| Title of Invention | AUTOMATIC TRANSMISSION FOR VEHICLE PROVIDED WITH PLANETARY GEAR MECHANISM |
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| Abstract | An engine brake wherein all gear ratios of an automatic transmission for a vehicle are provided with a plurality of shift units each of which is equipped with a planetary gear mechanism. A transmission is provided with one-way clutches that block the turning in one direction of a sun gear of a planetary gear mechanism and the turning in one direction of a ring gear of a planetary gear mechanism. An output shaft is rotated at an output speed of revolution acquired by shifting an input speed of revolution of an input shaft by the planetary gear mechanisms and that rotates a driving wheel of a vehicle and a one-way clutch that transmits the rotation of the output shaft to the input shaft only when the output speed of revolution exceeds the input speed of revolution. In addition, a transmission mechanism is compactly arranged on the output side provided with an output deriving shaft and a neutral clutch ia an automatic transmission for a vehicle provided with a shift unit having a planetary gear mechanism. |
| Full Text | AUTOMATIC TRANSMISSION FOR VEHICLE PROVIDED WITH PLANETARY GEAR MECHANISM CROSS-REFERENCE TO RELATED APPLICATIONS [0001] The present application claims priority to Japanese Patent Application No. 2009-069030 filed on March 19, 2009 and Japanese Patent Application No. 2009-069031 filed on March 19, 2009 the entire contents of which are hereby incorporated by reference. BACKGROUND OF THE INVENTION Field of the Invention [0002] The present invention relates to an automatic transmission provided with a planetary gear mechanism with the automatic transmission being mounted in a vehicle. Description of Background Art [0003] An automatic transmission for a vehicle is known wherein plural shift units are provided in which each shift unit includes a planetary gear mechanism and a gear ratio control mechanism that controls gear ratio according to the speed of revolution of an input shaft. See, for example, United States Patent No. 5514043; JP-A No. 2001-165250 and JP-A No. 2000-283251. [0004] In the automatic transmission for a vehicle provided with plural planetary gear mechanisms, as a gear ratio control mechanism of each shift unit is provided with a one-way clutch that blocks the turning in one direction of one element gear configuring the planetary gear mechanism and allows the turning in a reverse direction, the one-way clutch allows the turning at gear ratio except gear ratio when each planet gear is directly driven in an engine brake and the engine brake cannot function. [0005] In addition, an automatic transmission for a vehicle is known that is provided with a neutral clutch for transmitting the rotation of an output shaft to an output deriving shaft and for disconnecting the transmission between the output shaft and the output deriving shaft that transmits the rotation of the output shaft to a wheel. See, for example JP-ANo. H11-270641. SUMMARY AND OBJECTS OF THE INVENTION [0006] An embodiment of the present invention is directed to an automatic transmission for a vehicle provided with plural shift units each having a planetary gear mechanism to enable the operation of an engine brake at all speeds with a simple structure. According to an embodiment of the present invention, is to facilitate the attachment/detachment of the one-way clutch for realizing the operation of the engine brake. [0007] According to an embodiment of the present invention, an automatic transmission for a vehicle is provided with an input shaft (20) rotated by a prime mover (E); a shift unit (Ml, M2) equipped with each planetary gear mechanism (PI, P2) having three element gears of a sun gear (30, 130), a carrier (40, 140) that supports a planet gear (41, 141) and a ring gear (50, 150) that supports a planet gear (41, 141) and each gear ratio control mechanism (CI, C2) that controls gear ratio (rl, r2) by each planetary gear mechanism (PI, P2); and an output shaft (23) that is rotated at an output speed of revolution (No) acquired by shifting an input speed of revolution (Ni) of the input shaft (20) by the shift units (Ml, M2) and that rotates a driving wheel (98) of the vehicle, and which has a characteristic that each of the gear ratio control mechanism (CI, C2) is provided with a one-way clutch (80, 180) for a shift that blocks the turning in one direction of each specific element gear (30, 150) out of the respective three element gears and a transmission control member (25) that transmits the rotation of the output shaft (23) to the input shaft (20) only when the output speed of revolution (No) exceeds the input speed of revolution (Ni) is provided between the input shaft (20) and the output shaft (23). [0008] According to an embodiment of the present invention, the input shaft (20) and the planetary gear mechanisms (PI, P2) are rotatably supported by the output shaft (23) provided outside them in a radial direction with an extended-diameter part open in an axial direction being provided to an end (21a) of the input shaft (20) and the transmission control member (25) is a one-way clutch (25) for transmission arranged inside the extended-diameter part in the radial direction. [0009] According to an embodiment of the present invention, in decelerating the vehicle in which the rotation of the driving wheel rotates the input shaft via the output shaft, the rotation of the output shaft is transmitted to the input shaft via the transmission control member bypassing the planetary gear mechanisms. As a result, an engine brake can also function at a gear ratio except a gear ratio at which the transmission is directly driven and accordingly, the engine brake can fiinction at all gear ratios. [0010] According to an embodiment of the present invention, as the one-way clutch which is the transmission control member is provided to the end of the input shaft and in addition, is attached to the extended-diameter part open in the axial direction, the detachment of the one-way clutch is facilitated. [0011] In addition, as a neutral state in which the transmission of power to a wheel is discoimected cannot be acquired because of the structure of the planetary gear mechanism in the automatic transmission for a vehicle provided with the planetary gear mechanism, it is desirable that a neutral clutch for transmitting the power to the wheel and for disconnecting the transmission is provided. [0012] When the transmission is mounted in a plurality of types of vehicles, a further shift to adjust the speed of revolution in inputting rotation acquired in the planetary gear mechanism to the output deriving shaft may be required. [0013] From a viewpoint of miniaturizing the transmission, when the transmission is mounted in a motorcycle as a small-sized vehicle, it is required that the neutral clutch and the output deriving shaft are compactly arranged. [0014] According to an embodiment of the present invention, a transmission mechanism is compactly arranged on the output side provided with an output deriving shaft and a neutral clutch in an automatic transmission for a vehicle provided with a shift unit equipped with a planetary gear mechanism. [0015] According to an embodiment of the present invention, an automatic transmission for a vehicle includes an input shaft (20) rotated by a prime mover (E); shift imits (Ml, M2) equipped with planetary gear mechanisms (PI, P2) and gear ratio control mechanisms (CI, C2) that control each gear ratio (rl, r2) by each planetary gear mechanism (PI, P2); an output shaft (23) rotated at an output speed of revolution (No) acquired by shifting an input speed of revolution (Ni) of the input shaft (20) by the shift units (Ml, M2); and a transmission mechanism (90) on the output side equipped with an output deriving shaft (91) rotated by the output shaft (23), and which has a characteristic that the output shaft (23) is provided with an extended shank (27) axially extending from the shift unit (Ml, M2). The transmission mechanism (90) on the output side is provided with a driving rotor (92) provided to the extended shank (27) in a position in which a space (S2) is formed around the extended shank (27) in an axial predetermined range (W) between the transmission mechanism and the shift unit (Ml, M2). A driven rotor (93) is provided to the output deriving shaft (91) and driven by the driving rotor (92) and a neutral clutch (95) that transmits the turning of the driving rotor (92) to the output deriving shaft (91) and disconnects the transmission. The output deriving shaft (91) is arranged in a position overlapped with the shift unit (M2) in an axial view with the neutral clutch (95) being arranged in the predetermined range (W). [0016] According to an embodiment of the present invention, the planetary gear mechanisms (PI, P2) are the primary planetary gear mechanism (PI) provided with three primary element gears of a sun gear (30), a carrier (40) that supports a planet gear (41) and a ring gear (50) and the secondary planetary gear mechanism (P2) provided with three secondary element gears of a sun gear (130), a carrier (140) that supports a planet gear (141) and a ring gear (150); the gear ratio (rl, r2) is primary gear ratio (rl) and secondary gear ratio (r2); the gear ratio control mechanisms (CI, C2) are the primary gear ratio control mechanism (CI) and the secondary gear ratio control mechanism (C2); the shift units (Ml, M2) are configured by the primary shift unit (Ml) provided with the primary planetary gear mechanism (PI) and the primary gear ratio control mechanism (CI) and the secondary shift unit (M2) provided with the secondary planetary gear mechanism (P2) and the secondary gear ratio control mechanism (C2). The primary gear ratio control mechanism (CI) controls the primary gear ratio (rl) by the primary planetary gear mechanism (PI) to which the rotation of the input shaft (20) is input. The secondary gear ratio control mechanism (C2) controls the secondary gear ratio (r2) by the secondary planetary gear mechanism (P2) to which the turning of a primary output rotor (44b) of the primary shift unit (Ml) is input. The turning of a secondary output rotor (175) of the secondary shift unit (M2) is input to the output shaft (23) with the primary gear ratio control mechanism (CI) being provided with a primary one-way clutch (80) that blocks the turning in one direction of the second primary element gear (30) out of the three primary element gears. The secondary gear ratio control mechanism (C2) is provided with a secondary one-way clutch (180) that blocks the turning in one direction of the second secondary element gear (150) out of the three secondary element gears. The primary one-way clutch (80) and the secondary one-way clutch (180) are provided with a common turning regulating member (T) arranged between a primary engaged part (HI) of the primary planetary gear mechanism (PI) and a secondary engaged part (H2) of the secondary planetary gear mechanism (P2) in an axial direction. [0017] According to an embodiment of the present invention, as the output deriving shaft arranged in the position overlapped with the shift unit in the axial view can be arranged in a position close to the output shaft in a radial direction by utilizing the space formed outside the extended shank in the radial direction and the neutral clutch can be arranged close to the output shaft in the radial direction, the transmission mechanism on the output side provided with the output deriving shaft and the neutral clutch can be compactly arranged close to the output shaft in the radial direction. Thus, the transmission can beminiaturized in the radial direction. [0018] According to an embodiment of the present invention, as the primary and secondary one-way clutches are provided with the common turning regulating member arranged utilizing the space formed between the primary and secondary engaged parts in the axial direction in the primary and secondary shift units provided with the primary and secondary planetary gear mechanisms and the primary and secondary gear ratio control mechanisms, both shift units can be compactly arranged in the axial direction, compared with a transmission where primary and secondary one-way clutches provided with separate turning regulating members are arranged outside each primary and secondary planetary gear mechanism in the axial direction. Accordingly, the neutral clutch arranged in the predetermined range depending upon the length of the extended shank extended from the shift unit can be compactly arranged in the axial direction. [0019] Further, a component of the primary and secondary one-way clutch can be shared and the reduction of the cost by the reduction of the number of parts is enabled. [0020] Further scope of applicability of the present invention will become apparent from the detailed description given hereinafter. However, it should be understood that the detailed description and specific examples, while indicating preferred embodiments of the invention, are given by way of illustration only, since various changes and modifications within the spirit and scope of the invention will become apparent to those skilled in the art from this detailed description. BRIEF DESCRIPTION OF THE DRAWINGS [0021] The present invention will become more fully understood from the detailed description given hereinbelow and the accompanying drawings which are given by way of illustration only, and thus are not limitative of the present invention, and wherein: [0022] Fig. 1 is a sectional view showing a power unit provided with an automatic transmission and an internal combustion engine to which the present invention is applied and a part of the internal combustion engine is schematically shown; [0023] Fig. 2 is an enlarged view showing the automatic transmission shown in Fig. 1 and a one-way clutch for regulating turning is a sectional view viewed along a line II-II in Fig, 4; [0024] Fig. 3 is an enlarged view showing a main part of the automatic transmission shown in Fig. 2; [0025] Fig. 4 is a sectional view viewed along a line IV-IV in Fig. 2; [0026] Figs. 5(a) to 5(d) are schematic drawings for explaining the operation of the automatic transmission shown in Fig. 1, Fig. 5(a) shows a state when a first gear ratio is attained, Fig. 5(b) shows a state when a second gear ratio is attained. Fig. 5(c) shows a state when a third gear ratio is attained, and Fig. 5(d) shows a state when a fourth gear ratio is attained; and [0027] Fig. 6 is a conceptual explanatory drawing showing gear ratio acquired in the automatic transmission shown in Fig. 1. