Dual Clutch Transmission

Abstract

The present invention relates to a dual clutch transmission, which may include: a first input shaft; a second input shaft; a first output shaft and a second output shaft; a first gear constrained to the first input shaft; a second gear and a third gear constrained to the second input shaft; a fourth gear configured to constrain rotation to the second input shaft; a fifth gear meshing with the third gear; a sixth gear meshing with the fourth gear; a seventh gear meshing with the first gear; an eighth gear meshing with the second gear; and a ninth gear meshing with the fourth gear.

Description

Technical Field

[0001] The invention relates to a dual clutch transmission installed in a vehicle. Background Art

[0002] Dual clutch transmission (DCT) has excellent power transmission efficiency and outstanding shift quality.

[0003] At the same time, as the vehicle's transmission provides a large number of shift gears, it can more ideally achieve the engine's operating point, thereby improving the vehicle's fuel efficiency.

[0004] However, as the transmission realizes a large number of shift positions, its overall length (length) tends to increase, resulting in poor vehicle installability, and a front engine front drive (FF) vehicle has a very narrow space that can be occupied by the transmission, so the transmission may not be installed in the vehicle.

[0005] The information included in this Background section of the present invention is only intended to enhance understanding of the overall background of the invention and should not be taken as an acknowledgement or any form of suggestion that this information constitutes the prior art already known to a person skilled in the art. Summary of the invention

[0006] Various aspects of the present invention are directed to providing a dual clutch transmission that can achieve a large number of shift positions, thereby improving the fuel efficiency of a vehicle, and also configure the overall length of the transmission relatively short, thereby ensuring excellent vehicle mountability.

[0007] The dual clutch transmission according to various exemplary embodiments of the present invention for achieving this purpose is configured to include: a first input shaft and a second input shaft, which are mounted concentrically with each other; a first output shaft and a second output shaft, which are mounted parallel to the first input shaft and have output gears respectively meshed with the ring gears of the differential; a first gear, whose rotation is constrained to the first input shaft; a second gear and a third gear, whose rotation is constrained to the second input shaft; a fourth gear, whose rotation is selectively constrained to the second input shaft; a fifth gear, which is meshed with the third gear, wherein the rotation of the fifth gear is selectively constrained to the first output shaft; a sixth gear, which is meshed with the fourth gear, wherein the rotation of the sixth gear is selectively constrained to the first output shaft; a seventh gear, which is meshed with the first gear, wherein the rotation of the seventh gear is constrained to the second output shaft; an eighth gear, which is meshed with the second gear, is set to be rotatable around the second output shaft, and is configured to be connected to the seventh gear; and a ninth gear, which is meshed with the fourth gear, is set to be rotatable around the second output shaft, and is configured to be connected to the seventh gear.

[0008] The second input shaft may be formed of a hollow shaft surrounding the first input shaft, and the first gear, the second gear, the third gear, and the fourth gear may be sequentially installed along an axial direction thereof.

[0009] The second input shaft may be provided with a first synchronizer that may constrain the rotation of the fourth gear to the second input shaft.

[0010] The first output shaft may be provided with a second synchronizer that may constrain the rotation of the fifth gear to the first output shaft and a third synchronizer that may constrain the rotation of the sixth gear to the first output shaft, and the sixth gear may be located between the second synchronizer and the third synchronizer.

[0011] The second output shaft can be provided with a fourth synchronizer, a fifth synchronizer and a sixth synchronizer, the fourth synchronizer can constrain the seventh gear to the second output shaft, the fifth synchronizer that can connect the eighth gear to the seventh gear can be provided between the eighth gear and the ninth gear, and the sixth synchronizer that can connect the ninth gear to the seventh gear can be provided between the fifth synchronizer and the ninth gear.

[0012] The eighth gear and the ninth gear may be rotatably mounted to the outside of a hollow shaft connected between the seventh gear and the fourth synchronizer.

[0013] The dual clutch transmission may further include a third output shaft mounted parallel to the first input shaft and having a third output gear meshing with the ring gear of the differential, the tenth gear whose rotation is constrained to the fifth gear may be arranged between the fifth gear and the second synchronizer, the third output shaft may be provided with an eleventh gear, the eleventh gear meshing with the tenth gear, and the rotation of the eleventh gear may be constrained to the third output shaft.

[0014] The third output shaft may be provided with a seventh synchronizer that may constrain the rotation of the eleventh gear to the third output shaft and the parking gear.

