CN110864088A

CN110864088A - Speed change mechanism, dual-clutch transmission and vehicle

Info

Publication number: CN110864088A
Application number: CN201810988115.4A
Authority: CN
Inventors: 陈晓影; 吴茂柱; 张磊
Original assignee: Great Wall Motor Co Ltd
Current assignee: Great Wall Motor Co Ltd
Priority date: 2018-08-28
Filing date: 2018-08-28
Publication date: 2020-03-06
Anticipated expiration: 2038-08-28
Also published as: CN110864088B

Abstract

The invention relates to the field of vehicles, and provides a speed change mechanism, a dual-clutch transmission and a vehicle, wherein the speed change mechanism comprises a first input shaft, a second input shaft, an output shaft, an intermediate shaft and a transmission unit, the first input shaft and the second input shaft are coaxially nested and can be respectively connected through a first clutch and a second clutch, the output shaft is coaxially arranged with the first input shaft, the intermediate shaft is arranged in parallel with the first input shaft, and the transmission unit comprises seven gear sets and five synchronizers. The speed change mechanism can realize at least eight forward gears by fewer gears, simplifies the structure, reduces the occupied volume and weight, and has compact structure and easy arrangement of the whole vehicle.

Description

Speed change mechanism, dual-clutch transmission and vehicle

Technical Field

The invention relates to the technical field of vehicles, in particular to a speed change mechanism, a dual-clutch transmission and a vehicle.

Background

In the prior art, the 8-gear longitudinal double-clutch transmission usually adopts a traditional gear arrangement mode, the number of required gear pairs and synchronizers is large, the axial length of an input shaft is large, the size and the weight of the whole transmission are large, and the additional problems of high oil consumption, difficulty in arrangement of the whole vehicle space, high cost and the like are caused.

Disclosure of Invention

In view of the above, the present invention is directed to a transmission mechanism to simplify the structure and reduce the occupied volume and weight.

In order to achieve the purpose, the technical scheme of the invention is realized as follows:

a transmission mechanism, wherein the transmission mechanism includes a first input shaft, a second input shaft, an output shaft, an intermediate shaft, and a transmission unit, the first input shaft and the second input shaft being coaxially nested and engageable by a first clutch and a second clutch, respectively, the output shaft being coaxially disposed with the first input shaft, the intermediate shaft being disposed in parallel with the first input shaft, the transmission unit including a first gear set, a second gear set, a third gear set, a fourth gear set, a fifth gear set, a sixth gear set, a seventh gear set, a first synchronizer, a second synchronizer, a third synchronizer, a fourth synchronizer, and a fifth synchronizer, wherein: the first gear set comprises a first gear and a second gear which are meshed with each other, the first gear is rotationally sleeved on the first input shaft, and the second gear is fixed on the intermediate shaft; the second gear set comprises a third gear and a fourth gear which are meshed with each other, the third gear is rotationally sleeved on the first input shaft, and the fourth gear is fixed on the intermediate shaft; the third gear set comprises a fifth gear and a sixth gear which are meshed with each other, the fifth gear is fixed on the first input shaft, and the sixth gear is rotationally sleeved on the intermediate shaft; the fourth gear set comprises a seventh gear and an eighth gear which are meshed with each other, the seventh gear is fixed on the second input shaft, and the eighth gear is rotationally sleeved on the intermediate shaft; the fifth gear set comprises a ninth gear and a tenth gear which are meshed with each other, the ninth gear is fixed on the second input shaft, and the tenth gear is rotationally sleeved on the intermediate shaft; the sixth gear set comprises an eleventh gear and a twelfth gear which are meshed with each other, the eleventh gear is rotationally sleeved on the second input shaft, and the twelfth gear is fixed on the intermediate shaft; the seventh gear set includes a thirteenth gear and a fourteenth gear that mesh with each other, the thirteenth gear being fixed to the output shaft, the fourteenth gear being fixed to the intermediate shaft; the first synchronizer rotates synchronously with the first input shaft and can be respectively engaged with the first gear and the third gear through axial movement; the second synchronizer rotates synchronously with the intermediate shaft and is capable of engaging with the fourth gear and the sixth gear by axial movement, respectively; the third synchronizer rotates synchronously with the sixth gear and is engageable with the eighth gear by axial movement; said fourth synchronizer rotates synchronously with said countershaft and is capable of engaging a tenth gear by axial movement; the fifth synchronizer rotates in synchronization with the second input shaft and is engageable with the eleventh gear and the thirteenth gear, respectively, by axial movement.