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS [0028] Referring to Figs. 1 to 6, an embodiment of the present invention will be described below. [0029] As shown in Fig. 1, an automatic transmission M to which the present invention is applied configures a power unit mounted in a motorcycle as a vehicle together with an internal combustion engine E as a prime mover. [0030] In this embodiment, a lateral direction and a longitudinal direction are equivalent to those of the motorcycle in which the power unit is mounted and a vertical direction is a perpendicular direction. [0031] In the description or in the scope of claims, an axial direction shall be a direction parallel to a rotational center line of an input shaft or an output shaft of the transmission, and a radial direction and a circumferential direction shall be those having the rotational center line as the center. When either of the right or the left is equivalent to one direction in the axial direction, the other of the right or the left is equivalent to the other direction of the axial direction. [0032] The gear ratio of the transmission is reduction gear ratio. [0033] The internal combustion engine E, which is an air-cooled single-cylinder 4-stroke internal combustion engine, is provided with a main unit of the engine configured by a cylinder block 1 having a cylinder la into which a piston 4 is reciprocatably fitted, a cylinder head 2 connected to an upper end of the cylinder block 1 and a crankcase 3 connected to a lower end of the cylinder block 1. [0034] The cylinder head 2 includes a combustion chamber 7, an intake port (not shown) that conducts the air-fiiel mixture of air for combustion firom an intake system 8 connected to the cylinder head 2 and fiiel from a fuel injection valve 9 to the combustion chamber 7, an exhaust port (not shown) that conducts exhaust gas fi-om the combustion chamber 7 to an exhaust system connected to the cylinder head 2, an ignition plug 10a opposite to the combustion chamber 7, an intake valve and an exhaust valve (both not shown) which are respectively driven by a valve train 11 provided with a camshaft 11a and which respectively open and close the intake port and the exhaust port. [0035] The piston 4 is driven and reciprocated by the pressure of combustion gas generated by the combustion of the air-fuel mixture in the combustion chamber 7, and rotates a crankshaft 6 via a connecting rod 5. The camshaft 11a is rotated by the power of the crankshaft 6 transmitted via a timing transmission mechanism 12 provided with a chain 12a. [0036] The rotation (the rotation can be called power or torque in this description) of the crankshaft 6 with which the internal combustion engine E is provided is input to the transmission M. The power derived from an output deriving shaft 91 of the transmission M drives a rear wheel 98 which is a driving wheel as a driven object via a chain 97b configuring a transmission mechanism 97 for driving. [0037] A throttle valve 8 a with which the intake system 8 is provided controls the quantity of taken air which is a flow rate of air for combustion taken in the combustion chamber 7, the ftiel injection valve 9 which is an air-fiiel mixture producing unit controls the supplied quantity of fuel injected to the air for combustion so as to control the air-fuel ratio of air-ftiel mixture, and an ignition device 10 provided with the ignition plug 10a controls ignition timing. [0038] The throttle valve 8a, the fuel injection valve 9 and the ignition device 10 are respectively an output control device that is controlled by a controller 13 with which the internal combustion engine E is provided and that can control the output of the internal combustion engine E according to operational status of the internal combustion engine E and operational status of the transmission M and in addition, are also respectively a speed of revolution control device that controls the speed of revolution of the crankshaft 6 and the speed of revolution Ni (see Fig. 6) of the input shaft 20 of the transmission M throughout the control over the output of the internal combustion engine E. [0039] The controller 13 is provided with a status detecting unit that detects the operational status of the internal combustion engine E and the operational status of the transmission M and a control unit 13a to which a detection signal from the status detecting unit is input. The status detecting unit includes a clutch engaged state detecting unit 13b that detects that clutches 70, 170 for a shift of the transmission M are half engaged and a time detecting unit 13c that detects the duration of a half engaged state detected by the clutch engaged state detecting unit 13b in addition to an operational status detecting unit that detects the engine speed and a load of the internal combustion engine E. [0040] The clutch engaged state detecting unit 13b detects the half engaged state by comparing set gear ratio set beforehand according to the input speed of revolution Ni of the input shaft 20 of the transmission M and actual gear ratio calculated based upon the actual speed of revolution No detected by a speed of revolution detecting unit of the output shaft 23 of the transmission M and the actual input speed of revolution Ni detected by the speed of revolution detecting unit. For example, as the actual gear ratio is smaller than the set gear ratio when at least one of both clutches 70, 170 is slid, the clutch engaged state detecting unit 13b detects the half engaged state when it is determined that the actual gear ratio is smaller than the set gear ratio. [0041] The control unit 13a controls the operation of at least one of the throttle valve 8a, the fuel injection valve 9 and the ignition device 10 so as to control at least one output controlled variable of the quantity of intake air, the quantity of supplied fuel and ignition timing when the duration detected by the time detecting unit 13c exceeds predetermined time. The input speed of revolution Ni is varied to be increased or to be decreased by the control and proceeds to a speed of revolution at which the engagement of each clutch 70, 170 is completed. [0042] The crankcase 3 is configured by a pair of case halves 3a, 3b which are mutually connected by multiple bolts and which can be divided in a direction of vehicle width (that is, in a lateral direction) and a pair of covers 3c, 3d connected to each case half 3a, 3b by multiple bolts. The crankshaft 6 is rotatably supported by the pair of case halves 3a, 3b via a pair of main bearings 14a, 14b. [0043] The crankcase 3 forms a housing 15 that houses the crankshaft 6 and the transmission M. The housing 15 is partitioned into a crank chamber 15a as a driving chamber in which the crankshaft 6 as a driving shaft is arranged and a transmission chamber 15b in which the transmission M is arranged by a transmission housing 16 as a partition wall provided in the housing 15. In this embodiment, the transmission housing 16 partially partitions the housing 15 in a lower part of the housing 15 so that the crank chamber 15a and the transmission chamber 15b communicate in an upper part of the housing 15 and a bottom wall of the transmission chamber 15b is formed by the pair of case halves 3a, 3b and the cover 3d. In another example, the transmission housing 16 may also partition the housing 15 so that the crank chamber 15a and the transmission chamber 15b are mutually disposed in independent spaces. [0044] A centrifugal clutch 17 as a starting clutch that transmits the rotation of the crankshaft 6 to the transmission M and disconnects the transmission of the rotation of the crankshaft 6 according to an engine speed which is the speed of revolution of the crankshaft 6 is provided at an end 6a piercing the main bearing 14a and extending to the right of the crankshaft 6. The centriftigal clutch 17 is provided with a centrifugal weight 17a that controls the engagement of the centrifugal clutch 17 in response to the variation of the engine speed. [0045] The power unit is provided with a decelerating mechanism 18 as a transmission mechanism on the input side that transmits the rotation of the crankshaft 6 to the input shaft 20 of the transmission M via the centrifugal clutch 17 the engagement of which is completed. The decelerating mechanism 18 is configured by a driving gear 18a to which the rotation of the centrifugal clutch 17 is transmitted and a driven gear 18b turned integrally with the input shaft 20 and inputs the rotation of the crankshaft 6 transmitted via the centriftigal clutch 17 as a clutch on the input side that controls the transmission of the rotation to the input shaft 20 and the disconnection of the transmission to the transmission M. [0046] As shown in Figs. 1 and 2, the transmission M is provided with the input shaft 20 rotated by the crankshaft 6 of the internal combustion engine E via the driven gear 18b, a shift unit U having planetary gear mechanisms PI, P2, the output shaft 23 rotated at an output speed of revolution No to which an input speed of revolution Ni is shifted by the shift unit U, a transmission mechanism 90 on the output side having an output deriving shaft 91 rotated by the output shaft 23 and the transmission housing 16 that houses the input shaft 20, the shift unit U and the output shaft 23. [0047] The transmission housing 16 and the crankcase 3 are members not included in the following rotary members and the following rotating members, for example, members on the fixed side which are not rotated differently fi-om rotary members such as the planetary gear mechanisms PI, P2 in the shift unit U and rotating members of the transmission M such as the input shaft 20, the output shaft 23 and the output driving shaft 91. [0048] The input shaft 20 is rotatably supported by the transmission housing 16 and is rotatably supported by the case half 3b via the output shaft 23. The input shaft 20 is arranged in the crank chamber 15a located outside the transmission chamber 15b (or the transmission housing 16) in its axial direction and is provided with a first input shaft 21 with which the driven gear 18b is integrated and a second input shaft 22 the axial movement relevant to the output shaft 23 of which is regulated by a thrust bearing Bl. An inside periphery of the second input shaft 22 is rotatably supported by an outside periphery of the output shaft 23 and an outside periphery of the second input shaft is rotatably supported by the housing 16 via a bearing B2. [0049] The first input shaft 21 coupled to the outside periphery of the second input shaft 22 via a spline and coaxial with the second input shaft 22 is provided with an end 21a forming an opening 21b open to the crank chamber 15a in its axial direction. The end 21b is an extended-diameter part having a larger diameter than the second input shaft 22 of the input shaft 20. [0050] The output shaft 23 is rotatably supported by the case half 3b via a bearing B3 at one end 23b and is rotatably supported by the transmission housing 16 via a bearing B4 and the second input shaft 22 in a part close to the other end 23a. The output shaft 23 arranged coaxially with the input shaft 20 and having a rotational center line L2 coincident with a rotational center line LI of the input shaft 20 extends into the crank chamber 15a, piercing the shift xmit U, the input shaft 20 and the housing 16 in the axial direction. Each rotational center line LI, L2 is parallel to a rotational center line of the crankshaft 6. [0051] The transmission M is provided with a one-way clutch 25 for transmission as a transmission control member arranged between the input shaft 20 and the output shaft 23. The output shaft 23 is coupled to the end 21a of the input shaft 20 via the one-way clutch 25 at the end 23a. The one¬way clutch 25 is provided with a clutch inner 25a as an input member provided at the end 23 a and turned integrally with the output shaft 23, a clutch outer 25b as an output member provided at the end 21a and ftjrmed by the end 21a itself in this embodiment and plural clutch elements 25c (for example, a spring and a roller) arranged at an interval in a circumferential direction between the clutch inner 25a and the clutch outer 25b in a radial direction. In another example, the clutch outer 25b is formed by a separate member from the end 21a and may also be provided at the end 21a, and the clutch inner 25a may also be formed by the end 23 a itself. [0052] The clutch element 25c is fitted to the clutch inner 25a and the clutch outer 25b when the speed of revolution No of the output shaft 23 exceeds an input speed of revolution Ni, transmits the rotation of the output shaft 23 to the input shaft 20, is not fitted to the clutch inner 25a and the clutch outer 25b when the output speed of revolution No is equal to or lower than the input speed of revolution Ni, and the rotation of the input shaft 20 is not transmitted to the output shaft 23 via the one-way clutch 25. [0053] Therefore, the one-way clutch 25 is turned to the fitted state so that the internal combustion engine E is driven by the power of the rear wheel transmitted via only the output shaft 23 without passing the shift unit U when any of gear ratios Rl to R3 (see Fig. 6) except fourth speed gear ratio R4 which is minimum gear ratio at the time at which the transmission M is in a directly driven state described later in decelerating the motorcycle is set and an engine brake works, and the one-way clutch is turned the unfitted state when the rear wheel is driven by the internal combustion engine. [0054] The shift unit U is configured by a plurality, two primary shift unit Ml and secondary shift unit M2 in this embodiment arranged in series from the side of the input shaft 20 in a path in which the rotation is transmitted from the input shaft 20 to the output shaft 23. Both shift units Ml, M2 tumably supported by the output shaft 23 which is a main shaft of the transmission M and is also a supporting shaft are axially arranged in the order of the shift unit Ml and the shift unit M2 from the side close to the decelerating mechanism 18 (or the end 23a of the output shaft 23) in the axial direction. [0055] As shown in Figs. 2 and 3, each shift unit Ml, M2 is provided with the planetary gear mechanism PI, P2 including three element gears of a sun gear 30, 130, a carrier 40, 140 that tumably supports plural planet gears 41, 141 and a ring gear 50, 150 and a gear ratio control mechanism CI, C2 that controls gear ratio R (see Fig. 6) by each planetary gear mechanism P1, P2. [0056] The sun gears 30, 130, the planet gears 41, 141 and the ring gears 50, 150 are all a helical gear. The sun gears 30, 130, the carriers 40, 140 and the ring gears 50, 150 share the rotational center lines LI, L2 as each rotational center line. [0057] The ring gear 50 of the primary planetary gear mechanism PI of the shift unit Ml is provided with a tubular inner shank 51 coupled to the second input shaft 22 via a spline, a rim 52 which is a tubular outer shank located outside the inner shank 51 in a radial direction and inside which a gear tooth 53 engaged with a tooth 42 of each planet gear 41 is provided and a disclike annular primary gear side wall 54 which is extended in the radial direction, which connects with the inner shank 51 at its inner edge and which connects with the rim 52 at its outer edge. The ring gear 50 is a primary input gear to which the rotation of the input shaft 20 is input in the planetary gear mechanism PI and is a first primary element gear out of the three primary element gears in the planetary gear mechanism PL [0058] The carrier 40 of the planetary gear mechanism PI is configured by first and second carriers 44, 45 mutually connected by a supporting shaft 43 that tumably supports each planet gear 41. The first carrier 44 is provided with a ringed part 44a which is a ringed wall that supports the supporting shaft 43 and a tubular inner shank 44b which cormects with an inner edge of the