KR20150040598A - Power transmission apparatus for vehicle - Google Patents

Abstract

A transmission for a vehicle is disclosed. According to an embodiment of the present invention, the transmission for a vehicle includes: a power transfer means comprising a first clutch and a second clutch; an input means comprising a first input shaft which forms a plurality of input gears and a second input shaft which is arranged on the outer periphery side of the first input shaft and forms the input gears; a transmission output means comprising a first transmission output device and a second transmission output device; a reverse idle shaft including a reverse transmission means; a reverse input gear arranged on one side of the reverse idle shaft; a reverse output gear arranged on the other side of the reverse idle shaft; and a synchronization unit formed on the reverse idle shaft. The present invention outputs reverse rotation in the direction of a first output shaft through a transmission gear.

Description

[0001] POWER TRANSMISSION APPARATUS FOR VEHICLE [0002]

BACKGROUND OF THE INVENTION 1. Field of the Invention [0002] The present invention relates to a transmission for a vehicle to which a double clutch is applied, and more particularly to a vehicular transmission that minimizes the total length by disposing a reverse synchronizer on a separate idle shaft.

Eco-friendly technology in vehicles is a core technology with survival of the future automobile industry, and car makers are concentrating on developing environment-friendly vehicles to achieve environmental and fuel efficiency regulations.

The future type of automobile technology can be exemplified by Electric Vehicle (EV), Hybrid Electric Vehicle (HEV), Double Clutch Transmission (DCT) and the like, which are improved in efficiency and convenience .

In the above, the double clutch transmission (DCT) according to the present invention has two clutch mechanisms in the automatic transmission and a gear train of a basic manual transmission, and the rotational force input from the engine is transmitted to two Selectively shifts the input shaft to the input shaft, shifts the output shaft using the gear train, and outputs the shifted output shaft.

Such a double clutch transmission (DCT) has been studied to compactly realize a high-speed transmission having five or more stages. By controlling two clutches and synchronizing units by a controller, a manual shifting of the driver is unnecessary (Automatic Manual Transmission).

Accordingly, the double clutch transmission (DCT) is superior in power transmission efficiency as compared with the planetary gear type automatic transmission, and has advantages that it is easy to change and add parts according to the multi-shoe. Therefore, It is getting more and more popular because it can respond to.

The embodiments of the present invention can improve the mountability by minimizing the total length by disposing the synchronizer for reverse rotation on a separate shaft and reduce the length of the input shaft and the output shaft and reduce the weight by reducing the number of gear- Thereby providing a vehicular transmission.

In one or more embodiments of the present invention, the power interrupting means comprises the first clutch and the second clutch and interrupts the rotational power of the power source; A first input shaft configured to transmit a rotational power of a power source through the first clutch and a plurality of input gears disposed on the outer circumferential side of the first input shaft without rotating interference, And a second input shaft receiving rotational power of the power source through the second input shaft; A first gearshift position which is arranged in parallel with the first and second input shafts and shifts rotational power transmitted through a transmission gear of each shift position peripherally fitted to each of the input gears of the first input shaft and the second input shaft, And an output mechanism that shifts the rotational power transmitted through the transmission gears of the respective gear positions circumferentially fitted to the input gears of the first input shaft and the second input shaft in parallel with the first and second input shafts, A speed change outputting means comprising a second speed change output mechanism for performing a speed change; And reverse shifting means disposed in parallel with the first and second output shafts to reverse-rotate the rotational power transmitted from the second input shaft and output through the first output shaft, 2 reverse idle shaft disposed parallel to the output shaft; A reverse input gear which is disposed on one side of the reverse idle shaft and is always circumscribed with one input gear disposed on the second input shaft; A reverse output gear which is disposed on the other side of the reverse idle shaft and is always in perfect external contact with one of the transmission gears disposed on the first output shaft; And a synchronizing unit that is configured on the reverse idle shaft and selectively connects the reverse input gear to the reverse output gear in a synchronous manner so that the reverse output is output to the first output shaft through the transmission gear that is normally circumscribed- Can be provided to the vehicle.