Preferably, the transmission mechanism includes a reverse gear unit including a fifteenth gear, a reverse shaft, and a reverse idler gear, the reverse idler gear being rotatably fitted to the reverse shaft and meshing with the seventh gear, the fifteenth gear being rotatably fitted to the intermediate shaft and meshing with the reverse idler gear, and the fourth synchronizer being engaged with the fifteenth gear by axial movement.

Preferably, the first input shaft is sleeved outside the second input shaft, and the second input shaft axially extends to the outside of the first input shaft.

Preferably, the first gear, the third gear and the fifth gear are sequentially arranged along the axial direction of the first input shaft, and the seventh gear, the ninth gear and the eleventh gear are sequentially arranged along the axial direction of the second input shaft and are located on a portion of the second input shaft extending out of the first input shaft.

Preferably, the first synchronizer is disposed between the first gear and the third gear in the axial direction, the second synchronizer is disposed between the fourth gear and the sixth gear in the axial direction of the counter shaft, the third synchronizer is disposed between the sixth gear and the eighth gear in the axial direction of the counter shaft, the fifteenth gear is disposed between the eighth gear and the tenth gear in the axial direction of the counter shaft, and the fourth synchronizer is disposed between the fifteenth gear and the tenth gear in the axial direction of the counter shaft.

Preferably, the output shaft is disposed at a distance from a distal end of the protruding portion of the second input shaft, and the fifth synchronizer is disposed at the distal end of the second input shaft.

Compared with the prior art, the speed change mechanism disclosed by the invention can realize eight forward gears by fewer gears, the structure is simplified, the occupied volume and weight are reduced, the structure of the speed change mechanism is compact, and the whole vehicle arrangement is easy.

The present invention also provides a dual clutch transmission provided with the transmission mechanism of the present invention, a first clutch engaged with the first input shaft, and a second clutch engaged with the second input shaft.

Preferably, the first and second clutches are nested dual clutches.

Preferably, the dual clutch transmission is arranged to control engagement of adjacent gears by the first clutch and the second clutch respectively.

The invention also provides a vehicle, wherein the double-clutch transmission is provided.

The advantages of the double-clutch transmission and the vehicle are the same as those of the transmission mechanism in comparison with the prior art, and the detailed description is omitted.

Additional features and advantages of the invention will be set forth in the detailed description which follows.

Drawings

The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate an embodiment of the invention and, together with the description, serve to explain the invention and not to limit the invention. In the drawings:

FIG. 1 is a schematic structural diagram of an embodiment of a dual clutch transmission according to an embodiment of the present invention;

FIG. 2 is a D1 gear power transmission path of the dual clutch transmission of FIG. 1;

FIG. 3 is a D2 gear power transmission path of the dual clutch transmission of FIG. 1;

FIG. 4 is a D3 gear power transmission path of the dual clutch transmission of FIG. 1;

FIG. 5 is a D4 gear power transmission path of the dual clutch transmission of FIG. 1;

FIG. 6 is a D5 gear power transmission path of the dual clutch transmission of FIG. 1;

FIG. 7 is a D6 gear power transmission path of the dual clutch transmission of FIG. 1;

FIG. 8 is a D7 gear power transmission path of the dual clutch transmission of FIG. 1;

FIG. 9 is a D8 gear power transmission path of the dual clutch transmission of FIG. 1;

fig. 10 is a reverse power transmission path of the dual clutch transmission of fig. 1.

Description of reference numerals:

100-speed change mechanism, 10-first input shaft, 20-second input shaft, 30-output shaft, 40-countershaft, 50-transmission unit, 501-first gear, 502-second gear, 503-third gear, 504-fourth gear, 505-fifth gear, 506-sixth gear, 507-seventh gear, 508-eighth gear, 509-ninth gear, 510-tenth gear, 511-eleventh gear, 512-twelfth gear, 513-thirteenth gear, 514-fourteenth gear, 515-fifteenth gear, 516-reverse shaft, 517-reverse idle gear, S1-first synchronizer, S2-second synchronizer, S3-third synchronizer, S4-fourth synchronizer, S5-fifth synchronizer, 200-first clutch, 300-second clutch.

Detailed Description

In addition, the embodiments of the present invention and the features of the embodiments may be combined with each other without conflict.

