated with the case 10. In further detail, the outer peripheries of the separator plates of the frictional member 93 are engaged with the surrounding wall portion 10f of the case 10 with a spline engagement, and the inner peripheries of the frictional discs are engaged with a brake hub integrated with the clutch hub 54 with a spline engagement. Further, the hydraulic servo 9 is structured from the cylinder and the cylindrical piston 91 inserted into the cylinder. The cylinder is structured from the surrounding wall portion 10f, rear end wall portion 10e and a cylindrical wall 10e' axially extended from the rear end wall portion 10e of the case 10. The extension portion of the piston 91 goes through the outer position of the drum 52 of the second clutch and is faced to the frictional member 93. A return spring 96 and the receiving member 96' are arranged in the trough portion 10g' of the spline 10g supporting the frictional member 93 of the second brake (B-2). Thus, the return spring 96 and the receiving member 96' are arranged in the trough portion 10g' of the spline 10g of the case 10 so that a substantial arrangement space for the return spring 96 is not needed. Therefore, the diameter of the transmission case is decreased. Next, according to the support of the counter drive gear 19, the gear 19 is supported through a bearing 12 on a boss portion 10h extended to the rear side from inner portion of the support 10C structuring the supporting member. As shown in Fig. 5, a step portion is formed on the approximately intermediate portion of the case mainframe 10B by barely increasing the diameter, and the outer side of the support 10C is fixed with bolts on the end surface of the spline formed on the step portion. The shift mechanism is arranged on the input shaft 11 as mentioned above. As shown in Fig. 5, a differential drive pinion gear 22, which is engaged with a differential ring gear 31 of a differential unit 3, is arranged on the front end portion of the counter shaft 20. The differential drive pinion gear 22 is arranged in the radial position of the front end wall 10A in which a part of the oil pump body has a notch. According to the arrangement of the differential drive pinion gear 22 on the front portion, the front side of the counter shaft 20 is supported through a bearing on the case mainframe 10B at a position adjoining to the differential drive pinion gear 22. Then, according to this positional relationship, the hydraulic servo 7 of the third clutch (C-3) is arranged in a radial position of the differential ring gear 31. A portion of the frictional member 73 of the third clutch, which is arranged in the outer position of the reduction planetary gear G1, is arranged in an axial position of a portion of the differential ring gear 31. In this arrangement, the differential drive pinion gear 22 is arranged in the front side as possible so that the differential ring gear 31 and the frictional member 73 of the third clutch are not superposed in the radial direction with each other. Therefore, the limitation of the radial size of the frictional member 73 is reduced so that the needed capacity is maintained. Further, even if the hydraulic servo 7 of the third clutch is downsized because of shortening the clearance between the axis or an interference with the differential ring gear 31 of which the diameter is increased, an enough clutch capacity is maintained. As a result, in this structure, in case a constant clearance is maintained between the input shaft 11 and the differential shaft 30, a degree of freedom for setting the differential ratio is increased by increasing a degree of freedom for selecting the diameter of the differential ring gear, further, it is easy to shorten the clearance between the axis. Next, Fig. 8 illustrates the second embodiment, in which the each element arrangement is substantially same with the first embodiment and only the counter drive gear is moved to the hindmost position of the transmission, with a simplified cross sectional view. In this embodiment, the hydraulic servo 5 of the second clutch is supported on the outer surface of the input shaft front half portion 11B, and the counter drive gear 19 is supported on a second rear side boss portion 10b' having large diameter of the case mainframe 10B. Further, the cylinder of the hydraulic servo 9 of the second brake is formed on a step portion of the case mainframe 10B. In this second embodiment, the hydraulic servo 5 of the second clutch is supported on the input shaft rear half portion 11B. Therefore, the structure of the shaft hydraulic path in the input shaft is changed for applying the servo pressure to the hydraulic servo 5. That is, the shaft hydraulic path in the input shaft rear half portion 11B is divided to back and forth. A shaft hydraulic path 11s' in the front side is connected to the transmission case hydraulic path at the front boss portion as same as the first embodiment. A shaft hydraulic path 11s'' in the rear side is connected to the case hydraulic path 10t which is formed in the rear end wall portion 10e side of the transmission case main frame 10B. A seal ring 11u is arranged between the outer surface of the input shaft rear half portion 11B and the rear boss portion 10b for sealing the servo pressure. In this second embodiment, the axial size of the transmission is reduced by displacing the support 10C. Further, the output side members of the first and third clutches are directly connected to the both elements S2, S3 of the planetary gear set G. Therefore, a high torque transmission route in the output side of the first and third clutches (C-1, C-3) are mostly shortened in addition to the shortening of the high torque transmission route in the input side. Further, in this embodiment, the diameter of the rear end portion of the transmission is reduced by reducing the diameter of the rear end portion of the case main frame 10B according to the diameter of the counter drive gear 19. That is, the diameter of the rear end portion of the transmission, which is liable to interference with vehicle side members when the transmission is mounted on a vehicle, is reduced. Therefore, the transmission mounting characteristic is improved. Further, the shaft hydraulic path 11s'' in the rear side of the input shaft rear half portion 11B is opened at the shaft end, then connected to the case hydraulic path 10t in the rear boss portion 10b. Therefore, an increase of a number of seal rings according to the application of the servo pressure through the input shaft to the hydraulic servo 5 of the second clutch is minimized. Here, in case the hydraulic paths are connected at the outer surface of the shaft, a pair of seal rings arranged in back and forth of the hydraulic path connecting portion is needed. Fig. 9 illustrates the third embodiment, in which the each element arrangement is substantially same with the first embodiment and the counter drive gear 19 is arranged between the planetary gear set G and the second clutch (C-2), with a simplified cross sectional view. In this embodiment, the counter drive gear 19 is