One of the input shafts disposed on the second input shaft circumscribed with the reverse input gear is constituted by a fifth input gear circumscribing the sixth speed change gear among a plurality of transmission gears of each of the plurality of shift stages .

One of the transmission gears disposed on the first output shaft circumscribed to the reverse output gear is circumscribed to the second input gear on the first input shaft among the plurality of transmission gears for each of the plurality of shift stages to implement the forward first gear Speed transmission.

Further, the forward speed change stage, which is formed by the transmission on the second output shaft meshing with the fifth input gear on the second input shaft circumscribed to the reverse input gear, is connected to the forward output gear via the transmission gear on the first output shaft And the gear ratio is larger than the forward gear range.

Also, the reverse input gear may be disposed on the reverse idle shaft without rotation interference, and the reverse output gear may be integrally formed with the reverse idle shaft.

The first input shaft is sequentially disposed at a position where the first input shaft is not overlapped with the second input shaft and the first, second, third, and fourth input gears are sequentially disposed at predetermined intervals. Wherein the first input gear is an input gear for implementing a seventh gear, the second input gear is an input gear for implementing a first gear, the third input gear is an input gear for implementing an input gear for implementing a third gear, , The fourth input gear is an input gear for implementing the fifth speed, the fifth input gear is an input gear for implementing the sixth speed and the reverse speed, the sixth input gear is the input gear for implementing the second speed and the fourth speed And may be formed of an input gear.

The first speed change output mechanism may include a first output shaft, a first speed change gear mechanism and a fifth speed change gear element arranged in parallel with the first and second input shafts at a predetermined interval, the first speed change gear mechanism, A second synchronizer selectively synchronously connecting the speed change gear to the first output shaft, a second synchronizer selectively synchronously connecting the second speed change gear to the first output shaft, Wherein the second speed change output mechanism includes a second output shaft arranged in parallel with the first and second input shafts at a predetermined interval, a third speed change gear and a seventh A third synchronizer, a fourth speed change gear, and a sixth speed change gear that selectively and synchronously connect the third speed change gear and the seventh speed change gear to the second output shaft; And a sixth speed-change gear to the second output shaft A fourth synchronizer, and one side of the second output shaft for selectively connecting the synchronization may include a second output gear are integrally formed.

Further, the first speed change output mechanism may be configured such that the first speed change gear is connected to the second input gear and the external gear, the fifth speed change gear is connected to the external gear and the fourth input gear, The gear can be connected.

In addition, the second speed change output mechanism may be configured so that the third speed change gear is connected to the third input gear and the external gear is connected, the seventh speed input gear is connected to the first input gear and the external gear and the fourth speed change gear is connected to the sixth input gear An external gear is connected, and a sixth speed gear can be connected to the external gear with the fifth input gear.

In addition, the synchronizing unit of the reverse shifting means may comprise a fifth synchronizer configured on the reverse idle shaft and selectively synchronously connecting the reverse input gear to the reverse idle shaft.

In the embodiment of the present invention, two synchronizers and a first output gear are disposed on a first output shaft, two synchronizers and a second output gear are disposed on a second output shaft, and one synchronizer Is disposed on the reverse idle shaft.

At this time, one synchronizer disposed on the first output shaft is configured to be able to perform only one speed change stage, so that the number of speed change parts is reduced and the design width is reduced.

Therefore, it is possible to reduce the number of transmission parts and to reduce the weight and production cost, and it is possible to improve the loadability by reducing the total length of the transmission.

1 is a gear layout diagram of a vehicular transmission according to an embodiment of the present invention.
2 is an axial arrangement view of a vehicular transmission according to an embodiment of the present invention.
3 is a shift operation table of the vehicular transmission according to the embodiment of the present invention.
4 is a power transmission path diagram for a reverse shift of the vehicular transmission according to the embodiment of the present invention.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

In order to clearly illustrate the embodiments of the present invention, portions not directly related to the present invention are omitted, and the same or similar elements are denoted by the same reference numerals throughout the entire specification.

In the following description, the names of the structures are denoted by the first, second, etc. in order to distinguish them from each other because the names of the structures are the same and are not necessarily limited to the order.

1 is a gear layout diagram of a vehicular transmission according to an embodiment of the present invention.