Unless stated to the contrary, use of the directional terms "upper, lower, left, right" generally refer to upper, lower, left, right as illustrated in the accompanying drawings; "inner and outer" refer to the inner and outer relative to the profile of the components themselves. The present invention will be described in detail below with reference to the accompanying drawings in conjunction with embodiments.

According to an aspect of the present invention, a transmission mechanism is provided, wherein the transmission mechanism 100 includes a first input shaft 10, a second input shaft 20, an output shaft 30, an intermediate shaft 40, and a transmission unit 50, the first input shaft 10 and the second input shaft 20 are coaxially disposed in a nested manner and are engageable by a first clutch and a second clutch, respectively, the output shaft 30 is coaxially disposed with the first input shaft 10, the intermediate shaft 40 is disposed in parallel with the first input shaft 10, and the transmission unit 50 includes a first gear set, a second gear set, a third gear set, a fourth gear set, a fifth gear set, a sixth gear set, a seventh gear set, a first synchronizer S1, a second synchronizer S2, a third synchronizer S3, a fourth synchronizer S4, and a fifth synchronizer S5.

Wherein: the first gear set comprises a first gear 501 and a second gear 502 which are meshed with each other, the first gear 501 is rotatably sleeved on the first input shaft 10, and the second gear 502 is fixed on the intermediate shaft 40; the second gear set comprises a third gear 503 and a fourth gear 504 which are meshed with each other, the third gear 503 is rotatably sleeved on the first input shaft 10, and the fourth gear 504 is fixed on the intermediate shaft 40; the third gear set comprises a fifth gear 505 and a sixth gear 506 which are meshed with each other, the fifth gear 505 is fixed on the first input shaft 10, and the sixth gear 506 is rotationally sleeved on the intermediate shaft 40; the fourth gear set comprises a seventh gear 507 and an eighth gear 508 which are meshed with each other, the seventh gear 507 is fixed on the second input shaft 20, and the eighth gear 508 is rotationally sleeved on the intermediate shaft 40; the fifth gear set comprises a ninth gear 509 and a tenth gear 510 engaged with each other, the ninth gear 509 is fixed to the second input shaft 20, and the tenth gear 510 is rotatably sleeved on the intermediate shaft 40; the sixth gear set comprises an eleventh gear 511 and a twelfth gear 512 which are meshed with each other, the eleventh gear 511 is rotatably sleeved on the second input shaft 20, and the twelfth gear 512 is fixed on the intermediate shaft 40; the seventh gear set includes a thirteenth gear 513 and a fourteenth gear 514 which mesh with each other, the thirteenth gear 513 is fixed to the output shaft 30, and the fourteenth gear 514 is fixed to the intermediate shaft 40; the first synchronizer S1 rotates synchronously with the first input shaft 10 and is capable of engaging with the first gear 501 and the third gear 503 by axial movement, respectively; the second synchronizer S2 rotates synchronously with the countershaft 40 and is capable of engaging the fourth gear 504 and the sixth gear 506 by axial movement, respectively; the third synchronizer S3 rotates synchronously with the sixth gear 506 and is capable of engaging the eighth gear 508 by axial movement; the fourth synchronizer S4 rotates synchronously with the countershaft 40 and is capable of engaging the tenth gear 510 by axial movement; the fifth synchronizer S5 rotates in synchronization with the second input shaft 20 and is capable of engaging with the eleventh gear 511 and the thirteenth gear 513, respectively, by axial movement.

According to another aspect of the present invention, there is provided a dual clutch transmission provided with the transmission mechanism 100 of the present invention, a first clutch 200 engaged with the first input shaft 10, and a second clutch 300 engaged with the second input shaft 20. For the convenience of arrangement and further simplification of structure, the first clutch 200 and the second clutch 300 are preferably nested dual clutches.

Wherein the dual clutch is arranged to control the engagement of adjacent gears by means of the first clutch 200 and the second clutch 300, respectively, in order to facilitate continuous gear adjustment and skip gear operation.

According to yet another aspect of the present invention, a vehicle is provided in which the dual clutch transmission of the present invention is provided.

The invention can realize at least eight forward gears by fewer gears, simplifies the structure, reduces the occupied volume and weight, and ensures that the speed change mechanism has compact structure and is easy to arrange in the whole vehicle.