ringed part 44a and which is tumably supported by the output shaft 23 via the inner shank 51 and the sun gear 130 of the secondary planetary gear mechanism P2. The second carrier 45 is provided with a ringed part 45a which is a ringed wall that supports the supporting shaft 43 and a tubular outer shank 45b which connects with an outer edge of the ringed part 45a. The carrier 40 is a primary output gear that outputs the rotation shifted by the planetary gear mechanism PI of the input shaft 20 to the planetary gear mechanism P2 and is a third primary element gear out of the three primary element gears in the planetary gear mechanism PI. [0059] The inner shank 44b of the carrier 40 is a primary output rotor that inputs the rotation of the input shaft 20 to the planetary gear mechanism P2 via the shift unit Ml. The outer shank 45b is provided with a fixed wall 45c as a joint integrally tumably coupled to a clutch outer 72 via a spline at one end close to the planetary gear mechanism PI in the axial direction and is provided with a supported part 45d to which a pair of thrust bearings B5 arranged with a first regulating member 61 between the thrust bearings in the axial direction are provided at the other end. Therefore, the axial movement relevant to the output shaft 23 and the transmission housing 16 of the carrier 40 is blocked by the first regulating member 61. [0060] The sun gear 30 as a second primary element gear out of the three primary element gears in the planetary gear mechanism PI is provided with a tubular shank 31 on the outside periphery of which a tooth 32 engaged with the tooth 42 of each planet gear 41 is provided and a ringed part 33 that is a ringed wall as a supporting part which extends outward in the radial direction from the shank 31 and to which ratchet pawls 81, 82; 181, 182 described later are provided. The shank 31 turnably supported on the outside periphery of the inner shank 44b of the carrier 40 is provided with a primary pressing part 34 which is its end located closer to the planetary gear mechanism P2 in the axial direction than the ringed part 33 fastened to the shank 31. The pressing part 34 presses a thrust bearing 46 provided turnably integrally with the inner shank 44b to the outside periphery of the inner shank 44b in the axial direction via a Hirast bearing B6. Therefore, the movement approaching the planetary gear mechanism P2 (or the leftward movement) of the sun gear 30 for the carrier 40 by leftward first primary axial force Fib generated by the engagement with the planet gear 41 is blocked by the thrust bearing 46. [0061] These teeth 32, 42, 53 of the planetary gear mechanism PI configure a primary engaged part HI in which the three primary element gears are engaged in the planetary gear mechanism PI, that is, in which each planet gear 41 of the carrier 40 and the ring gear 50 respectively configuring a pair of primary element gears are engaged and in which each planet gear 41 of the carrier 40 and the sun gear 30 respectively configuring another pair of primary element gears are engaged. [0062] In the meantime, the sun gear 130 of the planetary gear mechanism P2 of the secondary shift miit M2 is provided with a tubular inner shank 131 coupled to the inner shank 44b of the carrier 40 of the planetary gear mechanism PI via a spline, a tubular outer shank 132 located outside the inner shank 131 in a radial direction and a secondary gear side wall 133 that is a disclike annular wall which extends in the radial direction, which connects with the inner shank 131 at its inner edge and which connects with the outer shank 132 at an outer edge. A tooth 131a engaged with a tooth 142a of each planet gear 141 is provided on the outside periphery of the inner shank 131 tumably supported by the output shaft 23 via a bearing B7. [0063] The inner shank 131 is provided with a pushing part 134 axially extending toward the inner shank 51 of the ring gear 50 of the planetary gear mechanism PI inside the inner shank 44b of the carrier 40 in the radial direction and a stopper 135 that blocks the rightward movement in the axial direction of the sun gear 130, and the inner shank is coupled to the inner shank 44b via the spline in the pushing part 134. The stopper 135 blocks the rightward movement of the sun gear 130 by being touched to the inner shank 44b in the axial direction when the sun gear 130 is moved to the right and the pushing part 134 pushes pressing members 75, 175 described later to the right, and regulates the quantity of the axial movement of the sun gear 130. [0064] The sun gear 130 is a secondary input gear to which the rotational output from the shift unit Ml is input via the inner shank 44b in the planetary gear mechanism P2 and is a first secondary element gear out of three secondary element gears in the planetary gear mechanism P2. [0065] A supporting shaft 144 that tumably supports each planet gear 141 is provided to the carrier 140 of the planetary gear mechanism P2. The carrier 140 is provided with a ringed part 145 which is a ringed wall that supports the supporting shaft 144 and a tubular outer shank 146 that connects with a peripheral edge of the ringed part 145. The carrier 140 is a secondary output gear that outputs the rotation of the inner shank 44b shifted by the planetary gear mechanism P2 to the output shaft 23 and is a third secondary element gear out of the three secondary element gears in the planetary gear mechanism P2. [0066] The outer shank 146 shifts the rotation of the inner shank 44b and outputs it to the output shaft 23, and is a final output shaft in all the planetary gear mechanisms PI, P2 with which the transmission M is provided. The outer shank 146 is provided with a fixed wall 146c as a joint integrally tumably coupled to a clutch outer 172 via a spline at one end close to the planetary gear mechanism P2 in the axial direction and is provided with a supported part 146d to which a pair of thrust bearings B8 arranged with a second regulating member 62 between the pair of thrust bearings in the axial direction are provided at the other end. Therefore, the axial movement relevant to the output shaft 23 and the transmission housing 16 of the carrier 140 is blocked by the second regulating member 62. [0067] The ring gear 150 as a second secondary element gear out of the three secondary element gears in the planetary gear mechanism P2 is provided with a tubular outer shank 151 inside which a tooth 151a engaged with a tooth 143a of each planet gear 141 is provided, a ringed part 152 that is a ringed wall as a supporting part which extends inside in a radial direction from the outer shank 151 and to which the ratchet pawls 81, 82, 181, 182 are provided and a secondary pressing part 153 which is an inner shank tumably supported by the outside periphery of the inner shank 44b. The pressing part 153 located close to the planetary gear mechanism PI in the axial direction, compared with the ringed part 152 presses the thrust bearing 46 via a thrust bearing B9 in a reverse direction to a direction pressed by the pressing part 34 in the axial direction. Therefore, the movement approaching the planetary gear mechanism PI (or the rightward movement) apart from the carrier 140 of the ring gear 150 by rightward first secondary axial force F2b generated by the engagement with the planet gear 141 is blocked by the thrust bearing 46. [0068] Each planet gear 141 is configured by a first gear 142 provided with the first tooth 142a engaged with the tooth 131a of the sun gear 130 and a second gear 143 having a larger diameter than a diameter of the first gear 142 and provided with the second tooth 143a engaged with the tooth 151a of the ring gear 150. As the secondary gear ratio r2 is larger than the primary gear ratio rl which is the gear ratio by the planetary gear mechanism PI can be acquired by the planetary gear mechanism P2 provided with the ring gear 150 having the substantially same outside diameter as the outside diameter of the ring gear 50 of the planetary gear mechanism PI owing to the planet gear 141, the structure of the planet gear 141 contributes to the downsizing in the radial direction of the transmission M. [0069] The inclination (with the axial direction) of the first and second teeth 142a, 143a and accordingly, also the inclination of each tooth 131a, 151a are set to be larger than the inclination (with the axial direction) of the tooth 42 of each planet gear 41 of the planetary gear mechanism PI, accordingly the inclination of each tooth 32, 53. [0070] Therefore, when similar torque is applied to the planet gear 41 and the planet gear 141, each secondary axial force F2a, F2b generated between the sun gear 130 and the ring gear 150 respectively engaged with the secondary planet gear 141 is larger than each primary axial force Fla, Fib generated between the ring gear 50 and the sun gear 30 respectively engaged with the primary planet gear 41. [0071] For another example, the inclination of all the teeth 32, 42, 53, 131a, 142a, 143a. 151a in both planetary gear mechanisms PI, P2 may also be set to be equal. [0072] The teeth 131a, 142a, 143 a, 151a of the planetary gear mechanism P2 configure secondary engaged parts H2 where the three secondary element gears in the planetary gear mechanism P2 are engaged, that is, where each planet gear 141 of the carrier 140 and the ring gear 150 which respectively configure a pair of secondary element gears are engaged and each planet gear 141 of the carrier 140 and the sun gear 130 which respectively configure another pair of secondary element gears are engaged. [0073] Both gear side walls 54, 133 are formed in each range in the radial direction in which each whole or each substantial whole of the primary and secondary engaged parts HI, H2 is included when each side wall is viewed in the axial direction. [0074] As shown in Figs. 1 to 3, a regulating member 60 with which the transmission M is provided regulates the axial movement of each carrier 40, 140 in each planetary gear mechanism PI, P2. The regulating member 60 arranged between the engaged part HI and the engaged parts H2 in the axial direction is provided with the first regulating member 61 thai regulates a position of the carrier 40 and the second regulating member 62 that regulates a position of the carrier 140. Both regulating members 61, 62 are respectively connected to a supporting member 65 that supports one-way clutches 80, 180 for regulating the rotational direction of the sun gear 30 and the ring gear 150 in both planetary gear mechanisms PI, P2. [0075] Each regulating member 61, 62 is provided with a cylindrical part 61a, 62a axially extending, each first and second supporting flange 61b, 62b as each first and second sopporting part which extend in the radial direction from an end of each cylindrical part 61 a, 62a in the axial direction and a base flange 61c, 62c as a fixed part which extends in the radial direction on the side of the base of each cylindrical part 61a, 62a in the axial direction. The base flanges 61c, 62c are fixed to a plurality of fittings 16a (see Fig. 1) provided at an interval in a circumfeTential direction in the transmission housing 16 with the supporting manber 65 between the base flanges and with the base flanges connected to the supporting member 65 by bolts. [0076] One thrust bearing 46 with which the transmission M is provided is arranged between the pressing part 34 of the sun gear 30 and the pressing part 153 of the carrier 140 in the axial direction and is provided to the inner shank 44b. The thrust bearing 46 is formed by a snap ring fitted into an annular groove 44c provided to an outside face of the inner shank 44b. [0077] Accordingly, the sun gear 30 and Ae carrier 140 are arranged on both sides of the thrust bearing 46 in the axial direction, are arranged outside the inner shank 44b in the radial direction, and are tumably supported by the inner shank 44b via a bearing BIO. The thrust bearing 46 is arranged in a space encircled by an outer member T of the one-way clutches 80, 180. The pair of thrust bearings B6, B9 touched to both sides of the thrust bearing 46 in the axial direction are respectively configured by a ringed bearing case B6a, B9a both of which configure a pair and multiple rollers B6b, B9b radially arranged in the bearing case B6a and in the bearing case B9a. [0078] As shown in Figs. 2 and 3, tiie primary gear ratio control mechanism CI that controls the primary gear ratio rl by the primary shift unit Ml is provided with the clutch 70 for a primary, shift as a primary transmission control mechanism that controls the direct transmission and the disconnection of the direct trsnsimssion of Hit turning of the ring gear 50 to the carrier 40 without passing the planet gear 41 according to the speed of revolution Ni of the input shaft 20 and the one-way clutch 80 for regulating primary turning as a primary turning regulating member that blocks the turning in one direction Al (see Fig. 4) of the sun gear 30 as a specific element gear and in the meantime, allows the turning in a reverse direction A2. [0079] The primary clutch 70 which is a clutch on the low speed side turned an engagement completed state in a low-speed revolution region where an input speed of revolution Ni is lower than that in a high-speed revolution region where the clutch 170 for a secondary shift described later is turned an engagement completed state is a centrifugal friction clutch provided with a primary clutch iimer 71 as an input member formed by the rim 52 to which rotation from the input shaft 20 is input and which is a part of the ring gear 50, the tubular primary clutch enter 72 as an output member arranged outside the clutch inner 71 in the radial direction and integrally turnably connected to the carrier 40, a primary rotation transmission control device configured by one or more clutch plates 73 on the primary input side and one or more clutch plates 74 on the primary output side respectively alternately arranged with the clutch plates laminated between flie clutch inner 71 and the clutch outer 72 in the radial direction so tiiat the clutch plates can be touched or separated, the primary pressing member 75 that presses each clutch plate 73, 74 in the axial direction and touches the clutch plates 73, 74 and one or more primary centrifugal weights 76, in this embodiment, plural primary centrifugal weights 76 as a primary driving member that drives the pressing member 75 and axial]y moves it. [0080] The clutch 70 is arranged outside the planetary gear mechanism PI in the radial direcnon. [0081] The clutch plate 73 on the input side is turned integrally with the clutch inner 71 via a spline on the outside periphery of the clutch inner 71 and is axially movably provided, the clutch plate 74 on the output side is turned integrally with the clutch outer 72 via a spline on the inside periphery of the clutch outer 72, and the clutch plate 74 is axially movably provided. [0082] The pressing member 75 that touches and separates the plurality of clutch plates 73, 74 which can be touched or separated according to an input speed of revohition Ni is a disclike member that radially extends, is arranged on the reverse side to the engaged part HI with the gear side wall 54 between the pressing member and the engaged parts in the axial direction (or is