supported on a boss portion 10h. The boss portion 10h is extended to the front side from a support 10C fixed on the surround wall 10f of the case mainframe 10B. The counter drive gear 19 is arranged between the planetary gear set G and the second clutch (C-2), the hub 54 of the second clutch is extended to the front side along with the input shaft 11, the shaft supporting portion of the carrier C2 (C3) of the planetary gear set G is extended to the rear side along with the input shaft 11, and these axial extension portions are connected with a spline engagement in the inner position of the support 10C supporting the counter drive gear 19. The hydraulic servo 9 of the brake (B-2) comprises an independent cylinder 90 fixed on the surround wall 10f of the case mainframe 10B. In this case, the positions of the brake (B-2) and the one-way clutch (F-1) are exchanged, the ring gear R2 of the planetary gear set G is moved to a radial position of the small sun gear S3, and the cylinder 90 is arranged in a radial position of the planetary gear set G in which the ring gear is not arranged. In the third embodiment, the second clutch (C-2) having small load torque is positioned in the hindmost position, and the elements having large load torque are integrally arranged in relatively front side. Therefore, it is easy to maintain the rigidity of the whole transmission. Further, the relationship of the hydraulic pressure application is same with the first embodiment. Therefore, a sliding resistance occurred by seal rings is reduced comparing with the second embodiment. Fig. 10 is a cross sectional view simply illustrating the fourth embodiment in which the counter drive gear 19 is arranged in the hindmost portion as same as the second embodiment and the second clutch (C-2) is arranged between the planetary gear set G and the first clutch (C-1). This embodiment is different from the aforementioned each embodiment. The input shaft front half portion 11A and the rear half portion 11B are rotatable with each other, and the front end of the input shaft rear half portion 11B is supported through a bearing by the front half portion 11A. The hydraulic servo 5 of the second clutch (C-2) is arranged on the rear end portion of the input shaft front half portion 11A. The cylinder 50 of the hydraulic servo 5 is structured from the outer surface of the input shaft front half portion 11A and a plate member having the similar cross sectional shape with the cylinder 60 of the first clutch and fixed on the outer surface. The clutch drum 52 is connected to the outer portion of the cylinder 50. The piston 51 of the hydraulic servo 5 has the similar cross sectional shape with the piston 61 of the first clutch. The clutch hub 54 engaged with the inner portion of the frictional member 53 is connected to the front end portion of the input shaft rear half portion 11B. The carrier C2 of the planetary gear set G is connected to the rear end portion of the input shaft rear half portion 11B. A shaft hydraulic path 11p' for applying the servo pressure to the second clutch is formed in the input shaft front half portion 11A in parallel with the shaft hydraulic path 11p for applying the servo pressure to the first clutch. In this embodiment, the hydraulic servo 5 of the second clutch (C-2) is arranged on the shaft so that the pressure receiving area is radially enlarged to the inner direction. Further, only the output side members of the first and third clutches are extended in the radial outer space of the second clutch so that the limitation of the size is alleviated. Therefore, in this embodiment, the capacity of the hydraulic servo 5 of the second clutch (C-2) is obtained by enlarging the pressure receiving area to the inner direction, and a number of the structural elements is reduced by increasing the diameter of the frictional member 53. As a result, the axial size of the second clutch is reduced. The axial size of the transmission is pretty reduced as shown by comparing the figure of this embodiment and the figures of the aforementioned embodiments which have same reduction rate. The first and third clutches (C-1, C-3) and the reduction planetary gear G1, which are generically shown as a large torque transmission group, are arranged in the engine connecting side of the transmission in the aforementioned embodiments. These are able to be arranged in the rear end portion of the transmission during the structures and the connection relationship are maintained. Fig. 11 illustrates the fifth embodiment thus structured with a simplified cross sectional view. In this embodiment, the order of the positions of the planetary gear set G, reduction planetary gear set G1, the three clutches (C-1 through C-3) and the counter drive gear 19 is reversed against the first embodiment. In this structure, the sun gear S1 of the reduction planetary gear G1 is fixed on the rear side boss portion 10b extended from the case mainframe 10B. The hydraulic servo 7 of the third clutch is supported on the rear side boss portion 10b. The hydraulic servo 6 of the first clutch is supported on the input shaft rear half portion 11B. The hydraulic servo 5 of the second clutch is supported on the front boss portion 10a. The hydraulic servo 9 of the brake comprises an independent cylinder 90 fixed on the surround wall 10f of the case mainframe. The second clutch (C-2) has small torque transmission capacity because the second clutch does not transmit the reduction torque. Therefore, the diameter of the frictional member 53 of the second clutch is able to be reduced. In the fifth example, the second clutch, which has such the small diameter, is positioned in the mostly front side. Therefore, an interference between the frictional member 53 and the differential ring gear 31 is reduced, then, a degree of freedom for setting the clearance between the main axis X and the differential axis Z shown in Fig. 1 is increased. It is noted that the clearance is affected by the differential gear ratio. The further detail of this point will be described. The clutch (C-2), which directly transmits the rotation of the input shaft 11 to the carrier C2 (C3), is not engaged in the forward first through third speeds and the reverse speed as mentioned before. Therefore, this clutch does not receive a stole torque, which is amplified from the engine torque transmitted from the torque converter 4, in a vehicle stop state. Further, in comparison with the other clutches (C-1, C-3) in the velocity diagram of Fig. 4, the clutch (C-2) does not receive the amplification torque amplified by the deceleration. Therefore, the clutch (C-2) is able to be structured to have a smaller torque capacity comparing with the other clutches. It is noted that the torque capacity is set by a diameter of the clutch and a number of the frictional member. Therefore, in the axial positional relationship shown in Fig. 2, the diameter of the differential ring gear 31 able to be increased by reducing the diameter of the clutch in the constant clearance between the main axis X and the differential axis Z. In the structure, in which high torque