[0015] By having only six gear rows in total (the gear row is the space occupied by gears that mesh with each other perpendicular to their axial direction along their axial direction) and additionally having only two sleeve rows in total (the sleeve rows are the space occupied by synchronizers along their axial direction in addition to the space occupied by the gear rows along their axial direction), the dual clutch transmission can be configured to achieve all shifting gears with six forward gears and one reverse gear.

[0016] The present invention can realize a large number of shift positions, thereby improving the fuel efficiency of the vehicle, and also configure the overall length of the transmission relatively short, thereby ensuring excellent vehicle mountability.

[0017] The methods and apparatus of the present invention have other features and advantages, which will be apparent from or are described in detail in the accompanying drawings and subsequent detailed descriptions incorporated herein, which together serve to explain the specific principles of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 2 is a schematic diagram showing various exemplary embodiments of a dual clutch transmission according to various exemplary embodiments of the present invention.

[0019] Figure 2 Yes Description Figure 1 Schematic diagram of a transmission realizing the first gear.

[0020] Figure 3 Yes Description Figure 1 Schematic diagram of a transmission realizing the second gear.

[0021] Figure 4 Yes Description Figure 1 Schematic diagram of the transmission realizing the third gear.

[0022] Figure 5 Yes Description Figure 1 Schematic diagram of the transmission achieving the fourth gear.

[0023] Figure 6 Yes Description Figure 1 Schematic diagram of the transmission realizing the fifth gear.

[0024] Figure 7 Yes Description Figure 1 Schematic diagram of the transmission realizing the sixth gear.

[0025] Figure 8 Yes Description Figure 1 Schematic diagram of the transmission achieving R gear.

[0026] Fig. 9 yes Figure 1 The transmission realizes the operation table of each gear shift position.

[0027] Fig.10 yes Figure 1 The gear shift table of the transmission.

[0028] Fig.11 2 is a schematic diagram showing various exemplary embodiments of a dual clutch transmission according to various exemplary embodiments of the present invention.

[0029] Fig.12 2 is a schematic diagram illustrating a gear train and a sleeve train of a dual clutch transmission according to various exemplary embodiments of the present invention.

[0030] It will be appreciated that the accompanying drawings are not necessarily drawn to scale, but rather show a slightly simplified depiction of various features illustrating the basic principles of the invention. The specific design features of the invention as included herein (including, for example, specific dimensions, orientations, locations, and shapes) will be determined in part by the specific intended application and use environment.

[0031] In the figures, reference numbers refer to the same or equivalent parts of the present invention throughout the several figures of the drawing. DETAILED DESCRIPTION

[0032] Reference will now be made in detail to various embodiments of the present invention, examples of which are shown in the accompanying drawings and described below. Although the present invention will be described in conjunction with the exemplary embodiments of the present invention, it will be understood that this specification is not intended to limit the present invention to those exemplary embodiments. On the other hand, the present invention is intended to cover not only the exemplary embodiments of the present invention, but also various alternative forms, modified forms, equivalent forms and other embodiments that may be included within the spirit and scope of the present invention as defined by the appended claims.

[0033] refer to Figure 1 and Fig.11Various exemplary embodiments of the dual clutch transmission are commonly configured to include: a first input shaft IN1 and a second input shaft IN2, a first output shaft O1 and a second output shaft O2, a first gear G1, a second gear G2 and a third gear G3, a fourth gear G4, a fifth gear G5, a sixth gear G6, a seventh gear G7, an eighth gear G8 and a ninth gear G9; the first input shaft IN1 and the second input shaft IN2 are concentrically mounted; the first output shaft O1 and the second output shaft O2 are mounted parallel to the first input shaft IN1 and respectively have output gears meshing with the ring gear RG of the differential DF; the rotation of the first gear G1 is constrained to the first input shaft IN1; the second gear G2 and the third gear G3 The rotation is constrained to the second input shaft IN2; the fourth gear G4 is set to constrain the rotation to the second input shaft IN2; the fifth gear G5 is engaged with the third gear G3 and is set to constrain the rotation to the first output shaft O1; the sixth gear G6 is engaged with the fourth gear G4 and is set to constrain the rotation to the first output shaft O1; the seventh gear G7 is engaged with the first gear G1 and is set to constrain the rotation to the second output shaft O2; the eighth gear G8 is engaged with the second gear G2 and is set to be rotatable around the second output shaft O2, and is configured to be connected to the seventh gear G7; the ninth gear G9 is engaged with the fourth gear G4 and is set to be rotatable around the second output shaft O2, and is configured to be connected to the seventh gear G7.