arranged on the right side of the gear side wall 54), and the rightward movement of the pressing member is regulated by a snap ring 77 as a member for preventing dislocation wiiich is a stopper. The snap ring 77 sets a rightward maximum movement position as a position in which the pressure of the pressing member 75 is released. [0083] The pressing member 75 is a primary side wall that covers the ring gear 50 and the clutch plates 73, 74 from the right side in the axial direction in a radial range from the vicinity of the inner shank 51 which is a part coupled to the input shaft 20 of the ring gear 50 to the clutch outer 72 through the rim 52. In addition, the pressing member 75 is tumably supported by a wall in the vicinity of the inner shank 51 of the ring gear 50 via a thrust bearing Bll and can be moved integrally with the ring gear 50 in the axial direction. [0084] The secondary gear ratio control mechanism C2 that controls secondary gear ratio r2 by the secondary shift unit M2 is provided with the clutch 170 for a secondary shift as a secondary transmission control mechanism that controls the direct transmission and the disconnection of the direct transmission of the turning of the sim gear 130 to the carrier 140 without passing the planet gear 140 according to a primary output speed of revolution Na according to an input speed of revolution Ni, more concretely, according to a primary output speed of revolution Na that is the speed of revolution of the inner shank 44b to which the input speed of revolution Ni is shifted by the primary shift unit Ml and the one-way clutch 180 for regulating secondary turning as a secondary turning regulating member that blocks the turning of the carrier 140 as a specific element gear in one direction Al (see Fig. 4) and in the meantime, allows the turning of the carrier in a reverse direction A2. [0085] The secondary clutch 170 which is the clutch on the high speed side turned the engagement completed state in the high-speed revolution region of an input speed of revolution Ni is a centrifiigal friction clutch provided with a secondary clutch raner 171 as an input member to which the turning of the inner shank 44b is input and which is formed by the outer shank 132 as a part of the sun gear 130, the tubular secondary clutch outer 172 as an output member arranged outside the clutch inner 171 in the radial direction and integrally tumably connected to the carrier 140, a secondary rotation transmission control device configured by one or more clutch plates 173 on the secondary input side and one or more clutch plates 174 on the secondary output side respectively alternately arranged with the clutch plates laminated so that the clutch plates can be touched or separated between the clutch inner 171 and the clutch outer 172 in the radial direction, the secondary pressing member 175 that axially presses each clutch plate 173, 174 and touches the clutch plates 173, 174 and one or more, in this embodiment, a plurality of secondary centrifugal weights 176 as a secondary driving member that drives the pressing member 175 and axially moves it. [0086] The clutch 170 is arranged outside the planetary gear mechanism P2 in the radial direction. [0087] The clutch plate 173 on the input side is turned integrally with the clutch inner 171 via a spline on the outside periphery of the clutch iimer 171, is axially movably provided, the clutch plate 174 on the output side is turned integrally with the clutch outer 172 via a spline on the inside periphery of the clutch outer 172, and is axially movably provided. [0088] Respective lower parts of the clutch plates 73, 74, 173, 174 of both clutches 70, 170 are dipped in lubricating oil stored in the transmission housing 16. [0089] The pressing member 175 that touches or separates the plurality of clutch plates 173, 174 which can be touched or separated according to a primary output eed of revohition Na to which an input speed of revolution Ni is shifted by the shift unit Ml is a disclike member extending radially, is arranged on the reverse side to the secondary engaged parts H2 with the gear side wall 133 between the pressing member and the secondary engaged parts H2 (on the left side of the gear side wall 133) in the axial direction, and the leftward movement of the pressing member is regulated by a snap ring 177 as a member for preventing dislocation which is a stopper. The snap ring 177 sets a leftward maximum movement position as a pressure released position of the pressing membea-175. [0090] The pressing member 175 as a secondary output rotor that is directly coupled to the output shaft 23 and inputs the rotation shifted by the shift units Ml, M2 to the output shaft 23 is a secondary side wall that covers the sun gear 130 and the clutch plates 173, 174 in the axial direction fi-om the left side in a radial range from a spline I 5a which is a joint to the output shaft 23 to the clutch outer 172 through the outer shank 132. The pressing member 175 is tumably supported by a wall in the vicinity of the iimer shank 131 of the sun gear 130 via a thrust bearing BI2 and is axially movable integrally with the sun gear 130. [0091] Each clutch outer 72, 172 of both clutches 70, 170 is provided with a supporting wall 72a, 172a which is an annular end wall axially slidably supported by the outside periphery of the outer shank 45b, 146, a stopper 72b, 172b at unextended time that regulates a halted position of the centrifugal weight 76, 176 when the centrifiigal weight is not operated (that is, not extended) and a stopper 72c, 172c at an extended time that regulates a maximum extended position (shown by an alternate long and two short dashes line in Figs. 2 and 3) when the centrifiigal weight extends to a maximum. [0092] The coitrifhgal weigjit 76 mutually touches the plurality of clutch plates 73, 74 via the pressing member 75 when centrifiigal force generated according to an input speed of revolution Ni, more concretely, primary output speed of revolution Na that is a peed of revolution to which the input speed of revolution Ni is shifted at the gear ratio rl (that is, the speed of revolution of the inner shank 44b of the carrier 40, the clutch outer 72 or the pressing member 75 and in Fig. 6, one example of the primary output speed of revolution Na is shown) increases. The centrifiigal weight 176 mutually touches the plurality of secondary clutch plates 173, 174 via the pressing member 175 whi the primary output speed of revolution Na, more concretely, when centrifiigal force generated according to an output speed of revolution No that is a speed of revolution to which the primary output speed of revolution Na is shifted at gear ratio r2 by the shift unit M2 (that is, the speed of revolution of the carrier 140, the clutch outer 172 or the pressing member 175) increases. [0093] The plurality of centrifugal weights 76, 176 that configure groups of primary and secondary centrifiigal weights are arranged at an equal interval in a circumferential direction and are supported by the supporting walls 72a, 172a so that they can be extend outside in the radial direction by centrifugal force that acts upon the caitrifiigal weights 76, 176. Each centrifugal weight 76, 176 is provided with a fulcrum part 76a, 176a which can be touched to each bearer 47, 147 provided to the rim 52 of each carrier 40, 140 via each coned disc spring 48, 148 as an intermediate member, a pushing part 76d, 176d that pushes each supporting wall 72a, 172a as an acting part by pressure Flc, F2c generated based upon centrifugal force when the centrifugal weight extends, a touched part 76b, 176b at unoperated time touched to each stopper 72b, 172b when the coitrifagal weight is not operated and a touched part 76c, 176c at the extended time touched to each stopper 72c, 172c when the centrifugal weight extends to the maximum. The axial movement of each bearer 47, 147 provided to each chitch outer 72, 172 via a spline is regulated by each coned disc spring 48, 148 arranged between the fixed walls 45c, 146c. [0094] The transmission housing 16 (see Fig. 1) has a high-rigidity part as a thick part in a position opposite to the primary and secondary centrifugal weits 76, 176 in the radial direction. [0095] In the clutch 70, the pressure Flc is engaging force that turns the clutch 70 in an engagement completed state, the second primary axial force Fla is an engagement releasing force that turns the clutch 70 in a disengaged state, similarly, in the secondary clutch 170, the second secondary pressure F2c is an oigaging force that turns the clutch 170 in an engagement completed state, and the axial force F2a is an engagement releasing force that turns the clutch 170 in a disengaged state. [0096] Each centrifugal weight 76, 176 is swung and extends with each fulcrum part 76a, 176a in the center in a state in which each fulcrum part 76a, 176a is touched to each bearer 47, 147 when the pressure Flc, F2c is turned enough to defeat the axial force Fla, F2a by the increase of centrifugal force, and a pushing part 76d, 176d pushes each supporting wall 72a, 172a by the pressure Flc, F2c so as to axially move each clutch outer 72, 172. At this time, the pressing member 75, 175 is axially moved together with the clutch outer 72, 172, axially presses and mutually touches each clutch plate 73, 74, 173, 174 toward the fixed wall 45c, 146c integrated with the outer shank 45b, 146, the turning of the ring gear 50 or the sun gear 130 is transmitted to the clutch outer 72, 172 and the carrier 40, 140 via each clutch plate 73, 74, 173, 174 by fiiction between the mntiKiUy touched clutch plates 73, 74, 173, 174. [0097] The centrifugal weight 176 of the secondary clutch 170 has structure that generates the secondary pressure F2c larger than the primary pressure Flc generated by the centrifugal weight 76 of the primary clutch 70 when the clutch outers 72, 172 are turned at the same speed of revolution. As for the structure of the weight, in this embodiment, the mass of the centrifugal weight 176 is set to be larger than the mass of the centrifugal weight 76. More specifically, the mass of both centrifugal weits 76, 176 is set so that the secondary pressure F2c is larger than the primary pressure Flc, the pressing member 175 move to the right and moves the pressing member 75 that turns the clutch 70 in the engagement completed state to the right and the engagement completed state of the clutch 70 can be released when the input speed of revolution Ni is turned second predetermined speed N2 (see Fig. 6) described later as a first specific speed of revolution. [0098] For another example, the structure of the weight may also be a structure in which the distance between the fiilcrum part 176a and the pushing part 176d in the centrifugal weight 176 is set to be shorter than the distance between the fulcrum part 76a and the pushing part 76d in the centrifugal weight 76 and fiuther, these structures may also be used together. [0099] Each clutdi 70, 170 is in the disengaged state in which the rotation is not transmitted via the pair of clutch plates 73, 74 and the pair of clutch plates 173, 174 when each centrifugal weight 76, 176 is located in the halted position, each clutch is in the engagement completed state in which each clutch inner 71, 171 and each clutch outer 72, 172 (accordingly, the ring gear 50 and the carrier 40 and/or the sun gear 130 and tiie carrier 140) are turned at equal speed without sliding between the clutch plates 73, 74; 173, 174 when each centrifugal wght 76, 176 is IcKated in the maximum extended position, and each clutch is in a half engaged state (or in a state of partial clutch engagement) in which the turning of each clutch inner 71, 171 (accordingly, the ring gear 50 or tfie sun gear 130) is transmitted to each clutch outer 72, 172 (accordingly, each carrier 40, 140) in a condition that the clutch plates 73, 74; 173, 174 are slid when each extended centrifugal weight 76, 176 is located in an intermediate position which is located between the halted position and the maximum extended position and in which the mutually touched clutch plates 73,74; 173, 174aresHd- [00100] The transmission M is provided with a clutch disengaging mechanism D as a gear ratio shift mechanism that shifts the gear ratio rl of the shift unit Ml arranged on the side of the input shaft 20 in the transmission path out of the plural shift units Ml, M2 with which the transmission M is provided. The clutch disengaging mechanism D is a mechanism that releases the engagement completed state of the clutch 70 and turns the clutch in the disengaged state and is provided with the pushing part 134 as a driving part and an intermediate transmitting member 36 that transmits the driving force of the pushing part 134 to the pressing member 75 of the clutch 70 as disengaging force for disengaging the clutch 70. [00101] The intermediate transmitting member 36 is provided with a tubular first intermediate transmitting member 37 which can be axially touched to the pushing part 134 and a tubular second intermediate transmitting member 38 which can be axially touched to the first intermediate transmitting member 37. The first and second intermediate transmitting members 37, 38 are turnably and axially movably supported by the output shaft 23. [00102]TTie second intermediate transmitting member 38 is provided with an extensible part 39 having a spring 39a which is an elastic member as a pushing member for control between axial both ends. The spring 39a which is the elastic member is configured by one or a plurality, for example, four coned disc springs 39b in this embodiment. The first intermediate transmitting member 37 is touchwl to one end configured by the extensible part 39 of the second intermediate transmitting member 38 and the iimer shank 51 of the ring gear 50 is touched to the otiier «id configured by a thrust bearing B13 of the second intermediate transmitting member 38. [00103]When both clutches 70, 170 are in the disengaged state, an axial interval for turning bofli intermediate transmitting members 37, 38 in a touched state when the clutch 70 is turned in the engagement completed state is formed between both intermediate transmitting members 37, 38. [00104]When the first intermediate transmitting member 37 pushed by the pushing part 134 is touched to the second intermediate transmitting member 38 and the leftward movement of the second intermediate transmitting member 38 is blocked, the spring 39a pushes the pressing member 75 via the ring gear 50 so that the centrifugal weight 76 is located in the halted state against the pressure Flc by the force of the ring so as to locate the pressing member 75 in the pressure released position. [00105] When the primary clutch 70 is in the engagement completed state, the sun gear 130 is moved to the right according to the rightward movement of the pressing member 175 in a process in which the centrifiigal weight 176 extends by the increase of the speed of revolution of the carrier 140 of the planetary gear mechanism P2 and the secondary clutch 170 is turned in the engagement completed state from the disengaged state, the pushing part 134 pushes the first and second intermediate transmitting members 37, 38, and the second intermediate transmitting membCT 38 is touched to the iimer shank 51. At this time, as the