transmission members are arranged in the rear end portion of the transmission mentioned above, the positions of the remained elements are able to be moved similarly with the aforementioned each transformed embodiment. Fig. 12 illustrates the sixth embodiment, in which the counter drive gear 19 is arrange between the planetary gear set G and the second clutch (C-2), with a simplified cross sectional view. In this embodiment, the counter drive gear 19 is positioned in the small sun gear S3 side. Therefore, the ring gear R3 of the planetary gear set G is arranged in the small sun gear S3 side with the same reason with the case of the fifth embodiment. According to that, the positional relationship between the second brake (B-2) and the one-way clutch (F-1) is reversed from the fifth embodiment. In this sixth embodiment, the transmission route of the reduction torque is shorter than the fifth embodiment because the transmission route is not extended in the inner space of the support wall 10C. Further, the counter drive gear 19 is closed to the differential drive pinion gear 22, which is shown in Fig. 1, so that the axial length of the counter shaft 20 supporting the counter driven gear 21 and the differential drive pinion gear 22 is shortened and the weight of the shaft is lightened. Next, Fig. 13 is a cross sectional view simply illustrating the seventh embodiment in which the positions of the second clutch (C-2) and the counter drive gear 19 are exchanged comparing with the sixth embodiment. In this embodiment, the counter drive gear 19 is directly supported on the front boss portion 10a of the transmission case, and the hydraulic servo 5 of the second clutch (C-2) is supported on the input shaft front half portion 11A. Especially, in this embodiment, the shaft hydraulic path for applying the servo pressure to the second clutch (C-2) and the shaft hydraulic path for applying the lubrication pressure are arranged in parallel with each other in the front portion of the shaft half portion. Therefore, the shaft front half portion 11A is structured by integrating two members for an accommodation for processing. Thus, the structure, in which the counter drive gear 19 is arranged in the mostly front portion of the shift mechanism, is adequate for a transaxle in which the second axis shown in Fig. 1 is an idler shaft and a rotation is not decelerated at the second axis. In this embodiment, the counter gear 19 is supported on the case front end wall 10A so that the support is not needed to arrange on the case mainframe 10B. Further, a gear noise is reduced by arranging the counter drive gear 19 occurring a gear noise in the mostly front position of the transmission, in which it is tough to occur the noise, comparing the second and fourth embodiments, in which the counter gear 19 is supported on the case 10, illustrated in Fig. 8 and Fig. 10. Fig. 14 is a cross sectional view simply illustrating the eighth embodiment in which the same mindset with the fourth embodiment is applied to a structure arranging the high torque transmission members in the rear end portion of the transmission. In this embodiment, the all arrangements are reversed from the fourth embodiment. This structure is adequate for a transaxle in which the second axis is an idler shaft as same as the seventh embodiment. Especially, in this embodiment, the planetary gear set G and the counter drive gear 19, which are heavy elements, are intensively arranged in the front side so that the rigidity of the transmission is improved. Fig. 15 is a cross sectional view simply illustrating the ninth embodiment in which the positions of the planetary gear set G and the counter drive gear 19 are exchanged. In this embodiment, the counter drive gear 19 is supported by the support 10C in the same way with the fifth embodiment. The hydraulic servo 9 of the second brake (B-2) is built in the front end wall 10A of the transmission case. In this embodiment, the planetary gear set G and the counter drive gear 19, which are heavy elements, are intensively arranged in the front side so that the rigidity of the transmission is improved. In the aforementioned each embodiment, the invention is applied to a transaxle. But the invention is possible to apply to a parallel type transmission for a front engine/rear drive (FR) vehicle. Fig. 16 through Fig. 19 illustrate the tenth embodiment. The shift mechanism in this embodiment is substantially same with the aforementioned each embodiment. However, there are two difference according to being the parallel type transmission. The first difference is that one-way clutch is arranged in parallel with the first brake (B-1) in similar way of the arrangement of the one-way clutch (F-1) in parallel with the second brake (B-2) in the aforementioned embodiments for simplifying the hydraulic control in the shift transition state, especially in the clutch to clutch shift. The second difference is that the ring gear R2 as the output element is connected to the output shaft coaxially arranged with the input shaft 11. According to the additions of thus structural elements, the appellations of the second brake and the one-way clutch are changed from the aforementioned each embodiment. Therefore, it is formally described from the gear train for preventing a confusion. Fig. 16 illustrates the gear train of the tenth embodiment with a schematic diagram. In reference to Fig. 16, in this automatic transmission, a torque converter 4, which is connected to an engine not shown, having a lock clutch is arranged in the mostly front portion of the mechanism, and a shift mechanism establishing forward six speeds and one reverse speed is arranged in the rear side of that. The torque converter comprises a pump impeller 41, a turbine runner 42, a stator 43 arranged between them, a one-way clutch 44 rotatably engaging the stator 43 in one direction with a transmission case 10, and a stator shaft 45 fixing the inner race of the one-way clutch on the transmission case 10. A planetary gear set G mainly structuring the shift mechanism, as same with the aforementioned embodiments, is structured from a ravegneaux type gear set which comprises a pair of sun gears S2, S3 having different diameters, a carrier C2 (C3) supporting a pair of pinion gears P2, P3 which are engaged with each other, of which one is engaged with the large sun gear S2 and the ring gear R3 and the other is engaged with the small sun gear S3. A reduction planetary gear G1, similarly, is structured from a simple planetary gear in which a ring gear R1 as an input element is connected to the input shaft 11, a carrier C1 as an output element is connected through a first clutch (C-1) to the small sun gear S3 and through a third clutch (C-3) to the large sun gear S2, and a sun gear S1 as a stationary element receiving a reaction force is fixed on the transmission case 10. An engagement table in Fig. 17 shows a relationship between the engagement/disengagement of the each clutch, brake and one-way clutch and the established gear stages in this automatic transmission. In the table, a symbol ○ means