[0034] That is, various exemplary embodiments of the present invention are configured to include a first input shaft IN1 and a second input shaft IN2 and a first output shaft O1 and a second output shaft O2, and are configured to include a first gear G1 to a ninth gear G9; the first input shaft IN1 and the second input shaft IN2 respectively receive power from a power source 10 (for example, an engine or a motor); and the first output shaft O1 and the second output shaft O2 are installed parallel to the first input shaft IN1 and the second input shaft IN2.

[0035] Here, the first input shaft IN1 is installed to receive power through the first clutch CL1 , and the second input shaft IN2 is installed to receive power through the second clutch CL2 .

[0036] The first output shaft O1 meshes with the ring gear RG of the differential DF via the first output gear OG1 , and the second output shaft O2 meshes with the ring gear RG of the differential DF via the second output gear OG2 .

[0037] For reference, here, “axial direction” means the longitudinal direction of each of the first input shaft IN1 , the second input shaft IN2 , the first output shaft O1 , and the second output shaft O2 , and since they are all installed parallel to each other, they all mean having the same direction.

[0038] The second input shaft IN2 is formed of a hollow shaft surrounding the first input shaft IN1 , and the first to fourth gears G1 to G4 have a structure in which they are sequentially installed along the axial direction thereof.

[0039] The first input shaft IN1 is mounted with the first gear G1 in a state where rotation is restricted, and the second input shaft IN2 is provided with the first synchronizer S1 that can restrict rotation of the fourth gear G4 to the second input shaft IN2 .

[0040] For reference, here, "synchronizer" generally refers to a device that includes a sleeve that is configured to connect or release the hub that rotates integrally with the shaft and the clutch gear that is rotatably mounted relative to the shaft by axial sliding between the hub and the clutch gear; and also includes a synchronizer ring that performs a synchronization operation according to the movement of the sleeve.

[0041] However, in recent years, in hybrid vehicles, electric vehicles, etc., there are also cases where synchronization operations are performed by actively and precisely controlling the motor without a separate synchronizer ring. Therefore, considering that the present invention can also be applied to such vehicles, it can be interpreted that the "synchronizer" in various exemplary embodiments of the present invention does not necessarily only refer to a device including a synchronizer ring.

[0042] In the drawings, the synchronizer is represented by two straight lines perpendicularly adjacent to its axial direction. Each of the two straight lines can be regarded as representing a conventional hub and clutch gear, and the drawings can be understood as simply representing a configuration in which a sleeve is axially and slidably mounted to either one of the hub and the clutch gear to couple to the other.

[0043] The first output shaft O1 is provided with a second synchronizer S2 and a third synchronizer S3, wherein the second synchronizer S2 can constrain the rotation of the fifth gear G5 to the first output shaft O1, the third synchronizer S3 can constrain the rotation of the sixth gear G6 to the first output shaft O1, and the sixth gear G6 is located between the second synchronizer S2 and the third synchronizer S3.

[0044] The second output shaft O2 is provided with a fourth synchronizer S4, a fifth synchronizer S5 and a sixth synchronizer S6. The fourth synchronizer S4 can constrain the seventh gear G7 to the second output shaft O2; the fifth synchronizer S5 that can connect the eighth gear G8 to the seventh gear G7 is arranged between the eighth gear G8 and the ninth gear G9; the sixth synchronizer S6 that can connect the ninth gear G9 to the seventh gear G7 is arranged between the fifth synchronizer S5 and the ninth gear G9.

[0045] The eighth gear G8 and the ninth gear G9 are components rotatably mounted to the outside of the hollow shaft HS connected between the seventh gear G7 and the fourth synchronizer S4.

[0046] The above description is Figure 1 Various exemplary embodiments and Fig.11 The configuration common to various exemplary embodiments of the present invention.

[0047] Figure 1 Various exemplary embodiments further include a third output shaft O3, which is installed parallel to the first input shaft IN1 and has a third output gear OG3 meshing with the ring gear RG of the differential DF; the tenth gear G10 whose rotation is constrained to the fifth gear G5 is arranged between the fifth gear G5 and the second synchronizer S2; and the third output shaft O3 is provided with an eleventh gear G11, the eleventh gear G11 is meshed with the tenth gear G10, and the rotation of the eleventh gear G11 can be constrained to the third output shaft O3 to achieve the R gear as a reverse gear.