pressure F2c applied to the pressing member 175 by the centrifugal weight 176 is larger than the pressure Flc applied to the pressing member 75 of the centrifugal weight 76, the carrio- 40 and the pressing member 75 are pushed by the driving force by the pushing part 134 via the first and second intermediate transmitting members 37, 38 and are moved to the right. The clutch 70 is turned in the disengaged state via the state of partial clutch engagement by the axial movemoit of the pressing member 75. [00106] To release the engagement completed state of the primary clutch 70, the pressure F2c has only to be larger than the pressure Flc. In the meantime, when an input speed of revolution Ni increases and the clutch 70 is turned in the engagement completed state again exceeding a third predetermined speed N3 (see Fig. 6) as a second specific speed of revolution after the clutch 70 is pushed by the pushing part 134 and is once turned in the disengaged state, the pressure Flc moves to the left the pressing member 75 because the extensible part 39 is axially reduced against the force of the spring 39a and the clutch 70 is turned in the engagement completed state. Accordingly, the force of the spring 39a is a force for control that prescribes an input speed of revolution Ni at which the centrifugal weight 76 is again extended. [00107] Referring to Figs. 3 and 4, the one-way clutches 80, 180 will be described below. As both one-way clutches 80, 180 basically have the same structure, reference numerals of members related to the one-way clutch 80 are also shown in Fig. 4. [00108] Each of the one-way clutchs 80 that blocks the turning in one direction Al of the sun gear 30 of the planetary gear mechanism PI and the secondary one-way clutch 180 that blocks the turning in one direction Al of the carrier 140 is provided with one or more fitting parts on the rotary side swingably supported by a supporting shaft 89; 189 provided to the ringed part 33; 152, in this embodiment, two pairs of ratchet pawls 81, 82 or two pairs of ratchet pawls 181, 182, an outer member T as a revolution regulating member to which plural pawls 83; 183 as a fitted part on the revolution regulating side that blocks the turning in one direction Al of the sun gear 30 or the ring gear 150 by fitting each ratchet pawl 81, 82; 181, 182 in one direction Al are provided and a spring 84, 184 as a pushing member that pushes each ratchet pawl 81, 82; 181, 182 in a direction in which each ratchet pawl 81, 82; 181, 182 is fitted to each pawl 83; 183. The spring 84; 184 is held by the ringed part 33; 152 and the ratchet pawl 81, 82; 181, 182 after the spring is respectively inserted into fitting holes Kl, K2 provided to the ringed part 33; 152 and the ratchet pawl 81, 82: 182, 182. [00109] The outer member T that covers each ratchet pawl 81, 82; 181, 182 from the outside in a radial direction is a single tubular member common to both one-way clutches 80, 180 and forms circular space SI between the outer member and the inner shank 44b in the radial direction. The outer member T is supported by the transmission housing 16 via the supporting member 65 integrated with the outer member T and extends outside in the radial direction from the outside paifthery of the onto- member T. The supporting member 65 is fixed to the fitting 16a (see Fig. 1) of the transmission housing 16 by a bolt. [00110]Each ratchet pawl 81, 82; 181, 182 is provided with a fitting part 81a, 82a; 181a, 182a fitted to each pawl 83; 183 and a weight part 81b, 82b; 181b, 182b. The ratchet pawl 81, 82; 181, 182 can be swung by centrifugal force that acts upon the weight part 81b, 82b; 181b, 182b until the fitting part 81a, 82a; 181a, 182a is located in an untouched position (shown by an alternate long and two short daes line in Fig. 4) which is a position where the fitting part is not fitted to a fitting part 85a; 185a of the pawl 83; 183 against a pushing force of the spring 84; 184. The untouched position is prescribed by a stopper 87; 187 provided to each ringed part 33; 152. When the ratchet pawl 81, 82; 181, 182 is located in the untouched position, the whole outside face 81c, 82c; 181c, 182c opposite to the pawl 83; 183 or the outer member T outward in the radial direction of each ratchet pawl 81, 82; 181, 182 is located on one concentric imaginary circle 88 with the rotational center lines LI, L2 and inside the imaginary circle 88 in the radial direction in an axial view. [00111]The pawl 83; 183 protruding close to the ratchet pawl 81, 82; 181, 182 in the radial direction is provided with a body 85; 185 having each fitting part 85a; 185a and an inclined part 86; 186 radially gradually protruding in a reverse direction A2 which is a turning direction that allows the turning of the sun gear 30 or the ring gear 130. When the ratchet pawl 81, 82; 181, 182 is not touched to the fitting part 85a; 185a, the ratchet pawl 81, 82; 181, 182 is pushed by the spring 84; 184 and is touched to the inclined part 86; 186. As the inclined part 86; 186 is made of rubber as elastic material provided by baking it on the fitting part 85a; 185a, the inclined part functions as a buffering part for buffering shock and the reduces noise caused by the touch of the inclined part and the ratchet pawl 81, 82; 181, 182. [00112] A pair of ratchet pawls 81 and a pair of ratchet pawls 181 are respectively arranged symmetrically with the rotational center lines LI, L2 in the center, another pair of ratchet pawls 82 and another pair of ratchet pawls 182 are respectively arranged symmetrically with the rotational center lines LI, L2 in the craiter, and when each pair of ratchet pawls 81, 82; 181, 182 are located in a fitted position in which each pair of ratchet pawls are fitted to each fitting part 85a; 185a, anotfaer pair of ratchet pawls are arranged in an unfitted position in which another pair of ratchet pawls are not fitted to each fitting part 85a; 185a. Thus, a chance of the fitting to the fitting part 85a; 185a when all ratchet pawls 81, 82; 181, 182 are turned in one direction Al for the outer member T fi-om the unfitted position can be increased and the ratchet pawls can be promptly be turned in a turning blocked state. [00113] As shown in Figs. 2 and 3, the whole primary engaged part HI and the whole secondary engaged parts H2 are housed in one gear chamber 19 formed by the pressing member 75 as a first side wall and the pressing member 175 as a second side wall respectively mutually apart in the axial direction, the clutch outers 72, 172 respectively axially extend between both pressing members 75, 175, both outer shanks 45b, 146 as a gear peripheral wall and a tubular peripheral wall formed by the outer member T as an outer peripheral wall. The gear chamber 19 is in a space formed in the transmission housing 16. [00114] The pressing member 75 configures double walls in a radial range in which the whole of both engaged parts HI, H2 or the substantial whole when they are viewed from the axial direction is included in collaboration with the gear side wall 54 located between the pressing member 75 and the engaged part HI in the axial direction, and the pressing member 175 configures double walls in a radial range in which the whole of both engaged parts HI, H2 or the substantial whole when they are viewed from the axial direction is included in collaboration with the gear side wall 133 located between the pressing member 175 and the engaged part H2 in the axial direction. [00115] The first and second regulating members 61, 62 are arranged between both outer shanks 45h, 146 that cover the outer member T from the outside in the radial direction close to the supported parts 45d, 146d which are the ends mutually opposite in the axial direction of both outer shanks 45b, 146. As the first and second regulating members 61, 62 and the supporting member 65 cover both outer shanks 45b, 146 and the outer member T from the outside in the radial direction including a boundary betwe«i both outer shanks 45b, 146 and the outer member T over both outer shanks 45b, 146 and the outer member T in the axial direction, the noise caused by the sound of engagement in both engaged parts HI, H2 can be greatly reduced. [00116] As the clutch outer 72 and the outer shank 45b, the clutch outer 172 and the outer shank 146 and each outer shank 45b, 146 and the outer member T include an overlapped part mutually overlapped in the axial direction, the width of the peripheral wall in the axial direction can be reduced, enhancing the effect of reducing noise caused by engagement in both engaged parts HI, H2 by partially forming the double walls as the peripheral wall which is a wall in the radial direcrion of the gear chamber 19, and both shift units Ml, M2 can be made to be compact in the axial direction. [00117] As shown in Figs. 1 and 2, the output shaft 23 provided with an extended shank 27 extends to the left in the axial direction from the shift unit M2 rotates the output deriving shaft 91 with which the transmission mechanism 90 on the output side is provided. The transmission mechanism 90 is provided with an output gear 92 as a driving rotor provided to the extended shank 27 in a position in which sjrace S2 encircling the periphery 27a of the extended shank is formed around the extended shank 27 in a predetermined range W in the axial direction between the transmission mechanism and the shift unit M2 and around the extended shank 27, a driven gear 93 as a driven rotor tumably provided to the output deriving shaft 91 and driven by the engagement with the output gear 92 and a neutral clutch 95 that transmits the turning of the output gear 92 to the output deriving shaft 91 and disconnects the transmission in addition to the output deriving shaft 91. [00118] The whole output deriving shaft 91 is arranged in a position overlapped with the shift unit M2 in the axial direction. The output deriving shaft 91 having a rotational center line parallel to the rotational center lines LI, L2 is provided with an inside extended shank 93a axially extending in the predetermined range W opposite to the driven gear 93 and an outside extended shank 93b piercing the case half 3b and extaiding outside the crank chamber 15a. A driving sprocket 97a as a final output pari: onto which the chain 97b is wound is provided to the outside extended shank 93b. [00119] An end of the inside extended shank 93a is supported by a bearing 16b provided to the transmission housing 16 which is a separate member from the crankcase 3 via a bearing B14. The output deriving shaft 91 is rotatably supported by the case half 3b ia a bearing B15 between the driving sprocket 97a and the driven gear 93. [00120] The output gear 92 and the driven gear 93 configure a decelerating mechanism that prescribes a gear ratio on the output side for decelerating the speed of revolution No of the output shaft 23 and further shifting the output speed of revolution No. The transmission mechanism 90 on the output side that transmits the rotation of the output shaft 23 to the driving sprocket 97a and the decelerating mechanism 18 which is a transmission mechanism on the input side are arranged on both sides of both shift units Ml, M2 in the axial direction. [00121]The neutral clutch 95 is arranged on the extended shank 93a and is arranged in the predetermined range W. The neutral clutch 95 is provided with a shifter 95a which is turned integrally with the output deriving shaft 91 via a spline and which can be fitted to the driven gear 93 and a shift fork 95b that is operatwl by a chitch operating member (not shown) and movably drives the shifter 95a in the axial direction. [00122]The shifter 95a is axially movable on the extended shank 93a for inputting the rotation transmitted from the output gear 92 via the driven gear 93 to the output deriving shaft 91 when the shifter is located in a driving position shown by a full line in Fig. 2 and is turned at a speed of revolution acquired by adjusting the speed of revolution No of the output shaft 23 at the speed ratio set by the transmission mechanism 90 of the output deriving shaft 91. The shifter 95a disconnects Ae transmission of the rotation of the output shaft 23 to the output deriving shaft 91 when the shifter is located in a neutral position shown by an alternate long and two short dashes line in Fig. 2. [00123] Reforming to Figs. 1, 5(a) to 5(d) and 6, the operation of the transmission M will be described below. [00124] As mainly flown in Fig. 5(a), when the internal combustion engine E is started, the engine speed which is the speed of revolution of the crankshaft 6 exceeds idle speed and the centrifugal clutch 17 is engaged, the input shaft 20 and the ring gear 50 are rotated at an input speed of revolution Ni transmitted via the decelerating mechanism 18. At this time, when the input speed of revolution Ni is equal to or lower than the first predetermined speed Nl, the turning in one direction Al (see Fig. 4) of the sum gear 30 of the planetary gear mechanism PI is blocked by the one-way clutch 80 in the shift unit Ml and the sun gear is halted. Therefore, as in the planetary gear mechanism PI, the carrier 40 is turned at a speed of revolution acquired by decelerating the input speed of revolution Ni at the gear ratio rl by the planetary gear mechanism PI, the ring gear 50 moved to the right pushes by the pressing member 75 by the axial force Fla by the engagement of the planet gear 41 and the ring gear 50 in the clutch 70 and the pressing memlr 75 is located in the pressure released position, the clutch plates 73, 74 are separated, the centrifugal weight 76 is located in the halted position, and the clutch 70 is disengaged. [00125] In addition, in the shift unit M2, the turning in one direction Al (see Fig. 4) of the ring gear 150 of the planetary gear mechanism P2 is blocked by the one-way clutch 180 and the ring gear is halted. Therefore, as in the planetary gear mechanism P2, the carrier 140 is tamed at a speed of revolution acquired by decelerating the speed of revolution of the sun gear 130 tamed at an equal speed to the carrier 40 of the planetary gear mechanism PI at the gear ratio r2 by the planetary gear mechanism P2, the sun gear 130 moved to the left pushes the pressing member 175 by the axial force Fla by the engagement of the planet gear 141 and the sun gear 130 in the clutch 170 and the pressing member 175 is located in the pressure released position, the clutch plates 173, 174 are separated, the centrifiigal weight 176 is located in the halted position, and the clutch 170 is disengaged. [00126] In this state, the transmission M attains the first speed gear ratio Rl acquired by multiplying both gear ratios rl, r2 and the output shaft 23 is rotated at a speed of revolution acquired by shifting the input speed of revolution Ni at the first speed gear ratio Rl which is maximum gear ratio of the transmission M. Wbea the neutral clutch 95 (see Fig. 2) is located in the driving position, the rotation of the output shaft 23 is input to the output deriving shaft 91 via the output gear 92 and the driven gear 93. [00127] As mainly shown in Fig. 5(b), when the input speed of revolution Ni exceeds the first predetermined speed NI and is equal to or lower than the second predetermined speed N2 higher than the first predetermined speed NI, the pressure Flc based upon