Referring to FIG. 1, a transmission according to an embodiment of the present invention includes first and second clutches CL1 and CL2, and includes a power interrupter (not shown) for interrupting the power of a power source (1) comprising input means comprising first and second input shafts (IS1, IS2) for selectively changing the rotational power input via said input means Shift output means including a two-speed output mechanism OUT1 (OUT2), and a reverse shift means disposed adjacent to the first shift output device OUT1.

The power source may be an engine in a manual or automatic transmission vehicle using an ordinary internal combustion engine or a motor in a hybrid vehicle including an electric motor driven motor.

The first and second clutches CL1 and CL2 that form the power interrupting means selectively transmit the rotational force of the power source to the first and second input shafts IS1 and IS2.

The first clutch C1 selectively transmits the rotational force of the power source to the first input shaft IS1 and the second clutch CL2 selectively transmits the rotational force of the power source to the second input shaft IS2.

The first and second clutches CL1 and CL2 forming the power interrupting means may be made of a conventional fluid multiple disk clutch but are not limited thereto and may be applied to a general dry multiple disk clutch, (Not shown).

The input means includes a first input shaft IS1 selectively connected to the output side of the power source via the first clutch CL1 and a second input shaft IS1 coupled to the outer side of the first input shaft IS1, And a second input shaft IS2 selectively connected to the output side of the power source via the second clutch CL2.

The first input shaft IS1 is provided with first, second, third, and fourth input gears G1, G2, G3, and G4 with a predetermined gap therebetween, First, second, third, and fourth input gears G1, G2, G3, and G4 are arranged in order from the front side of the first input shaft IS1 passing through the second input shaft IS2 .

The fifth and sixth input gears G5 and G6 are disposed at a predetermined interval on the second input shaft IS2. The fifth input gear G5 is disposed on the front side of these gears and the fifth input gear G5 is disposed on the rear side. 6 input gear G6 is arranged.

Accordingly, when the first clutch CL1 is operated, the first input shaft IS1 rotates to drive the first, second, third, and fourth input gears G1, G2, G3, and G4, When the second clutch CL2 is operated, the second input shaft IS2 rotates to drive the fifth and sixth input gears G5 and G6.

The input gears G1, G2, G3, G4, G5 and G6 of the first, second, third, fourth, fifth and sixth input gears G1, The second input gear G2 is an input gear for implementing the first gear and the third input gear G3 is an input gear for implementing the seventh gear and the reverse gear. And the fourth input gear G4 is an input gear for implementing the fifth gear.

The fifth input gear G5 is an input gear for implementing the second gear and the sixth input gear G6 is an input gear for implementing the fourth and sixth gears.

That is, the gear teeth G1, G2, G3, G4, G5, and G6 are set to have gear teeth numbers for realizing respective gear stages, and the first input shaft IS1 is provided with an input Gears G1, G2, G3 and G4 are formed and input gears G5 and G6 for forming an even-numbered gear stage are formed on the second input shaft IS2.

The speed change output means includes first and second speed change output mechanisms OUT1 and OUT2 arranged in parallel with the first and second input shafts IS1 and IS2 at a predetermined interval.

The first output shaft OS1 is disposed in parallel with the first and second input shafts IS1 and IS2 at a predetermined interval in the first transmission mechanism OUT1.

The first speed change gear mechanism D1 and the fifth speed change gear mechanism D5 are disposed adjacent to the first output shaft OS1 and the first speed change gear mechanism D1 and the fifth speed change gear mechanism D5 And a first synchronizer SL1 that is a synchronous unit that selectively and synchronously connects to the first output shaft OS1 is configured. The second synchromesh D2 is disposed on the first output shaft OS1 and the second synchromesh unit D2 is a synchronizing unit for selectively synchronously connecting the second speed change gear D2 to the first output shaft OS1. And a first output gear OG1 is formed at the front end.

The first synchronizer SL1 is disposed on the rear side of the first output shaft OS1 and the second synchronizer SL2 is disposed on the front side of the first output shaft OS1.

The first speed change gear mechanism D1 is in outer circumferential engagement with the second input gear G2 and the fifth speed change gear mechanism D5 is in outer circumferential engagement with the fourth input gear G4.