In addition, the shifting mechanism of the present invention may further include a reverse gear unit including a fifteenth gear 515, a reverse shaft 516, and a reverse idle gear 517, wherein the reverse idle gear 517 is rotatably fitted over the reverse shaft 516 and engaged with the seventh gear 507, the fifteenth gear 515 is rotatably fitted over the intermediate shaft 40 and engaged with the reverse idle gear 517, and the fourth synchronizer S4 is engaged with the fifteenth gear 515 by axial movement.

Thus, the present invention can realize at least eight forward gears and one reverse gear, and power transmission in each gear of the dual clutch transmission of the present invention will be described below with reference to the accompanying drawings.

As shown in fig. 2, in gear D1, the second clutch 300 engages the second input shaft 20 for input power, and the second synchronizer S2 is controlled (e.g., by the ECU) to move (to the right in fig. 2) to engage the sixth gear 506 and the third synchronizer S3 is controlled (to the right in fig. 2) to move (to the right in fig. 2) to engage the eighth gear 508, thereby completing the power transmission path: a second input shaft 20, a seventh gear 507, an eighth gear 508, a third synchronizer S2, a sixth gear 506, a second synchronizer S2, an intermediate shaft 40, a fourteenth gear 514, a thirteenth gear 513, and an output shaft 30.

As shown in fig. 3, in gear D2, the first clutch 200 engages the first input shaft 10 for input power, and controls the second synchronizer S2 to move (to the right in fig. 3) to engage the sixth gear 506, thereby realizing a power transmission path: a first input shaft 10, a fifth gear 505, a sixth gear 506, a second synchronizer S2, a countershaft 40, a fourteenth gear 514, a thirteenth gear 513, and an output shaft 30.

As shown in fig. 4, in gear D3, the second clutch 300 engages the second input shaft 20 for input power, and controls the fourth synchronizer S4 to move (to the right in fig. 4) to engage the tenth gear 510, thereby achieving the power transmission path: a second input shaft 20, a ninth gear 509, a tenth gear 510, a fourth synchronizer S4, a countershaft 40, a fourteenth gear 514, a thirteenth gear 513, and an output shaft 30.

As shown in fig. 5, in gear D4, the first clutch 200 engages the first input shaft 10 to input power, and controls the first synchronizer S1 to move (to the left in fig. 5) to engage the second gear 502, thereby realizing a power transmission path: a first input shaft 10, a first synchronizer S1, a first gear 501, a second gear 502, an intermediate shaft 40, a fourteenth gear 514, a thirteenth gear 513 and an output shaft 30.

As shown in fig. 6, in gear D5, the second clutch 300 is engaged to input power to the second input shaft 20, and the fifth synchronizer S5 is controlled to move (move leftward in fig. 6) to engage the eleventh gear 511, thereby implementing the power transmission path: a second input shaft 20, a fifth synchronizer S5, an eleventh gear 511, a twelfth gear 512, an intermediate shaft 40, a fourteenth gear 514, a thirteenth gear 513, and an output shaft 30.

As shown in fig. 7, in gear D6, the first clutch 200 engages the first input shaft 10 for input power, and controls the first synchronizer S1 to move (to the right in fig. 7) to engage the fourth gear 504, thereby realizing a power transmission path: a first input shaft 10, a first synchronizer S1, a fourth gear 504, an intermediate shaft 40, a fourteenth gear 514, a thirteenth gear 513 and an output shaft 30.

As shown in fig. 8, in gear D7, the second clutch 300 engages the second input shaft 20 for input power, and controls the fifth synchronizer S5 to move (to the right in fig. 8) to engage the thirteenth gear 513, thereby realizing a power transmission path: a second input shaft 20, a fifth synchronizer S5, a thirteenth gear 513, and an output shaft 30.

As shown in fig. 9, in gear D8, the first clutch 200 engages the first input shaft 10 for input power, controls the third synchronizer S3 to move (to the right in fig. 9) to engage the eighth gear 508 and controls the fifth synchronizer S5 to move (to the right in fig. 9) to engage the thirteenth gear 513, thereby achieving the power transmission path: a first input shaft 10, a fifth gear 505, a third synchronizer S3, an eighth gear 508, a seventh gear 507, a second input shaft 20, a fifth synchronizer S5, a thirteenth gear 513, and an output shaft 30.