centrifugal force applied to the centrifugal weight 76 sorpaes the axial force Fla by Ae increase of the speed of revolution of the carrier 40 in the clutch 70 and the centrifugal weight 76 extends in the shift unit Ml. The centrifugal weight 76 is located in the maximum extended position, the pressing member 75 moves the ring gear 50 to the left, the pressing member pushes the clutch plates 73, 74 to be touched to each other, and the clutch 70 is turned in the «igagement completed state. Therefore, the ring gear 50, the carrier 40 and the sun gear 30 are turned at the input speed of revolution Ni in the direction A2 (see Fig. 4) reverse to one direction Al and the gear ratio rl is turned '1', that is, the gears are turned in the directly driven state. [00128] In the meantime, in the shift unit M2, as the pressure F2c based upon centrifugal force applied to the centrifugal weight 176 is equal to or smaller than the axial force F2a though the speed of revolution of the carrier 140 increases, the centrifbgai weight I "6 is located in the halted position. Therefore, the planetarv' gear mechanism P2 and the clutch 170 are in the similar state to the state when tiie first speed gear ratio Rl is set. [00129] In this state, the transmission M attains the second speed gear ratio R2. [00130] As mainly shown in Fig. 5(c), when the input speed of revolution Ni exceeds the second predetermined speed N2 and is equal to or lower than the third predetermined speed N3 highw than the second predetermined speed N2, the pressure F2c based upon centrifiigal force ajlied to the centrifugal weight 176 surpasses the axial force F2a by the increase of the speed of revolution of the carrier 140 in the secondary clutch 170 and the centrifugal weight 176 extends in the secondary shift unit M2. The centriftigal weight 176 is located in the maximum extraided position, the pressing member 175 moves the sun gear 130 to the right, the pressing member pushes the clutch plates 173, 174 to be touched to each o&er, and the secondary clutch 170 is turned in the engagement completed state. Therefore, the ring gear 150, the carrier 140 and the sun gear 130 are turned at the primary output speed of revolution Na which is the speed of revoluticm of the carrio" 40 in the direction A2 (see Fig. 4) reverse to one direction Al and the gear ratio r2 is turned T, that is, the gears are turned in the directly driven state. [00131] In transition from Ae second speed gear ratio R2 as a gear ratio on the low speed side to the tiiird speed gear ratio R3 as gear ratio on the high speed side higher than the second speed gear ratio R2, the sun gear 130 is moved to the right integrally with the pressing member 175 which is moved to the right in a process in which the clutch 170 is turned in the engagement completed state from the disengaged state via the half engaged state, the pushing part 134 moves to the right the first and second intermediate members 37, 38, and further, moves the pressing member "5 of the clutch 70 \ia the ring gear 50 to the right, that is, in a direction in which the engagement completed state of the clutch 70 is released. [00132] Therefore, in the clutch 70, the centrifugal weight 76 is moved from the maximum extended position to the halted position, the clutch 70 is turned in the disengaged state from the engagemrait completed state via the half engaged state, and the clutdi outer 72 and the carrier 40, respectively turned at the input speed of revolution Ni, are turned at a speed of revolution acquired by decelerating the input speed of revolution Ni at the gear ratio rl. The rightward movement of the pressing member 175 and the sun gear 130 is blocked by touching the stopper 135 that regulates the quantity of the movement of the pressing member 175 and the sun gear 130 to a left end of the iimer shank 44b of the carrier 40. [00133] In this state, the transmission M attains the third speed gear ratio R3 equal to the gear ratio rl by the shift unit Ml. [00134] As the controller 13 varies the input speed of revolution Ni so as to increase the input speed of revolution Ni to be an input speed of revolution Ni at which the clufch 170 in the half engaged state is turned in the engagement completed state or the clutch 70 in Hie half engaged state is turned in the disengaged state by controlling at least one output controlled variable of the quantity of intake air, the quantity of supplied fuel and ignition timing by at least one of the throttle valve 8a, the fuel injection valve 9 and the ignition device 10 which are respectively speed of revolution control devices when the time detecting unit 13c detects that at least one of both clutches 70, 170 is turned in the half engaged state by the clutch engaged state detecting unit 13b and time in which the half engaged state continues to expeed a predetermined time in transition from tie second speed gear ratio R2 to the third speed gear ratio R3, the half engaged state of the clutch 70 or the clutch 170 is promptly shifted and transition from the second speed gear ratio R2 to the third speed gear ratio R3 is advanced. [00135] Conversely, in transition from the third speed gear ratio R3 to the second speed gear ratio R2, the speed of revolution control device controlled by the controller 13 varies the input speed of revolution Ni so as to decrease the input speed of revolution Ni to be input speed of revolution Ni at which the clutch 70 in the half engaged state is turned in the engagement completed state or the clutch 170 in the half engaged state is turned in the disengaged state. [00136] Similarly, in transition from the first speed gear ratio Rl to the second speed gear ratio R2 and in transition fiiom the fliird speed gear ratio R3 to the fourth speed gear ratio R4, when the time detecting unit 13c detects that the duration detected by tiie clutch engaged state detecting unit 13b of the half engaged state of the clutch 70 exceeds a predetermined time, the controller 13 varies the input speed of revolution Ni so as to increase the input speed of revolution Ni to be an input speed of revolution Ni at which the clutch 70 is turned in the engagemit completed state by controlling the speed of revolution control device. In transition from the second speed gear ratio R2 to the first speed gear ratio Rl and in transition fism the fourth speed gear ratio R4 to the third q)eed gear ratio R3, when the time detecting unit 13c detects that the duration detected by the clutch engaged state detecting unit 13b of the half engaged state of the clutch 70 exceeds a predetermined time, the controller 13 makes the speed of revolution control device vary the input speed of revolution Ni so as to decrease the input speed of revolution Ni to be an input speed of revolution Ni at which the clutch 70 is turned in the disengaged state by controlling the speed of revolution control device. [0013 7] As mainly shown in Fig. 5(d). when the input speed of revolution Ni exceeds the third predetermined speed N3- the planetary gear mechanism P2 and the clutch 170 are in a similar state to the state when the third speed gear ratio R3 is attained in the shift nnit M2. [00138]In the meantime, in the shift unit Ml, in a state in which the first and second intermediate transmitting members 37, 38 are pushed to the right by the pressure F2c and the pressing member 75 is pushed to the right (that is, in a connection released directi of the carrier 40 according to an input speed of revolution Ni in the clutch 70 and the centrifugal weight 76 is extended. The centrifugal weight 76 is located in the maximum extended position, the pressing member 75 moves to the left the ring gear 50 and pnes fte chitdi plates 73, 74 to be touched to each other, and the clutch 70 is turned in the engaged completed state. Therefore, the gear ratio rl is turned '1', that is, the shift unit Ml is directly driven. [00139] As both gear ratios rl, r2 by both shift units Ml, M2 are turned both '1', the transmission M is directly driven, the fourth speed gear ratio R4 which is a minimum gear ratio is attained, and tl output shaft 23 is rotated at the input speed of revolution Ni. [00140] Next, the action and the effect of the above-mentioned embodiment will be described. [00141]In the transmission M, as each gear ratio control mechanism CI, C2 is provided with the one-way clutch 80, 180 and the one-way clutch 25 that transmits the rotation of the output shaft 23 to the input shaft 20 only when the output speed of revolution No exceeds the input speed of revolution Ni is provided between the input shaft 20 and the output shaft 23 in a revolution transmission path, the rotation of the output shaft 23 is transmitted to the input shaft 20 via the one-way clutch 25 bypassing the planetary gear mechanisms PI, P2 in decelerating the motorcycle in which the rotation of the rear wheel 98 rotates the input shaft 20 via the output shaft 23. As a result, the engine brake can also fiinction at the gear ratios Rl to R3 except the fourth-speed gear ratio R4 at which the transmission M is directly driven and accordingly, the engine brake can fiinction at all speeds (or the gear ratios Rl to R4). [00142]As the input shaft 20 and the planetary gear mechanisms PI, P2 are rotatably supported by the output shaft 23 outside the mechanisms in the radial direction, the extended-diameter part open in the axial direction is provided to the end 21a of the input shaft 20, the one-way clutch 25 is provided to the end 21a of the input shaft 20 by airangi the one-way clutch 25 inside the extended-diameter part in the radial direction and in addition, the one-way clutch is detached from the extended-diameter part open in the axial direction. Thus, the detachmoit of the one-way clinch 25 is fecilitated. [00143] In the transmission M, the engaged part HI of the planetary gear mechanisms PI and the oigaged parts H2 of the planetary gear mechanism P2 are housed in one gear chamber 19 formed by the pressing member 75 of the clutch 70 and the pressing member 175 of the clutch 170 respectively mutually apart in the axial direction, the OUICT shanks 45b, 146 of both carriers 40, 140 and the outer member T of the one-way clutches 80, 180 respectively configuring the peripheral wall extending axially between both pressing members 75, 175 (that is, inside both pressing members 75, 175 in the axial direction), the ring gear 50 of the planetary gear mechanism PI is provided with the gear side wall 54 located between the pressing member 75 and the engaged part HI, the sun gear 130 of the planetary gear mechanism P2 is provided with the gear side wall 133 located between the pressing member 175 and the engaged parts H2 in the axial direction, and the pair of the pressing member 75 and the gear side wall 54 and tiie pair of the pressing member 175 and the gear side wall 133 respectively configure the double walls in the radial range inside which both aogaged parts HI, HL2 are included in the axial view. [00144]Owing to this stmctore, as the primary and secondary shift units Ml, M2 provided with the primary and secondary planetary gear mechanisms PI, P2 and the primary and secondary clutches 70, 170 are housed in the common one gear chamber 19, the members configuring both shift units Ml, M2 can be shared and a reduction of the cost by the reduction of the number of parts is enabled. Further, the configuring members can be compactly arranged by sharing the configoriBg jnesibors and the transmission M can be miniaturized. [00145]As both engaged parts HI, H2 housed in one gear chamber 19 formed in the crankcase 3 and in the transmission housing 16 are covered with both outer shanks 45b, 146 and the outer mesBber T from the outside in the radial direction and are covered with the double walls formed by the pressing member 75 and the gear side wall 54 and the double walls formed by the pressing member 175 and the gear side wall 133 by utilizing the members configuring both shift units Ml, M2 from both sides in the axial direction, the effect of reducing noise caused by the engagement of each engaged part HI, H2 can be enhanced by the double wall structure of the side walls in the axial direction in addition to the effect of reducing noise by both outer shanks 45b, 146 and the outer member T. [00146] As the peripheral wall of the gear chamber 19 formed utilizing the members configuring both shxift units Ml, M2 is configured by the outer member T which is a peripheral wall as a common member to both one-way clutches 80, 180 in addition to the outer shanks 45b, 146 as primary and secondary gear peripheral walls utilizing each carrier 40, 140 of both planetary gear mechanisms PI, P2 by configuring the peripheral wall that covers both engaged parts HI, H2 from the outside in the radial direction by the outer shanks 45b, 146 of the earners 40, 140 of bo& planetary gear mechanisms PI, P2 and the outer member T that is the common member with which both one¬way clutches 80, 180 are provided, the structure of the peripheral wall forming the gear chamber 19 is simplified by sharing the members configuring both one-way clutches 80, 180 provided to both shift units MI, M2, the configuring members can be compactly arranged, and fiirther, both one-way clutches 80, 180 can be compactly arranged. [00147] As the gear ratio control me(±aiiism CI is provided with the clutch 70 having the pressing member 75 that touches or separates the plurality of separable clutch plates 73, 74 according to the speed of revolution Ni of the input shaft 20, the gear ratio control mechanism C2 is provided with the clutch 170 having the pressing member 175 that touches or separates the plurality of separable clutch plates 173, 174 according to tiie primary output speed of revolution Na of the carrio" 40 and the outside wall of the double walls of the gear chamber 19 can be configured utilizing each pressing member 75, 175 of both clutches 70, 170 by configuring both side walls in the axial direction forming the gear chamber 19 by each pressing member 75, 175 of both clutches 70, 170, noise caused by the engagement of each engaged part HI, H2 can be reduced without large-sizing the primary and secondary element gears such as the ring gear 40 and the sun gear 130 of the planetary gear mechanisms PI, P2 in the radial direction to reduce noise. [00148] As the pressing member 175 that controls the engagement of the clutch 170 fulfills a function for reducing noise caused by the engagement of each engaged part HI, H2 and a ftmction for transmitting the revolution to the output shaft 23 because the pressing member 175 of the clutch 70 functions as a secondary output rotor that inputs the revolution acquired at gear ratio R by the shift units Ml, M2 to the ouut shaft 23, the number of parts can be reduced. [00149] In the transmission M, as the one-way clutches 80, 180 are provided with the outer member T as the common revolution regulating member arranged utilizing the space formed between both engaged parts HI, H2 in the axial direction in the shift units Ml, M2 provided with the planetary gear mechanisms PI, P2 and the gear ratio control mechanisms CI, C2 by providing the common outo- member T arranged heMcen the oigaged part HI of the planetary gear mechanism PI and the engaged parts H2 of the planetary gear mechanisms P2 in the axial direction to the one-way clutches 80, 