The second speed change gear mechanism D2 is circumscribed-coupled with the sixth input gear G6.

The first output gear OG1 outputs the power transmitted to the first output shaft OS1 to the differential gear DIFF via the longitudinal reduction gear FD.

The second output shaft OS2 is disposed in parallel with the first and second input shafts IS1 and IS2 at a predetermined interval.

The third transmission gear D3 and the seventh speed change gear D7 are disposed adjacent to the second output shaft OS2 and the third speed change gear D3 and the seventh speed change speed gear D7 are disposed on the second And a third synchronizer SL3 which is a synchronous unit for selectively synchronously connecting to the output shaft OS2. The fourth speed change gear mechanism D4 and the sixth speed change gear mechanism D6 are disposed on the second output shaft OS2 and the fourth speed change gear mechanism D4 and the sixth speed change gear mechanism D6 are provided on the second output shaft OS2, And a fourth synchronizer SL4 which is a synchronous unit for selectively synchronously connecting to the first output shaft OS2 and a second output gear OG2 at the front end.

The third synchronizer SL3 is disposed on the rear side of the second output shaft OS2 and the fourth synchronizer SL4 is disposed on the front side of the second output shaft OS2.

The third speed change gear mechanism D3 is in outer circumferential engagement with the third input gear G3 and the seventh speed change gear mechanism D7 is in outer circumferential engagement with the first input gear G1.

The fourth speed change gear mechanism D4 is in outer circumferential engagement with the sixth input gear G6 and the sixth speed change gear mechanism D6 is in outer circumferential engagement with the fifth input gear G5.

The second output gear OG2 outputs the power transmitted to the second output shaft OS2 to the differential gear DIFF via the longitudinal reduction gear FD.

As described above, the first output gear OG1 and the second output gear OG2 are subjected to final deceleration by circumscribing the longitudinal reduction gear FD and the final decelerated rotational power is transmitted to the differential gear (DIFF) to the drive wheels.

The reverse shift means has a reverse idle shaft (RIS) disposed parallel to the first output shaft OS1.

The reverse input gear RIG and the reverse output gear ROG are adjacent to each other in the reverse idle shaft RIS. The reverse input gear RIG is rotatably arranged with respect to the reverse idle shaft RIS, And the reverse output gear ROG is configured to rotate integrally with the reverse idle shaft RIS.

In addition, the reverse idle shaft RIS is constituted by a fifth synchronizer SL5, which is a synchronous unit for selectively synchronously connecting the reverse input gear RIG to the reverse idle axis RIS.

At this time, the reverse input gear RIG is circumscribed-coupled with the fifth input gear G5, and the reverse output gear ROG is circumscribed-coupled with the first speed change gear D1 as the forward first speed transmission.

Since the first, second, third, fourth and fifth synchronizers SL1 to SL5 are well known in the art, the detailed description is omitted, and the first, second, third, fourth, Each of the sleeves SLE1, SLE2, SLE3, SLE4, SLE5 applied to the shutters SL1 to SL5 is actuated via a separate actuator (not shown) as is known in the art, Unit.

2 is an axial arrangement view of a vehicular transmission according to an embodiment of the present invention.

2, a first input shaft IS1 including a second input shaft IS2, first and second output shafts OS1 and OS2, a reverse idle shaft RIS and a differential input shaft DIFF Are arranged at regular intervals from one another.

The fifth input gear G5 of the second input shaft IS2 is circumscribed to the sixth speed change gear D6 and the reverse input gear RIG.

The reverse output gear ROG of the reverse idle shaft RIS is connected to the first speed change gear D1 of the first output shaft OS1 circumscribely fitted to the second input gear G2 of the first input shaft IS1, Lt; / RTI >

The first and second output gears OG1 and OG2 of the first and second output axes OS1 and OS2 are circumscribely engaged with the differential reduction gear FD of differential gear DIFF.

3 is a shift operation table of the vehicular transmission according to the embodiment of the present invention.

[Advancing first gen]

The first speed change gear mechanism D1 and the first output shaft OS1 are synchronized with each other through the sleeve SEL1 of the first synchronizer SL1 and then the first clutch CL1 is operated, 1-speed shift is achieved.