As shown in fig. 10, in the reverse gear, the second clutch 300 engages the second input shaft 20 to input power, and controls the fourth synchronizer S4 to move (leftward movement in fig. 10) to engage the fifteenth gear 515, thereby realizing a power transmission route: a second input shaft 20, a seventh gear 507, a reverse idler 517, a fifteenth gear 515, a fourth synchronizer S4, an intermediate shaft 40, a fourteenth gear 514, a thirteenth gear 513 and an output shaft 30.

As described above, at least 8 forward gears (i.e., D1 through D8) and one reverse gear can be achieved by selecting the first clutch 200 or the second clutch 300 to engage the first input shaft 10 or the second input shaft 20, in cooperation with the actions of the respective synchronizers. Each forward gear can be pre-engaged, and the gear can be jumped at any gear. This can be achieved by controlling the respective synchronizers.

The first clutch 200, the second clutch 300 and the synchronizers may be controlled by a control unit, individually or collectively, to cooperate when the selected gear is engaged.

Preferably, for ease of arrangement, as shown in fig. 1, the first input shaft 10 is sleeved outside the second input shaft 20, and the second input shaft 20 extends axially outside the first input shaft 10. Thereby, the total length occupied by the first input shaft 10 and the second input shaft 20 which are coaxially arranged can be reduced. The respective gears on each input shaft may be arranged axially. Specifically, the first gear 501, the third gear 503 and the fifth gear 505 are sequentially arranged along the axial direction of the first input shaft 10, and the seventh gear 507, the ninth gear 509 and the eleventh gear 511 are sequentially arranged along the axial direction of the second input shaft 20 and are located on a portion of the second input shaft 20, which extends out of the first input shaft 10.

Each synchronizer is disposed between two gears that are selectively engaged. Specifically, the first synchronizer S1 is disposed between the first gear 501 and the third gear 503 in the axial direction, the second synchronizer S2 is disposed between the fourth gear 504 and the sixth gear 506 in the axial direction of the counter shaft 40, the third synchronizer S3 is disposed between the sixth gear 506 and the eighth gear 508 in the axial direction of the counter shaft 40, the fifteenth gear 515 is disposed between the eighth gear 508 and the tenth gear 510 in the axial direction of the counter shaft 40, and the fourth synchronizer S4 is disposed between the fifteenth gear 515 and the tenth gear 510 in the axial direction of the counter shaft 40.

In addition, in order to facilitate the engagement of the eleventh gear 511 and the thirteenth gear 513 on the second input shaft 20 and the output shaft 30, respectively, by the fifth synchronizer S5, the output shaft 30 is disposed spaced apart from the distal end of the protruding portion of the second input shaft 20, and the fifth synchronizer S5 is disposed at the distal end of the second input shaft 20.

The speed change mechanism, the dual clutch transmission and the vehicle have a longitudinal structure, can realize at least eight forward gears and one reverse gear, and can smoothly and continuously shift or skip gears in the eight forward gears. In addition, the invention has reasonable structural layout, simple gear shifting control and reduced overall volume and weight, thereby obviously reducing the cost and improving the fuel economy of the vehicle.

The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents, improvements and the like that fall within the spirit and principle of the present invention are intended to be included therein.

Claims

1. A transmission mechanism, characterized in that the transmission mechanism (100) comprises a first input shaft (10), a second input shaft (20), an output shaft (30), an intermediate shaft (40) and a transmission unit (50), the first input shaft (10) and the second input shaft (20) are coaxially nested and are engageable by a first clutch and a second clutch, respectively, the output shaft (30) is coaxially arranged with the first input shaft (10), the intermediate shaft (40) is arranged in parallel with the first input shaft (10), the transmission unit (50) comprises a first gear set, a second gear set, a third gear set, a fourth gear set, a fifth gear set, a sixth gear set, a seventh gear set, a first synchronizer (S1), a second synchronizer (S2), a third synchronizer (S3), a fourth synchronizer (S4) and a fifth synchronizer (S5), wherein:

the first gear set comprises a first gear (501) and a second gear (502) which are meshed with each other, the first gear (501) is rotationally sleeved on the first input shaft (10), and the second gear (502) is fixed on the intermediate shaft (40);

the second gear set comprises a third gear (503) and a fourth gear (504) which are meshed with each other, the third gear (503) is rotationally sleeved on the first input shaft (10), and the fourth gear (504) is fixed on the intermediate shaft (40);

the third gear set comprises a fifth gear (505) and a sixth gear (506) which are meshed with each other, the fifth gear (505) is fixed on the first input shaft (10), and the sixth gear (506) is rotationally sleeved on the intermediate shaft (40);