[0048] The third output shaft O3 is provided with a seventh synchronizer S7 that can constrain the rotation of the eleventh gear G11 to the third output shaft O3 and the parking gear P.

[0049] on the other hand, Fig.11 The various exemplary embodiments in do not have a device utilizing it for realizing the aforementioned third output shaft O3 and R gear, and are configured with a transmission having a simpler configuration, which can be installed in a hybrid vehicle, an electric vehicle, etc.

[0050] In the present case, in a state where the first gear is formed by the transmission, the R gear can be realized by a method of causing the motor of the hybrid vehicle or the electric vehicle to rotate in reverse.

[0051] For reference, in Fig.11 In various exemplary embodiments, the parking gear P is mounted on the second output shaft O2.

[0052] The exemplary embodiment of the present invention as described above can be configured to realize all the shifting positions having six forward gear positions and one reverse gear position by having only a total of six gear trains GC (the gear train GC is a space occupied along the axial direction of the gears meshing with each other perpendicularly to the axial direction thereof) and additionally having only a total of two sleeve trains SC (the sleeve train SC is a space occupied along the axial direction of the synchronizer in addition to the space occupied by the gear train GC along the axial direction thereof), thereby realizing a relatively large number of shifting positions even when the total length of the transmission is configured to be relatively short (see Fig.12 ).

[0053] Here, the "gear column" refers to the space that needs to be secured in the transmission taking into account the minimum axial length required to ensure the strength level required for the part that engages the gears to form a shift gear, and the "sleeve column" refers to the space that needs to be secured in the transmission taking into account the minimum axial length required for the sleeve of the synchronizer to connect or release two rotating bodies through axial movement, and only counting the part that does not overlap with the gear column GC.

[0054] In the following, reference will be made to Figures 2 to 10 Various exemplary embodiments describing the present invention implement a forward shifting gear having a first gear to a sixth gear and a reverse shifting gear.

[0055] Figure 2 It is shown that the first gear is achieved, and the power provided to the first input shaft IN1 through the first clutch CL1 is transmitted to the ring gear RG of the differential DF via the first gear G1, the seventh gear G7, the fifth synchronizer S5, the eighth gear G8, the second gear G2, the third gear G3, the fifth gear G5, the second synchronizer S2, the first output shaft O1 and the first output gear OG1 in sequence.

[0056] That is, the first gear ratio is achieved by combining the various gears without a separate first gear shift gear for achieving the first gear ratio.

[0057] Figure 3 The second gear is shown to be achieved. The shift from the first gear to the second gear is achieved by releasing the first clutch CL1 while fixing the second clutch CL2, and the power is transmitted to the second input shaft IN2 through the second clutch CL2, and then transmitted to the differential DF via the third gear G3, the fifth gear G5, the second synchronizer S2, the first output shaft O1 and the first output gear OG1 in sequence.

[0058] Figure 4 The third gear is shown to be achieved. In a state where the third gear power path is configured by pre-engaging between the third synchronizer S3 and the sixth synchronizer S6, the shift from the second gear to the third gear is achieved by releasing the second clutch CL2 while connecting the first clutch CL1.

[0059] The power transmitted to the first input shaft IN1 is transmitted to the differential DF via the first gear G1 , the seventh gear G7 , the sixth synchronizer S6 , the ninth gear G9 , the fourth gear G4 , the sixth gear G6 , and the third synchronizer S3 in sequence.

[0060] Figure 5It is shown that the fourth gear is achieved by transmitting power to the second clutch in a state where the first synchronizer S1 and the third synchronizer S3 are fixed.

[0061] The power transmitted from the second clutch to the second input shaft IN2 is transmitted to the differential DF via the first synchronizer S1 , the fourth gear G4 , the sixth gear G6 , the third synchronizer S3 , and the first output shaft O1 in sequence.

[0062] Figure 6 Achieving the fifth gear is shown, and the shift from the fourth gear to the fifth gear is achieved by pre-engaging the fourth synchronizer S4 and fixing the first clutch CL1 while releasing the second clutch CL2 .

[0063] The power transmitted to the first input shaft IN1 is transmitted to the differential DF via the first gear G1 , the seventh gear G7 , the fourth synchronizer S4 , the second output shaft O2 , and the second output gear OG2 in sequence.