[Advancing second gen]

The second speed change gear mechanism D2 and the first output shaft OS1 are driven via the sleeve SEL2 of the second synchronizer SL2 when the vehicle speed is increased to the second speed in the first speed state, And then the second clutch CL2 is operated while releasing the operation of the first clutch CL1, the forward second speed change is performed.

After the forward second speed change is completed, the sleeve SEL1 of the first synchronizer SL1 is moved to the neutral state.

[Three steps forward]

The third speed change gear mechanism D3 and the second output shaft OS2 are driven via the sleeve SEL3 of the third synchronizer SL3 when the vehicle speed is increased to the third speed in the second speed state, And then the first clutch CL1 is operated while releasing the operation of the second clutch CL2, the forward third speed change is performed.

After the forward third speed change is completed, the sleeve SEL2 of the second synchronizer SL2 is moved to the neutral state.

[Advance 4th gen]

When the vehicle speed is increased to the fourth speed in the third speed state, the fourth speed change gear D4 and the second output shaft OS2 are driven via the sleeve SEL4 of the fourth synchronizer SL4, And the fourth clutch CL2 is operated while releasing the operation of the first clutch CL1, the forward fourth speed change is performed.

After the forward fourth speed change is completed, the sleeve (SEL3) of the third synchronizer SL3 is moved to the neutral state.

[Five steps forward]

When the vehicle speed is increased to the fifth speed in the fourth speed state, the fifth speed change gear mechanism D5 and the first output shaft OS1 are driven via the sleeve SEL1 of the first synchronizer SL1, And then the first clutch CL1 is operated while releasing the operation of the second clutch CL2, the forward fifth speed change is performed.

After the forward fifth speed change is completed, the sleeve SEL4 of the fourth synchronizer SL4 is moved to the neutral state.

[6 steps forward]

When the vehicle speed is increased to the sixth speed in the fifth speed state, the sixth speed change gear D6 and the second output shaft OS2 are driven via the sleeve SEL4 of the fourth synchronizer SL4, And then the second clutch CL2 is operated while releasing the operation of the first clutch CL1, the forward sixth speed change is performed.

After the forward sixth speed change is completed, the sleeve SEL1 of the first synchronizer SL1 is moved to the neutral state.

[Advancing seven genus]

When the vehicle speed is increased to the seventh speed in the sixth speed state, the seventh speed change gear D7 and the second output speed OS2 are transmitted via the sleeve SEL3 of the third synchronizer SL3, When the first clutch CL1 is operated while releasing the operation of the second clutch CL2, the forward seventh speed change is performed.

After the forward seventh speed change is completed, the sleeve SEL4 of the fourth synchronizer SL4 is moved to the neutral state.

4 is a power transmission path diagram for a reverse shift of the vehicular transmission according to the embodiment of the present invention.

Referring to FIGS. 3 and 4, the first speed change gear mechanism D1 and the first output shaft OS1 are synchronized with each other through the sleeve SEL1 of the first synchronizer SL1, The reverse shift is performed when the reverse input gear RIG and the reverse idle shaft RIS are synchronized through the sleeve SEL5 of the fifth synchronizer SL5 and then the second clutch CL2 is operated.

Accordingly, the rotational power of the power source is transmitted to the second input shaft IS1 via the second input shaft IS2, the fifth input gear G5, the reverse input gear RIG, the reverse idle shaft RIS, the reverse output gear ROG, D1, the first output shaft OS1, and the first output gear OG1 to drive the drive wheel in reverse rotation while being transmitted to the longitudinal reduction gear FD.

According to the transmission of the present invention configured and operated as described above, two synchronizers SL1 and SL2 and a first output gear OG1 are disposed on the first output shaft OG1, Two synchronizers SL3 and SL4 and a second output gear OG2 are disposed on the rear idle shaft RG and the one synchronizer SL related to the rearward shift is disposed on a separate reverse idle shaft RIS.

At this time, since the second synchronizer SL2 is configured to be capable of performing only one speed change stage, the number of speed change parts is reduced and the design width is reduced.