180, the member configuring the one-way clutctes 80, 180 can be shared and a reduction of the cost by reducing of the number of parts is enabled. [00150] As the regulating member 60 that regulates each axial movement of the sun gear 30 of the planetary gear mechanism PI and the ring gear 150 of the planetary gear mechanism P2 is provided and the outer member T is fixed utilizing the regulating member 60 that regulates each axial movement of the sun gear 30 and the ring gear 150 in the planetary gear mechanisms PI, P2 by fixing the outer member T to the regulating member 60 fixed to the transmission housing 16, a dedicated supporting member for supporting the outer member T is not required and the number of parts can be reduced. [00151] As the transmission M is provided with one thrust bearing 46 pressed from each reverse direction in the axial direction by the sun gear 30 upon which the axial force Fib generated by the engagement of the sun gear 30 of the planetary gear mechanism PI and the planet gear 41 of the carrier 40 acts and the carrier 140 upon which the axial force F2b generated by the engagement of the ring gear 150 of the planetary gear mechanism P2 and the planet gear 141 of the carria-140 acts and each axial movement of the sun gear 30 and the carrier 140 to which each axial force Fib, F2b generated by the engagement in the planetary gear mechanisms PI, P2 is applied is blocked by the common one thrust bearing 46 in the shift units Ml, M2 provided with the planetary gear mechanisms PI, P2 by arranging the thrust bearing 46 between the pressing part 34 of the sun gear 30 and the pressing part 153 of the carrier 140 in the axial direction, the thrust bearing 46 is shared by the planetary gear mechanisms PI, P2 and a rednction in the cost by the reducing the number of parts is enabled. [00152]As the sun gear 30 and the carrier 140 upon which each axial force Fib, F2b acts press the common thrust bearing 46 from each reverse direction in the axial direction, both axial forces Fib, F2b are mutually negated in one thrust bearing 46 so titat the resultant force is reduced and tfie structure of the thrust bearing 46 can be simplified- [00153] As the thrust bearing 46 can be provided utilizing only the inner shank 44b as the primary ouq>ut rotor for inputting the rotation shifted by the shift unit Ml to the shift xmit M2 by providing the thrust bearing 46 which is a ringed member to only the iimer shank 44b of the carrier 40 and arranging the sun gear 30 and the carrier 140 on both sides of the thrust bearing 46 in the axial direction, a member except the inner shank 44b for supporting the thrust bearing 46 is not required. Thus, the ninnber of parts can be reduced, and the structure of the transmission M can be simplified. [00154] As the sun gear 30 and the carrier 140 are arranged on both sides of the thrust bearing 46 in the axial direction, the srai gear 30 and the carrier 140 can be compactly arranged in the axial direction and as a result, both shift units Ml, M2 can be compactly arranged in the axial direction. [00155] As the thrust bearing 46 is arranged utilizing the space SI formed by the outer member T of the one-way clutches 80, 180 that regulate each rotational direction of the sun gear 30 and tiie carrier 140 by arranging the thrust bearing 46 in the space SI encircled by the outer member T of the one¬way clutches 80, 180 that block the turning in one direction Al of the sun gear 30 and the carrier 140, the sun gear 30 and the carrier 140 can be compactly arranged in the axial direction. [00156] As each axial movrasent of both carriers 40, 140 of the planetary gear mechanisms PI, P2 is regulated by the common regulating member 60 in the shift units Ml, M2 provided with the planetary gear mechanisms PI, P2 and the gear ratio control mechanisms CI, CI by providing the common regulating member 60 that regulates each axial movement of the carrier 40 of the planetary gear mechanism PI and tiie carrier 140 of the planetary gear mechanism P2 to the transmission M and providing the supporting flange 61b that regulates the axial movement in both directions of the carrier 40 and the supporting flange 62b that regulate the axial movemoit in both directions of the carrier 140 to the regulating member 60, the regulating member 60 is shared by the planetary gear mechanisms PI, P2 and a reduction in the cost by reducing the number of parts is enabled. [00157] As each axial movement in both directions of both carriers 40, 140 can be regulated by the separste supporting flanges 6lb, 62b, a degree of freedom in the arrangement of both carriers 40. 140 each axial movement of which is regulated by the regulating member 60 can be increased- [00158]As the regulating member 60 is configured by the first regulating member 61 provided with the first sujqwrting flange 61b and the second regulating member 62 provided with the second supporting flange 62b and the first and second regulating members 61, 62 are attached to the transmission housing 16 with the regulating members integrated by attaching the first regulating member 61 and the second regulating member 62 to the fitting 16a provided to the transmission housing 16 with the first and second regulating members mutually connected, the structure for attaching the regulating member 60 is simplified. [00159] As each of the first and second regulating members 61, 62 is provided with each C3dindrical part 61a, 62a extoiding axially, each supporting flange 61b, 62b extend radially from the side of the end in the axial direction of each cylindrical part 61a, 62a and each base flange 61c, 62c extends radially at the base in the axial dirwititHi of each ciadrical part 61a, 62a and the first and second regulating members 61, 62 provided with the cylindrical parts 61a, 62a and the supporting flanges 61b, 62b are mutually connected via the base flanges 61c, 62c by attaching the base flanges 61c, 62c of the first and second regulating members 61, 62 to the fitting 16a with the base flanges mutually connected. Thus, the rigidity of the regulating member 60 is enhanced, compared with a case wherein the regulating member is a flat member. In addition, since the rigidity is high, the regulating member 60 can be formed by thin material which can be easily worked. [00160]-As the regulating member 60 is attached to the transmission housing 16 together with the supporring member 65 mat supports the outer member T of the one-way clutches 80, 180. the number of parts and the number of fitted locations are reduced, and structure for attaching the regulating member 60 and the supporting member 65 is simplified. [00161] In the transmission M, as the chitch 70 of the shift unit Ml is provided with a plurality of mutually separable clutch plates 73, 74 and the centrifugal weight 76 that mutually touches the plurality of clutch plates 73, 74 in the increase of centrifugal force generated according to an input speed of revolution Ni, the clutch 170 of the shift unit M2 is provided with the plurality of mutually separable clutch plates 173, 174 and the centrifugal weight 176 that mutually touches the plurality of clutch plates 173, 174 in the increase of centrifiigal force generated according to primary ouut speed of revolution Na of the shift unit Ml, the controller 13 provided to the internal combustion engine E is provided with flie clutch engad state detecting unit 13b that detects that at least one of the clutch 70 and the clutch 170 is in the half engaged state and the time detecting unit 13c that detects the duration of the half engaged state detected by the clntdi engaged state detecting vmit 13b and the controller 13 makes the speed of revolution control device controlled by the controller 13 vary the speed of revotation Ni of the input shaft 20 to be turned in the engagement completed state en the half engaged state of at leiast one of both clutches 70, 170 continues for the predetermined time by controlling the speed of revolution control device that controls the input speed of revolution Ni so as to vary the input speed of revolution Ni when the duration detected by the time detecting unit 13c exceeds the predetermined time and so as to convert the input speed of revolution to a speed of revolution at which the half engaged state is turned, a state in which the clutch plates 73, 74; 173, 174 in the half engaged state are mutually slid is promptly released. As a result, abrasion betrieen the clutch plates 73, 74; 173, 174 is inhibited, the durability of the centriftigal clutches 70, 170 can be enhanced. Thus, the driving performance is made satisfactory, and driving feeling can be enhanced. [GO 162] As the centrifugal weight 176 can advance the transition of the half engaged state while the clutch 170 shifts from the disengaged state to the engagement completed state and the transiti
[00163] A gear ratio by the combination of the secondary gear ratio r2 when the clutch 170 is in the engagement completed state and the gear ratio rl when the clutch 70 is in the disengaged state is acquired by turning the clutch 70 in the engagement completed state in the disoigaged state when the clutch 170 is turned in the engagement completed state and the gear ratio r2 is varied. As a result, the number of gear ratios attained by the transmission M can be acquired by the planetary gear mechanisms of a fewCT number, compared with a transmission where the clutch 70 in the engagement completed state is not turned in the disengaged state in the increase of input speed of revolution Ni. [00164] As the half engaged state of each clutch 70, 170 is detected via actual gear ratio because the clutch engaged state detecting unit 13b is a shifted state detecting unit that detects a shifted state based upon the actual gear ratio calculated based upon actual input speed of revolution Ni and the actual outputspeed of revolution No of *e output shaft 23 and preset gear ratio, the precision of control for advancing the transition of the half engaged state is enhanced. [00165] The speed of revolution control device is the throttle valve 8a, the fuel injection valve 9 or the igniti clutch 95 that transmits the turning of the oiitput gear 92 to the output deriving shaft 91 and disconnects the transmissioii. the whole output deriving shaft 91 is arranged in the position overlapped with the shift unit M2 in the axial view, the output deriving shaft 91 arranged in the position overlapped with the shift unit M2 in the axial view can be arranged in a position close to the output shaft 23 in the radial direction by arranging the neutral clutch 95 in the predetermined range W in the axial direction and utilizing the space S2 formed outside the extended shank 27 in the radial direction and the neutral clutch 95 can be arranged close to the output shaft 23 in the radial direction, the transmission mechanism 90 on the output side, provided with the output deriving shaft 91 and the neutral clutch 95, can be compacted close to the output shaft 23 in the radial direction. Thus, the transmission M can be miniatnrized in the radial direction. [00168]The shift unit U is confignred by flie primary shift unit Ml provided with the primary planetary gear mechanism Pi and the primary gear ratio control mechanism CI and the secondary shift unit M2 provided with the secondary planetary gear mechanism P2 HHI the secondary gear ratio control mechanism C2, the turning of the pressing member 175 in the secondary shift unit M2 is input to the output shaft 23, the primary gear ratio control mechanism CI is provided with the primary one-way clutch 80 that blocks the turning in one direction of the sun gear 30, the secondary gear ratio control mechanism C2 is provided the secondary one-way clutch 180 that blocks the turning in one direction of the ring gear 150, and both one-way clutches 80, 180 are provided with the outer member T as a common revolution regulating member arranged between the primary engaged part HI of the primary planetary gear mechanism PI and the secondary engaged parts H2 of the secondary planetary gear mechaElsm P2 in the axial direction. [00169]Owing to this structure, in the primarv- and secondary shift units Ml, M2 provided with the primary and secondaiy planetary gear mechanisms PI, P2 and the primary and secondary gear ratio control mechanisms CI, C2, as the primary and secondary one-way clutches 80, 180 are provided with the common outer member T arranged utilizing the space formed between the primary and secondary engaged parts HI, H2 in the axial direction, both shift units Ml, M2 can be compacted in the axial direction in the transmission M, compared with a transmission where primary and secondary one-way clutches provided with separate outer members are arranged outside primary and secondary planetary gear mechanisms in the axial direction, and accordingly, the neutral clutch 95 arranged in the predetermined range W depending upon the length of the extended shank 27 extending from the shift unit M2 can be compacted in the axial direction. [00170] A modified configuration of an embodiment in which the configuration of a part of the above-mentioned embodiment is modified will be described below. [00170] The transmission M is provided with the two shift limits Ml, M2 in the above-mentioned embodiment, however, a plurality of similar shift units Ml, M2 except two may also be provided and in that case, the present invention is plied to at least two shift imits Ml, M2- [00172] A main shaft of the transmission may also be provided with a central axis coaxial or parallel to a rotational center line of an input shaft or an output shaft, may also be a supporting shaft that supports a shift unit, and the supporting shaft may also be a non-retractable shaft. [00173] In a primary planetary gear mechanism, a first primary element gear may also be a sun gear, a seeonc primarv element gear may also be a ring gear, in a secondary planetary gear mechanism, a first secondary element gear may also be a ring gear, and a second secondary element gear may also be a sun gear. [00174] A driving member that drives each pressing member 75, 175 may also be configured by a pressure type actuator utilizing oil pressure and others or an electromagnetic actuator in place of c«itrifogal weights 76,176. [00175]Force for engaging and disaigaging clutches 70, 170 may also be the force of springs that push the centrifugal weights 76, 176 for locating the centrifugal weights 76, 176 in the halted position. [00176] A regulating member 60 may also be formed by only one member. [00177] A clutch engaged state detecting unit 13b provided to a controller 13 may also be the one that detects the temperature of lubricating oil that lubricates Ae clutches 70, ITO. For example, as the temperature of the lubricating oil rises when at least one of both clutches 70, 170 is slid, the clutch engaged state detecting unit 13b detects a half engaged state of each clutch 70, 170 based upon tte temperature of the lubricating oil detected by a temperature sensor provided to the controller 13 when the temperature of the lubricating oil is higher than a predefined temperature or when a rate of the rise of the temperature of the lubricating oil is larger titian a predetermined value. In this case, as the temperature sensor that detects the temperature of the lubricating our can be utilized