engagement, a blank means disengagement, a symbol Δ means engagement for achieving engine brake, and a symbol  means engagement which does not directly affect to establish the gear stage. Further, Fig. 18 shows a relationship between the gear stages established by engagement of the each clutch and brake and the rotation speed ratio of the each shift element in the gear stage. It should be noted that a symbol  means engagement in this table. As shown in the both figures, a first speed (1ST) is established by engagement of the clutch (C-1) and the brake (B-3). It should be noted that, in this embodiment, as shown in the operational table, the automatic engagement of the one-way clutch (F-2) is used instead of engagement of the brake (B-3). A reason for using this engagement and a reason that this engagement is equivalent to engagement of the brake (B-3) are same with the reasons which had been already described with the relationship between the brake (B-2) and the one-way clutch (F-1) in the aforementioned embodiment. In the first ratio, the decelerated rotation, which is decelerated from the rotation of the input shaft 11 through the reduction planetary gear G1, is inputted to the small sun gear S3 through the clutch (C-1), the carrier C3, which is engaged with the transmission case 10 by engagement of the one-way clutch (F-2), acts as a reaction element, and the decelerated rotation of the ring gear R3 having the largest reduction ratio is outputted to the output shaft 19A. Next, a second speed (2ND) is established by engagement of the clutch (C-1), engagements of the one-way clutch (F-1) and the brake (B-2), which is engaged for validating the engagement of the one-way clutch (F-1), which are equivalent to engagement of the brake (B-1). It should be noted that the reason of that the engagements of the one-way clutch (F-1) and the brake (B-2) are equivalent to the engagement of the brake (B-1) will be mentioned later. In this case, the decelerated rotation, which is decelerated from the rotation of the input shaft 11 through the reduction planetary gear G1, is inputted to the small sun gear S3 through the clutch C-1, the large sun gear S2, which is engaged with the transmission case 10 by engagements of the brake (B-2) and the one-way clutch (F-1), acts as a reaction element, and the decelerated rotation of the ring gear R3 is outputted to the output shaft 19A. The reduction ratio in this case is less than the reduction ratio in the first speed (1ST) as shown in Fig. 18. Further, a third speed (3RD) is established by concurrently engagements of the clutch (C-1) and the clutch (C-3). In this case, the decelerated rotation, which is decelerated from the rotation of the input shaft 11 through the reduction planetary gear G1, is concurrently inputted to the large sun gear S2 and the small sun gear S3 through the clutch (C-1) and the clutch (C-3) so that the planetary gear set G is in the directly connected state, the rotation of the ring gear R3, which is same with the input rotation inputted to the both sun gears, is outputted to the output shaft 19A as the rotation decelerated from the rotation of the input shaft 11. Further, a fourth speed (4TH) is established by concurrently engagements of the clutch (C-1) and the clutch (C-2). In this case, the decelerated rotation, which is decelerated from the rotation of the input shaft 11 through the reduction planetary gear G1, is inputted to the small sun gear S3 through the clutch (C-1) on one side, the rotation, which is not reduced and inputted from the input shaft 11 through the clutch (C-2), is inputted to the carrier C3 on the other side, and the middle rotation between the two input rotations, which is the rotation of the ring gear R3 barely decelerated from the rotation of the input shaft 11, is outputted to the output shaft 19A. Next, a fifth speed (5TH) is established by concurrently engagements of the clutch (C-2) and the clutch (C-3). In this case, the decelerated rotation, which is decelerated from the rotation of the input shaft 11 through the reduction planetary gear G1, is inputted to the small sun gear S2 through the clutch (C-3) on one side, the non-decelerated rotation, which is not reduced and inputted from the input shaft 11 through the clutch (C-2), is inputted to the carrier C2 on the other side, and the rotation, which is barely accelerated from the rotation of the input shaft 11, of the ring gear R3 is outputted to the output shaft 19A. Then, a sixth speed (6TH) is established by engagement of the clutch (C-2) and the brake (B-1). In this case, the non-decelerated rotation from the input shaft 11, which is not reduced, is inputted to only the carrier C2 through the clutch (C-2), the sun gear S2, which is engaged with the transmission case by engagement of the brake (B-1), acts as a reaction element, and the rotation of the ring gear R3, which is further accelerated, is outputted to the output shaft 19A. A reverse speed (REV) is established by engagements of the clutch (C-3) and the brake (B-3). In this case, the decelerated rotation, which is decelerated from the rotation of the input shaft 11 through the reduction planetary gear G1, is inputted to the sun gear S2 through the clutch (C-3), the carrier C2, which is engaged with the transmission case 10 by engagement of the brake (B-3), acts as a reaction element, and the rotation of the ring gear R3, which is a reverse rotation, is outputted to the output shaft 19A. The relationship between the one-way clutch (F-1) and the both brakes (B-1, B-2) mentioned above will be described. In this case, the engagement direction of the one-way clutch (F-1) connected to the sun gear S2 is set as the same direction in which the sun gear S2 supports the reaction torque in the second speed so that the one-way clutch (F-1) performs substantially equivalent function with the engagement of the brake (B-1). The function of the sun gear S2 is different from the function of the carrier C2 (C3). That is, the sun gear S2 is engaged with the case 10 for achieving the engine brake in the second speed and for establishing the sixth speed. Therefore, the brake (B-1) is needed. Further, as shown in the velocity diagram in Fig. 18, the sun gear S2 rotates in reverse direction against the input rotation direction in the first speed (1ST), but rotates in same direction with the input rotation direction in the gear stages higher than the third speed. Therefore, the one-way clutch (F-1) is not able to directly connect to a stationary member. Therefore, the one-way clutch (F-1) and the brake (B-2) are arranged in series so that the engagement state of the one-way clutch (F-1) is effectively operated. As shown with the clearance in the up/down direction between symbols ○ which show the speed ratios of the ring gear R2, R3 on the velocity diagram in Fig. 18, the each gear stage thus established has a proper speed step having a relatively equivalent interval to the each gear stage. This relationship is shown with gear ratios and steps between gear ratios in Fig. 17 by specifically setting values and quantitatively showing. The gear