In this manner, the number of transmission parts can be reduced, the weight and the production cost can be reduced, and the total length of the transmission can be reduced to improve the mountability.

While the present invention has been described in connection with certain exemplary embodiments, it is to be understood that the invention is not limited to the disclosed exemplary embodiments. It will be apparent to those skilled in the art that various modifications and variations can be made in the present invention. Includes all changes to the range.

IS1 ... first input shaft
IS2 ... second input shaft
OS1 ... first output shaft
OS2 ... second output shaft
OG1 ... first output gear
OG2 ... second output gear
RIS ... Reverse idle shaft
RIG ... Reverse input gear
ROG ... Reverse output gear
CL1, CL2 ... First and second clutches
The first, second, third, fourth, fifth, sixth, seventh speed change gears D1, D2, D3, D4, D5, D6,
Second, third, fourth, fifth and sixth input gears G1, G2, G3, G4, G5,
SL1, SL2, SL3, SL4, SL5 ... First, second, third, fourth, fifth synchronizers

Claims (12)

Power interrupting means comprising a first clutch and a second clutch for interrupting rotational power of the power source;
A first input shaft configured to transmit a rotational power of a power source through the first clutch and a plurality of input gears disposed on the outer circumferential side of the first input shaft without rotating interference, And a second input shaft receiving rotational power of the power source through the second input shaft;
A first gearshift position which is arranged in parallel with the first and second input shafts and shifts rotational power transmitted through a transmission gear of each shift position peripherally fitted to each of the input gears of the first input shaft and the second input shaft, And an output mechanism that shifts the rotational power transmitted through the transmission gears of the respective gear positions circumferentially fitted to the input gears of the first input shaft and the second input shaft in parallel with the first and second input shafts, A speed change outputting means comprising a second speed change output mechanism for performing a speed change;
And reverse shifting means disposed in parallel with the first and second output shafts to reverse-rotate the rotational power transmitted from the second input shaft and output through the first output shaft,
The reverse shift means
A reverse idle shaft disposed parallel to the first and second output shafts;
A reverse input gear which is disposed on one side of the reverse idle shaft and is always circumscribed with one input gear disposed on the second input shaft;
A reverse output gear which is disposed on the other side of the reverse idle shaft and is always in perfect external contact with one of the transmission gears disposed on the first output shaft;
And a synchronizing unit configured on the reverse idle shaft for selectively synchronizing the reverse input gear with the reverse output gear
And a reverse output is made to the first output shaft through the transmission gear which is always circumscribed with the reverse output gear. The method according to claim 1,
The two input shafts
And one input gear disposed on the second input shaft circumscribed to the reverse input gear is composed of a fifth input gear circumscribed on the sixth speed change gear among a plurality of transmission gears of each of the plurality of shift ranges. 3. The method according to claim 1 or 2,
Wherein one transmission gear disposed on the first output shaft circumscribed to the reverse output gear circumscribes the second input gear on the first input shaft among the plurality of transmission gears for each of the plurality of shift stages, Speed transmission. The method of claim 3,
A forward speed change stage that is made up of a transmission on a second output shaft engaged with a fifth input gear on a second input shaft circumscribed to the reverse input gear,
And a speed change stage having a gear ratio different from that of the forward speed change stage via a transmission on a first output shaft circumscribed with the reverse output gear. The method according to claim 1,
Wherein the reverse input gear is disposed on the reverse idle shaft without rotation interference, and the reverse output gear is formed integrally with the reverse idle shaft. The method according to claim 1,
The first input shaft
First, second, third, and fourth input gears are sequentially disposed at a predetermined interval in a portion not overlapping with the second input shaft, a fifth and a sixth input gear are disposed on the second input shaft,
Wherein the first input gear is an input gear for implementing a seventh gear, the second input gear is an input gear for implementing a first gear, the third input gear is an input gear for implementing a third gear, The fourth input gear is an input gear for implementing the fifth gear, the fifth input gear is an input gear for implementing the sixth gear and the reverse gear, and the sixth input gear is an input gear for implementing the second gear and the fourth gear Is formed. 7. The method according to claim 1 or 6,
The first shift output mechanism