[0064] Figure 7 Achieving the sixth gear is shown, and the shift from the fifth gear to the sixth gear is achieved by pre-engaging the first synchronizer S1 , the fourth synchronizer S4 , and the sixth synchronizer S6 , releasing the first clutch CL1 , and fixing the second clutch CL2 .

[0065] The power transmitted to the second input shaft IN2 is taken out to the differential DF via the first synchronizer S1 , the fourth gear G4 , the ninth gear G9 , the sixth synchronizer S6 , the fourth synchronizer S4 , the second output shaft O2 , and the second output gear OG2 in sequence.

[0066] Figure 8 It shows the R gear as the reverse gear. The power transmitted to the first input shaft IN1 through the first clutch CL1 is transmitted to the differential DF via the first gear G1, the seventh gear G7, the fifth synchronizer S5, the eighth gear G8, the second gear G2, the third gear G3, the fifth gear G5, the tenth gear G10, the eleventh gear G11, the seventh synchronizer S7, the third output shaft O3 and the third output gear OG3 in sequence, thereby realizing reverse.

[0067] When each shift gear is formed as described above, the fixed state of the clutch and each synchronizer can be summarized as follows: Fig. 9 shown, and Fig.10 The shifts configured for power shifting without power disconnection when shifting between the various shift ranges are indicated by dots.

[0068] For reference, in addition to the part that realizes the reverse gear, Fig. 9 and Fig.10 Suitable for the present invention Figure 1Various exemplary embodiments and Fig.11 Various exemplary embodiments in .

[0069] For convenience of explanation and precise definition of the appended claims, the terms "upper", "lower", "inner", "outer", "above", "below", "upward", "downward", "front", "rear", "rear", "inner", "outer", "inwardly", "outwardly", "inner", "external", "inside", "outside", "forward", "rearward" are used to describe the features of the exemplary embodiments with reference to the positions of such features as shown in the drawings. It will be further understood that the term "connect" or its derivatives refer to both direct and indirect connections.

[0070] Furthermore, the term "fixedly connected" means that the fixedly connected members always rotate at the same speed. Furthermore, the term "selectively connectable" means that when the selectively connectable members are not engaged with each other, the selectively connectable members rotate separately, when the selectively connectable members are engaged with each other, the selectively connectable members rotate at the same speed, and when at least one of the selectively connectable members is a stationary member and the remaining selectively connectable members are engaged to the stationary member, the selectively connectable members are stationary.

[0071] The foregoing description of the specific exemplary embodiments of the present invention is presented for the purpose of illustration and description. The foregoing description is not intended to be exhaustive or to limit the present invention to the precise form disclosed, and it is apparent that many modifications and variations are possible in accordance with the above teachings. The exemplary embodiments are selected and described to explain the specific principles of the present invention and its practical application, so that other technical personnel in the art can realize and utilize the various exemplary embodiments of the present invention and its various selected forms and modified forms. The scope of the present invention is intended to be limited by the appended claims and their equivalents.

Claims

1. A transmission, comprising: a first input shaft and a second input shaft, the first input shaft and the second input shaft being mounted concentrically with each other and coupled to a power source; a first output shaft and a second output shaft, the first output shaft and the second output shaft being mounted parallel to the first input shaft, wherein the first output shaft includes a first output gear, the second output shaft includes a second output gear, and the first output gear and the second output gear are meshed with a ring gear of the differential; a first gear whose rotation is constrained to the first input shaft; a second gear and a third gear, the second gear and the third gear being constrained for rotation to a second input shaft; a fourth gear whose rotation is selectively constrained to the second input shaft; a fifth gear meshing with the third gear, wherein rotation of the fifth gear is selectively constrained to the first output shaft; a sixth gear meshing with the fourth gear, wherein rotation of the sixth gear is selectively constrained to the first output shaft; a seventh gear meshing with the first gear, wherein rotation of the seventh gear is selectively constrained to a second output shaft; an eighth gear meshing with the second gear, rotatably mounted on the second output shaft, and selectively connectable to the seventh gear; and A ninth gear, which meshes with the fourth gear, is rotatably mounted on the second output shaft and is selectively connectable to the seventh gear.

2. The transmission according to claim 1, wherein: The second input shaft is formed by a hollow shaft surrounding the first input shaft; The fourth gear, the third gear, the second gear, and the first gear are sequentially installed from the power source along the axial direction of the first input shaft.