ratio in this case is a value in case a teeth number ratio λ 1 between the sun gear S1 and the ring gear R1 of the reduction planetary gear G1 equals to 0.556, a teeth number ratio λ2 between the sun gear S2 of the large sun gear side and the ring gear R2 (R3) of the planetary gear set G equals to 0.458, and a teeth number ratio λ3 between the sun gear S3 of the small sun gear side and the ring gear R3 equals to 0.375, the width of the gear ratios is equals to 6.049. Next, Fig. 19 illustrates the further detail structures of the automatic transmission with across sectional view. The each structural element, which is described before with reference to the schematic diagram, is putted the same reference numeral or notation and the description is omitted. Detail portions, which are not able to be shown in the schematic diagram, will be described as follows. The input shaft 11 is divided to a shaft front half portion 11A and a shaft rear half portion 11B for an accommodation for processing, and the two shafts are integrally connected with each other by closely engaging with spline engagement. The front end portion having small diameter of the input shaft 11 is connected to the turbine runner 42 of the torque converter 4 and the front portion having large diameter of the input shaft 11 is rotatably supported through the stator shaft 45 by a front boss portion 10a of a front end wall 10A structured from an oil pump cover of the transmission case 10. The rear end portion having small diameter of the input shaft rear half portion 11B is inserted in a trough portion 19a of the output shaft 19A and rotatably supported through the output shaft 19A by a rear end wall portion 10e of the transmission case 10. The input portion to the reduction planetary gear is a flange portion of the input shaft front half portion 11A, and the flange is connected to the ring gear R1. A shaft hydraulic path 11p for applying a line pressure connected to a hydraulic path formed in the front boss portion 10a and a shaft hydraulic path 11r for applying a lubrication oil are formed in the input shaft front half portion 11A. The axial end portion of the shaft hydraulic path 11p is shut and the shaft hydraulic path 11p is connected to the hydraulic servo 6 of the first clutch with a radial hydraulic path. The axial end portion of the shaft hydraulic path 11r for applying the lubrication oil is opened and connected to a shaft hydraulic path 11s for applying a lubrication oil formed in the input shaft rear half portion 11B. The shaft hydraulic path 11s for applying the lubrication oil formed in the input shaft rear half portion 11B is ended at the portion closed to the rear end portion of the shaft and separated from a shaft hydraulic path 11t for applying the line pressure formed in the rear end portion of the shaft. The output shaft 19A is rotatably supported through a roller bearing by a rear end wall portion 10e of the transmission case at the front end portion and through a ball bearing by a hindmost position of the transmission case 10 at the rear end portion. A connecting portion to the output element of the planetary gear set G is a flange of the input shaft rear half portion 11B, and the flange is connected through a member shaped a drum to the ring gear R3. A shaft hydraulic path for applying the line pressure, which is connected to a hydraulic path formed in the rear portion of the transmission case 10, is structured from the trough portion 19a, and the shaft hydraulic path is connected through the shaft hydraulic path 11t formed in the rear end portion of the input shaft rear half portion 11B inserted in the trough portion 19a to the hydraulic servo 5 of the second clutch (C-2). The planetary gear set G is arranged on the axial middle portion of the input shaft rear half portion 11B. the sun gear S3 is rotatably supported on the input shaft rear half portion 11B, further, the sun gear S2 is rotatably supported on the sun gear S3. The carriers C2, C3 supporting the pinions P2, P3 are integrated. The front end portion of the carriers is rotatably supported on the sun gear S2, and the rear end portion is rotatably supported on the input shaft rear end portion 11B. The reduction planetary gear G1 is arranged on the axial middle portion of the large diameter portion of the input shaft front half portion 11A. the sun gear S1 is fixed on the rear end of the stator shaft 45 as the front boss portion 10a of the transmission case 10, with a spline engagement. The carrier C1 of the reduction planetary gear G1 is supported on the boss portion 10a structured from the oil pump cover at one side. The cylinder 60 of the first clutch (C-1) is rotatably supported on the input shaft front half portion 11A and connected through the hub 74 of the third clutch (C-3) to the carrier C1 of the reduction planetary gear G1. The frictional member 63 of the clutch (C-1) is structured from a multiple frictional member and a separator plate. The separator plate is engaged and supported on the inner surface of the drum 62, and the frictional element is engaged and supported on the outer surface of the hub 64. That is, the frictional member 63 is arranged between the drum 62 and the hub 64. The inner side of the hub 64 is connected to the sun gear S3. The hydraulic servo 6 of the clutch (C-1) is structured from the cylinder 60, which is the inner side surface of the drum 62, a piston 61 axially slidably inserted in the cylinder 60, a cancel plate axially fixed in the drum 62, and a return spring arranged between the piston 61 and the cancel plate. The drum 72 of the third clutch (C-3) is connected to the inner race of the one-way clutch (F-1). The front end portion of the drum 72 is rotatably supported on the front boss portion 10a of the transmission case 10, and the rear end portion is connected through a power transmission member shaped as a drum to the sun gear S2. The frictional member 73 of the clutch (C-3) is structured from a multiple frictional member and a separator plate. The separator plate is engaged and supported on the inner surface of the drum 72, and the frictional element is engaged and supported on the outer surface of the hub 74. That is, the frictional member 63 is arranged between the drum 72 and the hub 74. The rear end of the hub 74 is fixed to the drum 62 of the first clutch (C-1). The hydraulic servo 7 of the clutch (C-3) is structured from the cylinder 70 integrated with the drum 72, a piston 71 axially slidably inserted in the cylinder 70, a cancel plate axially fixed on the inner side of the cylinder 70, and a return spring arranged between the piston 71 and the cancel plate. The drum 52 of the second clutch (C-2) is fixed to and supported on the flange of the input shaft rear half portion 11B at one side. The frictional member 53 of the clutch (C-2) is structured from a multiple frictional member and a separator plate. The separator plate is engaged and supported on the inner surface of the drum 52, and the frictional element is engaged and supported on the outer surface of the hub 54. That is, the frictional member 53 is arranged