A first output shaft, a first speed change gear, and a fifth speed change gear, which are disposed in parallel with the first and second input shafts at a predetermined interval, the first and second speed change gears and the fifth speed change gear, A second synchronizer selectively synchronously connecting the first output shaft and the second output shaft; a second synchronizer selectively synchronizing and connecting the second transmission gear to the first output shaft; a second synchronizer selectively integrally formed on one side of the first output shaft; An output gear,
The second shift output mechanism
A second output shaft, a third speed change gear, and a seventh speed change gear, which are arranged in parallel with the first and second input shafts at a predetermined interval, the third speed change gear and the seventh speed change gear, A fourth synchronizer for selectively synchronizing the fourth synchronizer, the fourth speed change gear and the sixth speed change gear, the fourth speed change gear and the sixth speed change gear selectively to the second output shaft, And a second output gear integrally formed on one side of the second output shaft. 8. The method of claim 7,
The first shift output mechanism
The first speed change gear is connected to the second input gear and the external gear, the fifth speed change gear is connected to the fourth input gear and the external gear, and the second speed change gear is connected to the sixth input gear and the external gear. 8. The method of claim 7,
The second shift output mechanism
The third speed gear mechanism is connected to the third input gear and the external gear, the seventh speed input gear is connected to the external gear with the first input gear, the fourth speed gear mechanism is connected to the external gear with the sixth input gear, Wherein the fifth input gear and the external gear are connected to each other. 8. The method of claim 1 or 7,
The synchronizing unit of the reverse shift means
And a fifth synchronizer configured on said reverse idle shaft for selectively synchronously connecting said reverse input gear to said reverse idle shaft. Power interrupting means comprising a first clutch and a second clutch for interrupting rotational power of the power source;
A first input shaft to which the rotational power of the power source is input via the first clutch and which constitutes first, second, third, and fourth input gears, and a second input shaft that is disposed on the outer circumferential side of the first input shaft, Input means for inputting rotational power of a power source via a second clutch and comprising a second input shaft constituted by fifth and sixth input gears;
First and second gears disposed in parallel with the first and second input shafts and respectively engaged with three input gears out of the first, second, third, fourth, fifth, and sixth input gears, And a second output shaft, the second output shaft being selectively in synchronous connection with the second speed change gear unit by a synchronizing unit, and a second output shaft disposed in parallel with the first and second input shafts and connected to the first, second, third, fourth, And a second output shaft which is selectively synchronized with the third and seventh gears and the fourth and sixth speed-change gears circumscribely engaged with the four input gears, And shift output means for shifting and outputting rotational power transmitted from the second input shaft at a forward speed ratio;
And reverse shift means disposed in parallel with the first and second input shafts and outputting rotational power transmitted from the second input shaft through a first output shaft in reverse rotation,
The reverse shift means
A reverse idle shaft disposed parallel to the first and second input gears;
A reverse input gear circumscribed on a fifth input gear on the second input shaft and rotatably disposed with respect to the reverse idle shaft;
A reverse output gear disposed on the first output shaft and integrally formed with the reverse idle shaft in outer circumferential relation with a first speed change gear engaged with the second input gear on a first input shaft; And
And a synchronizing unit configured on the reverse idle shaft for selectively synchronously connecting the reverse input gear to the reverse idle shaft
Wherein the reverse speed gear engaged with the reverse output gear is selectively connected to the first output shaft by the synchronizing unit while the reverse input gear is synchronized with the reverse output gear to implement the reverse shift stage. 12. The method of claim 11,
The synchronization unit
A first synchronizer selectively synchronously connecting the first speed-change gear or the fifth speed-change gear to the first output shaft;
A second synchronizer selectively synchronously connecting the second speed change gear to the first output shaft;
A third synchronizer selectively synchronously connecting the third speed gear or the seventh speed gear to the second output shaft;
A fourth synchronizer selectively synchronously connecting the fourth speed change gear mechanism or the sixth speed change gear mechanism to the second output shaft;
A fifth synchronizer selectively synchronously connecting the reverse input gear to a reverse idle shaft to which the reverse output gear is fixed;
(20).

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