the fourth gear set comprises a seventh gear (507) and an eighth gear (508) which are meshed with each other, the seventh gear (507) is fixed on the second input shaft (20), and the eighth gear (508) is rotationally sleeved on the intermediate shaft (40);

the fifth gear set comprises a ninth gear (509) and a tenth gear (510) which are meshed with each other, the ninth gear (509) is fixed on the second input shaft (20), and the tenth gear (510) is rotationally sleeved on the intermediate shaft (40);

the sixth gear set comprises an eleventh gear (511) and a twelfth gear (512) which are meshed with each other, the eleventh gear (511) is rotationally sleeved on the second input shaft (20), and the twelfth gear (512) is fixed on the intermediate shaft (40);

the seventh gear set comprises a thirteenth gear (513) and a fourteenth gear (514) which mesh with each other, the thirteenth gear (513) being fixed to the output shaft (30), the fourteenth gear (514) being fixed to the intermediate shaft (40);

the first synchronizer (S1) rotates synchronously with the first input shaft (10) and is capable of engaging with the first gear (501) and the third gear (503) by axial movement, respectively;

the second synchronizer (S2) rotates synchronously with the intermediate shaft (40) and is capable of engaging with the fourth gear (504) and the sixth gear (506) by axial movement, respectively;

the third synchronizer (S3) rotates synchronously with the sixth gear (506) and is engageable with the eighth gear (508) by axial movement;

said fourth synchronizer (S4) rotating synchronously with said countershaft (40) and being capable of engaging with a tenth gear (510) by axial movement;

the fifth synchronizer (S5) rotates in synchronization with the second input shaft (20) and is capable of engaging with the eleventh gear (511) and the thirteenth gear (513), respectively, by axial movement.

2. The gear change mechanism according to claim 1, characterized in that it comprises a reverse gear unit comprising a fifteenth gear wheel (515), a reverse gear shaft (516) and a reverse gear idler (517), said reverse gear idler (517) being rotatably mounted on said reverse gear shaft (516) and meshing with said seventh gear wheel (507), said fifteenth gear wheel (515) being rotatably mounted on said intermediate shaft (40) and meshing with said reverse gear idler (517), said fourth synchronizer (S4) being engaged with said fifteenth gear wheel (515) by an axial movement.

3. A gear change mechanism according to claim 2, characterized in that the first input shaft (10) is arranged to be fitted over the second input shaft (20), the second input shaft (20) extending axially outside the first input shaft (10).

4. A gear change mechanism according to claim 3, characterised in that the first gear (501), the third gear (503) and the fifth gear (505) are arranged in sequence in the axial direction of the first input shaft (10), and that the seventh gear (507), the ninth gear (509) and the eleventh gear (511) are arranged in sequence in the axial direction of the second input shaft (20) and are located on the part of the second input shaft (20) that protrudes outside the first input shaft (10).

5. The gear shift mechanism according to claim 4, characterized in that the first synchronizer (S1) is disposed axially between the first gear (501) and the third gear (503), the second synchronizer (S2) is disposed axially between the fourth gear (504) and the sixth gear (506) along the countershaft (40), the third synchronizer (S3) is disposed axially between the sixth gear (506) and the eighth gear (508) along the countershaft (40), the fifteenth gear (515) is disposed axially between the eighth gear (508) and the tenth gear (510) along the countershaft (40), and the fourth synchronizer (S4) is disposed axially between the fifteenth gear (515) and the tenth gear (510) along the countershaft (40).

6. The shifting mechanism according to any one of claims 1 to 5, wherein the output shaft (30) is disposed at a distance from a distal end of the projecting portion of the second input shaft (20), and the fifth synchronizer (S5) is disposed at the distal end of the second input shaft (20).

7. A dual clutch transmission, characterized in that it is provided with a transmission mechanism (100) according to any one of claims 1-6, a first clutch (200) engaged with the first input shaft (10) and a second clutch (300) engaged with the second input shaft (20).

8. Double-clutch transmission according to claim 7, characterized in that the first clutch (200) and the second clutch (300) are nested double clutches.

9. Double-clutch transmission according to claim 7 or 8, characterized in that it is arranged to control the engagement of adjacent gears by means of a first clutch (200) and a second clutch (300), respectively.

10. A vehicle characterized by being provided with a dual clutch transmission as claimed in any one of claims 7 to 9.