between the drum 52 and the hub 54. The front end of the hub 54 is fixed and supported to the carrier C3 of the planetary gear set G at one side. The hydraulic servo 5 of the clutch (C-2) is structured from the cylinder 50 having the outer surface of the input shaft 11 as the portion of the cylinder 50 and integrated with the drum 52, a piston 51 axially slidably inserted in the cylinder 50, a cancel plate axially fixed on the input shaft rear half portion 11B, and a return spring arranged between the piston 51 and the cancel plate. The first brake (B-1) is a band brake having a band 83 engaged with the outer surface of the drum 72 of the third clutch (C-3). A hydraulic servo of this brake is omitted in the figure. The second brake (B-3) is a multi-disc brake having a frictional member 93 structured from a multiple frictional element and separator plate. The separator plate is engaged and supported on the inner surface of the transmission case 10, and the frictional element is engaged and supported on a hub 94 fixed to the carrier C2. A hydraulic servo 9 of the brake (B-3) is structured from a cylinder formed in the rear end wall portion 10e of the transmission case mainframe 10B, a piston 91 slidably inserted in the cylinder, and a return spring axially fixed to the rear end wall portion of the transmission case and accessing to the piston 91. The extending portion, which is extended toward the frictional member 93 along with the surrounding wall 10f of the case, of the piston 91 is engaged with a spline 10g of the case surrounding wall 10f. The frictional member 93 of the brake (B-3) is arranged in the outer radial position of the large sun gear S2 of the planetary gear set G. The inner race of the one-way clutch (F-1) is fixed to the cylinder 70 of the third clutch (C-3), the outer race is integrated with the hub of the brake (B-2). The one-way clutch (F-1) is arranged in the front position of the third clutch (C-3), that is, in the mostly front portion of the shift mechanism. The brake (B-2), which engages the outer race with the transmission case 10, is a multi-disc brake having a frictional member structured from a multiple frictional element and separator plate. The frictional element is engaged and supported on the outer race, and the separator plate is engaged and supported with the inner spline of the transmission case 10. A hydraulic servo of the brake (B-2) is structured from a cylinder formed in the front end wall 10A of the transmission case 10, a piston slidably inserted in the cylinder, and a return spring axially fixed to the front end wall of the transmission case 10 and accessing to the piston. The inner race of the one-way clutch (F-2) is connected to the front end portion of the carrier C2 with a spline, and the outer race is engaged with a spline 10g of the inner surface of the transmission case 10. The one-way clutch (F-2) is arranged between the frictional member 63 of the first clutch (C-1) and the planetary gear set G. In this tenth embodiment, as aforementioned, the hydraulic servo 6 of the first clutch (C-1) is arranged in order that the cylinder 60 is opened to the opposite side of the reduction planetary gear G1 and connected to the clutch drum 62 of the first clutch at the outer portion, and the clutch drum 62 is connected to the carrier C1 of the reduction planetary gear G1. Therefore, the high torque is transmitted from the clutch hub 64 to the drum 62 at the outer side without providing the high torque load to the hydraulic servo 6, which is connected to the inner side of the drum 62, of the first clutch (C-1) as same as the third clutch. As a result, the cylinder 60 of the hydraulic servo 6 in the inner side is possible to be thin for reducing the weight and the size of the transmission. The third clutch (C-3) is arranged in the front position of the reduction planetary gear G1. The cylinder 70 structuring the hydraulic servo 7 of the clutch is supported on the front boss portion 10a extended from the transmission front end wall 10A. The hydraulic pressure application path to the hydraulic servo 7 is formed in the front boss portion 10a. The sun gear S1 of the reduction planetary gear G1 is fixed to the front boss portion 10a, the ring gear R1 is connected to the input shaft 11 at the rear side, and the output from the carrier C1 is transmitted to the front side of the reduction planetary gear G1. Therefore, a support member for fixing the sun gear is not needed by using the front boss portion 10a, which is used for supporting the clutch drum 72 and applying the hydraulic pressure, as the member for fixing the sun gear S1. As a result, the compact transmission is structured. Further, the stator shaft 45 is extended, and the sun gear S1 of the reduction planetary gear G1 is fixed to an end of the stator shaft as the front boss portion 10a. Therefore, the sun gear S1 is downsized, then, whole of the reduction planetary gear is downsized. Further, by the downsizing, the reduction planetary gear G1 is able to be arranged in the inner position of the frictional member 73 of the third clutch (C-3). Then, the axial size of the transmission is shortened. The reduction planetary gear G1 is arranged between the hydraulic servos 6, 7 of the first and third clutches. The cylinder 70 structuring one of the hydraulic servos is rotatably supported on the front boss portion. The cylinder 60 structuring the other hydraulic servo is rotatably supported on the input shaft 11. Therefore, comparing with a case in which the hydraulic servo is supported on the front boss portion 10a of the transmission case 10, the pressure receiving area of the piston 61 is able to be enlarged because the diameter of the support portion is small. As a result, it is easy to obtain the torque capacity. A particular effect occurred by applying the structure of the invention to the parallel type arrangement is that the diameter of the rear portion of the transmission is reduced and the affect to the vehicle space is reduced because the clutch (C-2), which has a small torque transmission capacity and of which the diameter is small, is arranged in the hindmost position of the shift mechanism. The trough portion 19a faced to the end portion of the input shaft 11 is formed on the output shaft 19A and the output shaft 19A is supported at the rear portion of the automatic transmission. The end portion, which faces to the front end portion of the output shaft 19A, of the input shaft 11 is inserted and supported in the trough portion 19a of the output shaft. The hydraulic pressure application path to the hydraulic servo 5 of the second clutch C-2 is formed from the output shaft 19A through the rear end portion of the input shaft 11. The lubrication oil application path 10s for lubricating the inside of the automatic transmission is formed in the front side of the rear end portion in which the application path 11t is formed. Therefore, the diameter of the rear end portion of the input shaft 11 inserted in the trough portion 19a of the output shaft 19A is reduced comparing with a case in which the hydraulic pressure application