for detecting the half engaged state of each clutch 70, 170, a reduction in the cost by reducing the number of parts is enabled. [00178] An internal combustion engine E may also be a multi-cylinder engine provided wi& a plurality of cylinders. [00179] A prime mover may also be an electric motor. [00180] As mainly shown in Fig. 5(d). when the input revolution speed Ni exceeds the third predetermined speed N3, the planetary gear mechanism P2 and the clutch 170 are in the similar state to the state when the third speed gear ratio R3 is attained in the shift unit M2. [00181]In the meantime, in the shift unit Ml, in a state in which the first and second intermediate transmitting m«nbers 37, 38 are pushed to the right by the pressure F2c and the pressing member 75 is jmshed to the right (that is, in a connection released direction) by the force of the spring 39a, the pressure Flc surpasses the force of the spring 39a by the increase of the eed of revolution of the carrier 40 according to an input speed of revolution Ni in the clutch 70 and the centrifugal weight 76 is extended. The centrifiigal weight 76 is located in the maximum extended position, the pressing member 75 moves to the left tike ring gear 50 and poes the chitcfa plates 73, 74 to be touched to each other, and the clutch 70 is turned in the engaged completed state. Therefore, the gear ratio rl is turned T, that is, the shift unit Ml is directly driven. [00182] As both gear ratios rl, r2 by both shift units Ml, M2 are turned both '1', the transmission M is directly driven, the fomtfa speed gear ratio R4 which is a minimum gear ratio is attained, and the output shaft 23 is rotated at the input revolution speed Ni. [00183] Next, the action and the effect of the above-mentioned embodiment will be described. [00184] In tiie transmission M, as the output shaft 23 is provided with the extended shank 27 axially extending from the secondary shift unit M2, the transmission mechanism 90 on the output side is provided with the output gear 92 provided to the extended shank 2" in lie position in which the space S2 encircling the periphery of the extended shank 27 is formed around the extended shank 27 in the axial predetermined range W between the transmission mechanism and the shift unit M2, the driven gear 93 provided to the output deriving shaft 91 and driven by the onnt gear 92 and the neutral clutch 95 that transmits the turning of the output gear 92 to the output deriving shaft 91 and discoimects the traasmissioa, the whole output deriving shaft 91 is arranged in the position overlapped with the shift unit M2 in the axial view, the output deriving shaft 91 arrang«l in the position overlapped with the shift unit M2 in the axial view can be arranged in a position close to the output shaft 23 in the radial direction by arranging the neutral clutch 95 in the predetermined range W in the axial direction and utilizing the space S2 formed outside the extended shank 27 in the radial direction and the neutral clutch 95 can be arranged close to the output aft 23 in the radial direction, the transmission mechanism 90 on the output side provided with the output deriving shaft 91 and the neutral clutch 95 can be compacted close to the output shaft 23 in the radial direction and the transmisn M caa be miniaturized in the radial direction. [00185] The shift unit U is configured by the pffimary shift unit Ml provided with the primary planetary gear mechanism PI and the primary gear ratio control mechanism CI and the secondary shift unit M2 provided with the secondary planetary gear mechanism P2 and the secondary gear ratio control mechanism C2, the turning of the pressing member 175 in the secondary shift unit M2 is input to the output shaft 23, the primary gear ratio control mechanism CI is provided with the primary one-way clutch 80 that blocks the turning in one direction of the sun gear 30, the secondary gear ratio control mechanism C2 is provided tiie secondar>- one-way clutch 180 that blocks the turning in one direction of the ring gear 150. and both one-way clutches 80, 180 are provided with the outer member T as a common revolution regulating member arranged between the primary engaged part HI of the primary planetary gear mechanism PI and the secondary engaged parts H2 of the secondary planetary gear mechanism P2 in the axial direction. [00186]Owing to this structure, in tiie primary and secondary shift units Ml, M2 provided with the primary and secondary planetary gear mechanisms PI, P2 and the primary and secondary gear ratio control mechanisms CI, C2, as the primary and secondary one-way clutches 80, 180 are provided with the conamon outer member T arranged utilizing the space formed between the primary and secondary engaged parts HI, H2 in the axial direction, both shift units Ml, M2 can be compacted in the axial direction in the transmission M, compared with a transmission where primary and secondary one-way clutches provided with separate outer members are arranged outside primary and secondary planetary gear mechanisms in the axial direction. Accordingly, the neutral clutch 95 arranged in the predetenniiKd range W depending upon the length of the extended shank 27 extending from the shift unit M2 can be compacted in the axial directicMi. [00187] In the transmission M, the rotation of the output shaft 23 is transmitted to the input shaft 20 via the one-way clutch 25 bypassing the planetary gear mechanisms PI, P2 in decelerating the motorcycle in which the rotation of the rear wheel 98 rotates the input liaft 20 via the output shaft 23 by providing the one-way clutches 80, 180 to the gear ratio control mechanisms CI, C2 and providing the one-way clutch 25 that transmits the rotation of the output shaft 23 to the input shaft 20 only when an output speed of revolution No exceeds an input speed of revolution Ni between the ontpct shaft 20 and the output shaft 23 in a rotational transmitting path. As a result an engine brake can also be worked at the gear ratio Rl to R3 except the fourth speed gear ratio R4 at which the transmission M is directly driven and accordingly, the engine brake can be worked at all speeds (or at the gear ratios Rl to R4). [00188] As the input shaft 20 and the planetary gear mechanisms PI, P2 are rotatably supported by the ouut shaft 23 outside them in the radial direction, the extended-diameter part opca in the axial direction is provided to the end 21a of the input shaft 20, the one-way clutch 25 is provided to the end 21a of the input shaft 20 by arranging the one-way clutch 25 inside the extended-diameter part in the radial direction and in addition, the one-way clutch is attached or detached to/fi-om the extended-diameter part open in the axial direction. Thus, the one-way clutch 25 can be easily detached. [00189] The invention being flras described, it will be obvious that the same may be varied in many ways. Such variations are not to be regarded as a departure fix)m the spirit and scope of the invaition, and all such modifications as would be obvious to one skilled in the art arc intended to be included within the scope of the following claims. WHAT IS CLAIMED IS: 1. An automatic transmission for a vehicle comprising: an input shaft rotated by a prime mover; a shift unit equipped with a planetary gear mechanism having three element gears of a sun gear, a carrier that supports a planet gear and a ring gear and a gear ratio control mechanism for controlling a gear ratio by the planetary gear mechanism; and an output shaft that is rotated at an output speed of revolution acquired by shifting an input speed of revolution of the input shaft by the shift unit and that rotates a driving wheel of &e vihicle; wherein the gear ratio control mechanism is provided with a one-way clutch for a shift that blocks the turning in one direction of a specific element gear out of the three element gears; and a transmission control member that transmits the rotation of the output shaft to the input shaft only what the out speed of revolution exceeds the input speed of revolution is provided between the input shaft and the output shaft. 2. The automatic transmission for a vehicle according to claim 1, wherein the input shaft and the planetary gear mechanism outside the output shaft in a radial direction are rotatably supported by the output shaft; an extended-diameter part open in an axial direction is provided to an end of the input shaft; and the transmission control member is a one-way clutch for transmission arranged inside the extended-diameter part in the radial direction. 3. The automatic transmission for a vehicle according to claim 1, wherein the shift unit includes two shift units arranged in series from a side of the input shaft in a path in which the rotation is transmitted from the input shaft to the output shaft, the two shift units being turnably supported by the output shaft of the transmission. 4. The automatic transmission for a vehicle according to claim 1, wherein the sun gear and the carrier are arranged on both sides of a thrust bearing in an axial direction and are arranged outside an inner shank in a radial direction, said sun gear and said carrier- being turnably mounted by the inner shank via a bearing. 5. The automatic transmission for a vehicle according to claim 1, wherein the one-way clutch includes one or more fitting parts on a rotary side swingably supported by a supporting shaft provided to a ringed part, two pairs of ratchet pawls, an outer member as a revolution part on a revolution regulating side for blocking the turning in one direction of the sun gear. 6. The automatic transmission for a vehicle according to claim 5, wherein each ratchet pawl includes a fitting part, fitted to each pawl, and a weight part wherein each ratchet pawl can be swung by centrifugal force until the fitting part is located in an untouched position which is a position wherein the fitting part is not fitted to a fitting part of the pawl against a pushing force of a spring. 7. An automatic transmission for a vehicle comprising: an input shaft rotated by a prime mover; a shift unit equipped with a planetary gear mechanism and a gear ratio control mechanism for controlling a gear ratio by the planetary gear mechanism; an output shaft rotated at an output speed of revolution acquired by shifting an input speed of revolution of the input shaft by the shift unit; and a transmission mechanism on the output side equipped with an output deriving shaft rotated by the output shaft; wherein the output shaft is provided with an shank extending axially from the lift unit; the transmission mechanism on the output side is provided with: a driving rotor provided to the extending shank in a position in which space is formed around the extending shank in an axial predetermined range between the transmission mechanism and the shift unit; a driven rotor provided to the output deriving shaft and driven by the driving rotor; and a neutral clutch for transmitting the turning of the driving rotor to the output deriving shaft and disconnects the transmission; the output deriving shaft is arranged in a position overlapped with the shift unit in an axial view; and the neutral clutch is arranged in the predetermined range. 8. The automatic transmission for a vehicle according to claim 7, wherein: the planetary gear mechanism is configured by a primary planetary gear mechanism provided with three primary element gears of a sun gear, a carrier that supports a planet gear and a ring gear and a secondary planetary gear mechanism provided with three secondary element gears of a sun gear, a carrier that supports a planet gear and a ring gear; the gear ratio includes a primary gear ratio and secondary gear ratio; the gear ratio control mechanism is configured by a primary gear ratio control mechanism and a secondary gear ratio control mechanism; the shift unit is configured by a primary shift unit provided with the primary planetary gear mechanism and the primary gear ratio control mechanism and a secondary shift unit provided with the secondary planetary gear mechanism and the secondary gear ratio control mechanism; the primary gear ratio control mechanism controls the primary gear ratio by the primary planetary gear mechanism to which the rotation of the input shaft is input; the secondary gear ratio control mechanism controls the secondary gear ratio by the secondary planetary gear mechanism to which the turning of a primary output rotor of the primary shift unit is input; the turning of a secondary output rotor of the secondary shift unit is input to the output shaft; the primary gear ratio control mechanism is provided with a primary one-way clutch that blocks the turning in one direction of the second primary element gear out of the three primary element gears; the secondary gear ratio control mechanism is provided with a secondary one-way clutch that blocks the turning in one direction of the second secondary element gear out of the three secondary element gears; and the primary one-way clutch and the secondary one-way clutch are provided with a common turning regulating member arranged between a primary engaged part of the primary planetary gear mechanism and a secondary engaged part of the secondary planetary gear mechanism in an axial direction. 9. The automatic transmission for a vehicle according to claim 7, wherein the shift unit includes a primary shift unit with a primary planetary gear mechanic and a primary gear ratio control mechanism and a secondary shift unit provided with a secondary planetary gear mechanism and a secondary gear ratio control mechanism wherein the turning of a pressing member in the secondary lift unit is input to the output shaft. 10. The automatic transmission for a vehicle according to claim 9, wherein the primary gear ratio control mechanism includes a primary one-way clutch for blocking the turning in one direction of a sun gear. 11. The automatic transmission for a vehicle according to claim 9, wherein the secondary gear ratio control mechanism includes a secondary one way clutch for blocking the turning in one direction of a ring gear. 12. The automatic transmission for a vehicle according to claim 11, wherein the primary one-way clutch and the secondary one-way clutch are mounted on an outer member as a common revolution regulating member arranged between a primary engaged part of the primary planetary gear mechanism and a secondary engaged part of the secondary planetary gear mechanism in the axial direction. |
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| Patent Number | 269463 | ||||||||||||
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| Indian Patent Application Number | 677/CHE/2010 | ||||||||||||
| PG Journal Number | 44/2015 | ||||||||||||
| Publication Date | 30-Oct-2015 | ||||||||||||
| Grant Date | 23-Oct-2015 | ||||||||||||
| Date of Filing | 15-Mar-2010 | ||||||||||||
| Name of Patentee | HONDA MOTOR CO., LTD. | ||||||||||||
| Applicant Address | 1-1, MINAMI-AOYAMA 2-CHOME, MINATO-KU, 107-8556 | ||||||||||||
Inventors:
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| PCT International Classification Number | F16H 3/62 | ||||||||||||
| PCT International Application Number | N/A | ||||||||||||
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PCT Conventions:
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