3. The transmission of claim 1, further comprising: a hollow shaft concentrically mounted to the second output shaft; wherein the first gear is fixedly connected to the first input shaft; The second gear and the third gear are fixedly connected to the second input shaft; A fourth gear is rotatably mounted on the second input shaft; The fifth gear is rotatably mounted on the first output shaft; The sixth gear is rotatably mounted on the first output shaft; The seventh gear is fixedly mounted on the hollow shaft; An eighth gear is rotatably mounted on the hollow shaft; The ninth gear is rotatably mounted on the hollow shaft.

4. The transmission according to claim 3, further comprising a first synchronizer, wherein: The second input shaft is provided with the first synchronizer that selectively constrains the rotation of the fourth gear to the second input shaft.

5. The transmission according to claim 4, further comprising a second synchronizer and a third synchronizer, in, The first output shaft is provided with the second synchronizer and the third synchronizer, the second synchronizer selectively constraining the rotation of the fifth gear to the first output shaft, and the third synchronizer selectively constraining the rotation of the sixth gear to the first output shaft; The sixth gear is disposed between the second synchronizer and the third synchronizer.

6. The transmission according to claim 5, further comprising a fourth synchronizer, a fifth synchronizer and a sixth synchronizer, in, The second output shaft is provided with the fourth synchronizer, and the fourth synchronizer selectively constrains the seventh gear to the second output shaft; The fifth synchronizer selectively connecting the eighth gear to the seventh gear is mounted on the hollow shaft between the eighth gear and the ninth gear; The sixth synchronizer, which selectively connects the ninth gear to the seventh gear, is installed on the hollow shaft between the fifth synchronizer and the ninth gear.

7. The transmission according to claim 6, wherein: The eighth gear and the ninth gear are rotatably mounted to the hollow shaft connected between the seventh gear and the fourth synchronizer.

8. The transmission of claim 7, further comprising: a third output shaft mounted parallel to the first input shaft and having a third output gear meshing with the ring gear of the differential, wherein a tenth gear fixedly connected to the fifth gear is rotatably mounted on the first output shaft between the fifth gear and the second synchronizer; The eleventh gear meshes with the tenth gear and is rotatably mounted on the third output shaft, the rotation of the eleventh gear being selectively constrained to the third output shaft.

9. The transmission according to claim 8, wherein: The third output shaft is provided with a parking gear and a seventh synchronizer that selectively constrains the rotation of the eleventh gear to the third output shaft.

10. The transmission according to claim 9, wherein: The third output shaft is provided with a third output gear meshing with the ring gear of the differential.

11. The transmission according to claim 9, wherein: The transmission is composed of the following parts: six gear rows, which are first spaces occupied by predetermined gears along the axial direction, the predetermined gears being the first output gear, the second output gear, the first gear, the second gear, the third gear, the fourth gear, the fifth gear, the sixth gear, the seventh gear, the eighth gear, the ninth gear, the tenth gear, and the eleventh gear meshing with each other perpendicular to the axial direction of the first input shaft; and Two sleeve rows, which are second spaces occupied in the axial direction by predetermined synchronizers of the first synchronizer, the second synchronizer, the third synchronizer, the fourth synchronizer, the fifth synchronizer, the sixth synchronizer and the seventh synchronizer in addition to the first spaces occupied in the axial direction by the six gear rows.

12. The transmission according to claim 11, wherein: The six gear trains include: a first gear train including a first output gear and a second output gear; A second gear train, comprising a fourth gear, a sixth gear and a ninth gear; a third gear train, comprising an eleventh gear and a tenth gear; a fourth gear train including a fifth gear and a third gear; a fifth gear train including a second gear and an eighth gear; and a sixth gear train, comprising a first gear and a seventh gear; The two sleeve columns include: A first sleeve row including a first synchronizer, a third synchronizer, and a fourth synchronizer; and The second sleeve row includes a second synchronizer, a sixth synchronizer and a seventh synchronizer.

13. The transmission according to claim 12, wherein: The first gear train, the first sleeve train, the second gear train, the second sleeve train, the third gear train, the fourth gear train, the fifth gear train and the sixth gear train are arranged in series from the power source.

14. The transmission according to claim 11, wherein: The transmission is configured to achieve a shift range having six forward gears and one reverse gear.

15. The transmission of claim 1, wherein: The second output shaft is provided with a parking gear.

16. The transmission of claim 1 further comprising: a first clutch configured to selectively connect the power source to the first input shaft; as well as A second clutch is configured to selectively connect the power source to the second input shaft.

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