path and the lubrication oil application path are arranged in parallel in the rear end portion of the input shaft. That is, the diameter of the rear portion, which is inserted in the trough portion 19a of the output shaft 19A for supporting the rear end portion of the input shaft 11, of the input shaft is reduced. As a result, in this structure, the diameter of the rear portion of the automatic transmission is reduced by reducing the diameter of the shaft, and affection against the space in a vehicle is further reduced. Further, the frictional member 93 of the second brake (B-3) is the multi-disc frictional member, and the hydraulic servo 9 of that is arranged in the hindmost position of the transmission. Therefore, the rear end wall portion of the transmission case 10 is used as the hydraulic servo cylinder, and the transmission case is not needed to have a thrust portion which is needed for arranging the hydraulic servo of the band brake. As a result, the space of the vehicle is not reduced. In case the brake is a band brake, the carrier engaged by the band brake receives a force in a certain direction, and this force causes adverse effect to the centering and the support of the planetary gear set and the centering and the support of the input shaft supporting the planetary gear set. Therefore, a bush or a bearing for supporting the input shaft or the planetary gear set or the input shaft itself is needed to become large. However, in this embodiment, the second brake (B-3) is the multi-disc brake so that the compact automatic transmission is structured. Fig. 20 is a cross sectional view simply illustrating the eleventh embodiment in which the connecting relation ship between the reduction planetary gear G1 and the first and third clutches (C-1, C-3) is same with the first through ninth embodiments and the another arrangements are same with the tenth embodiment. In this embodiment, the clutch hub 64 engaged with the inner portion of the frictional member 63 of the first clutch (C-1) is connected through the clutch hub 74 of the third clutch (C-3) to the carrier C1 of the reduction planetary gear G1. The clutch drum 62 engaged with the outer portion of the frictional member 63 of the first clutch is connected to the small sun gear S3 of the planetary gear set G. the hydraulic servo 6 connected to the clutch drum 62 of the first clutch is arranged in order that the cylinder 60 is opened to the reduction planetary gear G1 side. On the basis of the connecting relationship of the both clutches, as aforementioned in the first embodiment, the hydraulic servo cylinder 60 of the first clutch acts as the power transmission member so that a member radially traversing between members is displaced. Therefore, the axial size of the transmission is reduced. An automatic transmission establishing multiple gear stages comprises a reduction planetary gear, at least two clutches transmitting a decelerated rotation transmitted from the reduction planetary gear, and a planetary gear set inputted the decelerated rotation transmitted through the two clutches. The reduction planetary gear and the two clutches are arranged on one side of the planetary gear set and the reduction planetary gear is arranged between the both clutches.

Claims: An automatic transmission for a vehicle comprising: a reduction planetary gear (G1); a first clutch (C-1) and a third clutch (C-3) which transmit a decelerated rotation transmitted through the reduction planetary gear (G1); and a planetary gear set (G) to which the decelerated rotation is input which is transmitted through the first and third clutches (C-1, C-3), and establishing multiple gear ratios; wherein the reduction planetary gear (G1) and the first and third clutches (C-1, C-3), which input the decelerated rotation transmitted through the reduction planetary gear (G1) to two different elements (S2, S3) of the planetary gear set (G), are arranged on one side of the planetary gear set (G), characterized in that the reduction planetary gear (G1) is positioned between a hydraulic servo (6) of the first clutch (C-1) and a hydraulic servo (7) of the third clutch (C-3). The automatic transmission for a vehicle according to claim 1, wherein the hydraulic servos (6, 7) are arranged in axially close position to the reduction planetary gear (G1). The automatic transmission for a vehicle according to claim 1 or 2, wherein a first element (S3) of the planetary gear set (G) is connected to the output side member of the first clutch (C-1), a second element (S2) is connected to an output side member of the third clutch (C-3) and is possible to engage with a transmission case (10) with a first engaging member (B-1), a third element (C2, C3) is connected to an output side member of a second clutch (C-2) which is inputted a non-decelerated rotation, and is possible to engage with a transmission case with a second engaging member (B-2), and a fourth element is connected to an output member. The automatic transmission for a vehicle according to claim 3, wherein one element of the reduction planetary gear (G) is fixed to a boss portion (10a) extended from the transmission case, the hydraulic servo (7) of the third clutch (C-3) is rotatably supported on the boss portion (10a), the hydraulic servo (6) of the first clutch (C-1) is arranged on an input shaft (11), and the third clutch (C-3) and one element (S2) of the planetary gear set (G) are connected with a power transmission member (14) which extends in the radial outer space of the first clutch (C-1). The automatic transmission for a vehicle according to claim 4, wherein an output element of the reduction planetary gear (G1) is directly connected to a clutch hub which is engaged with the inner portion of the frictional member of the third clutch (C-3), the hydraulic servo (7) of the third clutch (C-3) is arranged in order that the cylinder (70) opens to the reduction planetary gear (G1) side and connected to a clutch drum which is engaged with the outer portion of the frictional member of the third clutch (C-3); and the clutch drum is connected through the power transmission member (14) to said one element (S2) of the planetary gear set (G). The automatic transmission for a vehicle according to claim 5, wherein a clutch hub, which is engaged with the inner portion of the frictional member of the first clutch (C-1), is connected to the output element of the reduction planetary gear (G1), a clutch drum, which is engaged with the outer portion of the frictional member of the first clutch (C-1), is connected to one element of the planetary gear set, and the hydraulic servo (6), which is connected to the clutch drum of the first clutch (C-1), is arranged in order that the cylinder opens to the reduction planetary gear side. The automatic transmission for a vehicle according to claim 6, wherein the output element of the reduction planetary gear (G1) is connected to the clutch hub which is engaged with the inner portion of the frictional member of the third clutch (C-3), the frictional member (73) of the third clutch (C-3) is arranged in the radial outer side of the reduction planetary gear (G1), and the clutch hub is further axially extended and connected to the clutch hub which is engaged with the inner portion of the frictional member (53) of the first clutch (C-1). The automatic transmission for a vehicle according to claim 5, wherein the hydraulic servo (6) of the first clutch (C-1) is arranged in order that the cylinder opens to the opposite side of the reduction planetary gear (G1) and connected to the clutch drum of the first clutch (C-1) at the radial outer portion, and the clutch drum of the first clutch (C-1) is connected to the output element of the reduction planetary gear (G1). The automatic transmission for a vehicle according to claim 8, wherein the output element of the reduction planetary gear (G1) is connected to the clutch hub which is engaged with the inner portion of the frictional member (73) of the third clutch (C-3) arranged in the radial outer side of the reduction planetary gear (G1), and the output element is connected to the clutch drum of the first clutch (C-1) at the axially extending position. The automatic transmission for a vehicle according to claim 5, wherein the hydraulic servo connected to the clutch drum of the third clutch (C-3) is supported an the boss portion at the radial position of the reduction planetary gear (G1). The automatic transmission for a vehicle according to claim 4 or 10, wherein the first engaging member is structured from a band brake in which the outer surface of the clutch drum of the third clutch (C-3) is an engaging surface engaged by a band. The automatic transmission for a vehicle according to claim 4, wherein a hydraulic path for applying a hydraulic pressure to the hydraulic servo of the third clutch (C-3) is formed in the boss portion, and a hydraulic path for applying a hydraulic pressure to the hydraulic servo (6) of the first clutch (C-1) is a hydraulic path connected through a shaft hydraulic path formed in the input shaft to a hydraulic path formed in the transmission case. The automatic transmission for a vehicle according to claim 12, wherein the reduction planetary gear (G1), the first clutch (C-1) and the third clutch (C-3) are arranged in the rear portion of the transmission, the shaft hydraulic path is connected to the hydraulic path formed in the transmission case at the rear end portion of the input shaft (11), and a seal ring is arranged between the input shaft and the transmission case for sealing. The automatic transmission for a vehicle according to claim 1 or 2, wherein one element of the reduction planetary gear (G1) is fixed to a boss portion (10) extended from the transmission case, the hydraulic servo of the third clutch (C-3) is rotatably supported on the boss portion, the hydraulic servo of the first clutch (C-1) is arranged on an input shaft, and the third clutch (C-3) and one element of the planetary gear set are connected with a power transmission member which extends in the radial outer space of the first clutch (C-1). The automatic transmission for a vehicle according to claim 14, wherein an output element of the reduction planetary gear (G1) is directly connected to a clutch hub which is engaged with the inner portion of the frictional member of the third clutch (C-3), the hydraulic servo (7) of the third clutch (C-3) is arranged in order that the cylinder opens to the reduction planetary gear side and connected to a clutch drum which is engaged with the outer portion of the frictional member of the third clutch (C-3), and the clutch drum is connected through the power transmission member to said one element of the planetary gear set. The automatic transmission for a vehicle according to claim 15, wherein a clutch hub, which is engaged with the inner portion of the frictional member (63) of the first clutch (C-1), is connected to the output element of the reduction planetary gear (G1), a clutch drum, which is engaged with the outer portion of the frictional member of the first clutch (C-1), is connected to one element of the planetary gear set, and the hydraulic servo, which is connected to the clutch drum of the first clutch (C-1), is arranged in order that the cylinder opens to the reduction planetary gear side. The automatic transmission for a vehicle according to claim 16, wherein the output element of the reduction planetary gear (G1) is connected to the clutch hub which is engaged with the inner portion of the frictional member of the third clutch (C-3), the frictional member of the third clutch (C-3) is arranged in the radial outer side of the reduction planetary gear (G1), and the clutch hub is further axially extended and connected to the clutch hub which is engaged with the inner portion of the frictional member (63) of the first clutch (C-1). The automatic transmission for a vehicle according to claim 15, wherein the hydraulic servo (6) of the first clutch (C-1) is arranged in order that the cylinder opens to the opposite side of the reduction planetary gear (G1) and connected to the clutch drum of the first clutch (C-1) at the radial outer portion, and the clutch drum of the first clutch (C-1) is connected to the output element.of the reduction planetary gear (G1). The automatic transmission for a vehicle according to claim 18, wherein the output element of the reduction planetary gear (G1) is connected to the clutch hub which is engaged with the inner portion of the frictional member of the third clutch (C-3) arranged in the radial outer side of the reduction planetary gear (G1), and the output element is connected to the clutch drum of the first clutch (C-1) at the axially extending position. The automatic transmission for a vehicle according to claim 15, wherein the hydraulic servo connected to the clutch drum of the third clutch (C-3) is supported on the boss portion at the radial position of the reduction planetary gear (G1). The automatic transmission for a vehicle according to claim 14, 15 or 20, wherein the first engaging member is structured from a band brake in which the outer surface of the clutch drum of the third clutch (C-3) is an engaging surface engaged by a band. The automatic transmission for a vehicle according to claim 21, wherein the reduction planetary gear (G1), the first clutch (C-1) and the third clutch (C-3) are arranged in the rear portion of the transmission, the shaft hydraulic path is connected to the hydraulic path formed in the transmission case at the rear end portion of the input shaft (11), and a seal ring is arranged between the input shaft and the transmission case for sealing. The automatic transmission for a vehicle according to claim 1 or 2, wherein each of the first clutch (C-1) and the third clutch (C-3) comprises a frictional member (63, 73).

Inventors: HAYABUCHI MASAHIRO, KASUYA SATORU, KATOU AKITOSHI, KATOU HIROSHI, NISHIDA MASAAKI, TANIGUCHI TAKAO, TSUKAMOTO KAZUMASA, HAYABUCHI, MASAHIRO, KASUYA, SATORU, KATOU, AKITOSHI, KATOU, HIROSHI, NISHIDA, MASAAKI, TANIGUCHI, TAKAO, TSUKAMOTO, KAZUMASA
Applicants: AISIN AW CO, AISIN AW CO., LTD.
Application year: 1999
Main classification: F16H3
IPC codes: F16H3