DESC:TECHNICAL FIELD
Present disclosure generally relates to a vehicle. Particularly, the present disclosure relates to transmission system for the vehicle. Embodiments of the present disclosure relates to a dual-clutch transmission system for the vehicle.

BACKGROUND OF THE DISCLOSURE
Transmission system is one of the crucial components of the vehicle power train. Torque or power received from an engine of the vehicle, is transmitted in a controlled manner to wheels of the vehicle by the transmission system. Over the period, the transmission assemblies have evolved from a simple gear arrangement to complex multi-clutch gear trains and further to automatic transmissions such as dual-clutch transmission [DCT] systems.

A conventional DCT is a transmission system in which two manual transmissions are nested to form an integral unit. The DCT transmission system thus includes two clutches, two input shafts and two lay shafts for selective transmission of power generated from the engine. The input shafts are concentrically arranged and are individually coupled to the output shaft of the engine via clutch members. Each of the clutch members are selectively operated for transmission of torque from the engine to wheels of the vehicle. The input shafts include gear sets, which on engagement with a driven gear on one of the layshafts, will correspond to a drive gear, with a varying gearing ratio based on which, power to the wheels are transmitted. For example, in a typical seven speed DCT gearbox a first input shaft carries odd speed gears, namely 1st, 3rd, 5th and 7th, and a second input shaft carries even speed gears namely 2nd, 4th and 6th. The two lay shafts include driven gears which mesh with corresponding input gears on the input shafts to correspond to a varying gear ratio. The torque from the engine is transmitted to the wheels based on the gear ratio obtained from gear engagement. Further, the conventional DCT comprises plurality of shifter sleeves, configured in between the driven gears, on both the lay shafts to allow transition or engagement of gear from one set to another. The DCT transmission system, thus provides seamless gear shifts and therefore, improves performance and efficiency of the vehicle. Also, as the effort of driver is minimal during shifts in the transmission system, ride comfort and quality is improved.

However, due to the sequence of the driven gears arranged, the conventional DCT transmission systems involve use of longer lay shafts. The lay shafts are also longer due to offset between each of the driven gears. This inherently will increase the weight of the transmission system and in-turn affect the efficiency and performance of the vehicle. Also, the longer lay shafts will acquire more space in the engine compartment, which leads to packaging issues.

The present disclosure is directed to overcome one or more limitations stated above.

The information disclosed in this background of the disclosure section is only for enhancement of understanding of the general background of the invention and should not be taken as an acknowledgement or any form of suggestion that this information forms the prior art already known to a person skilled in the art

SUMMARY OF THE DISCLOSURE
One or more shortcomings of conventional assemblies are overcome and additional advantages are provided through the provision of a system as claimed in the present disclosure. Additional features and advantages are realized through the techniques of the present disclosure. Other embodiments and aspects of the disclosure are described in detail herein and are considered a part of the claimed disclosure.

In one non-limiting embodiment of the present disclosure, a dual-clutch transmission system for a vehicle is disclosed. The system comprises a first input shaft configured with a first set of input gears connectable to a crankshaft of an engine through a first clutch member. A second input shaft configured with a second set of input gears, is mounted concentrically to the first input shaft and connectable to the crankshaft of the engine through a second clutch member. A first layshaft and a second lay shaft are mounted parallel to the first input shaft and are configured with a first set of driven gears and a second set of driven gears. Each of the first set of driven gears and the second set of driven gears are meshed to the corresponding first set of input gears and the corresponding second set of input gears. Further, an idler shaft is mounted parallel to the second layshaft and comprises a first idler gear and a second idler gear. The first idler gear is meshed to one of the input gears of the second set of input gears.

In an embodiment, the second idler gear is meshed to the driven gear of the second set of driven gears.

In an embodiment, a plurality of first shifter sleeves is provided on the first layshaft for selectively engaging each of the first set of driven gears with the first set of input gears or the second set of input gears.

In an embodiment, a plurality of second shifter sleeves is provided on the second layshaft for selectively engaging each of the second set of driven gears with the first set of input gears or the second set of input gears.

In an embodiment, the first layshaft includes a first drive pinion meshed to a crown gear of a differential, for transmitting torque received from the engine to the differential.

In an embodiment, the second lay shaft includes a second drive pinion meshed to the crown gear for transmitting torque received from the engine to the differential.

In an embodiment, each of the plurality of first shifter sleeves, the plurality of second shifter sleeves, the first clutch member and the second clutch member are operated by a Transmission Control Unit for selectively transmitting torque received from the engine to the differential.

In an embodiment, the dual-clutch transmission system is a 7-speed dual-clutch transmission.

It is to be understood that the aspects and embodiments of the disclosure described above may be used in any combination with each other. Several of the aspects and embodiments may be combined together to form a further embodiment of the disclosure.

The foregoing summary is illustrative only and is not intended to be in any way limiting. In addition to the illustrative aspects, embodiments, and features described above, further aspects, embodiments, and features will become apparent by reference to the drawings and the following detailed description.

BRIEF DESCRIPTION OF ACCOMPANYING DRAWINGS
The novel features and characteristic of the disclosure are set forth in the appended claims. The disclosure itself, however, as well as a preferred mode of use, further objectives and advantages thereof, will best be understood by reference to the following detailed description of an illustrative embodiment when read in conjunction with the accompanying drawings. One or more embodiments are now described, by way of example only, with reference to the accompanying drawings wherein like reference numerals represent like elements and in which:

Figure 1 illustrates schematic view of the dual-clutch transmission system, in one exemplary embodiment of the present disclosure.

Figure 2 illustrates schematic view of dual-clutch transmission system of Figure 1, engaged to a first gear ratio in one exemplary embodiment of the present disclosure.

Figure 3 illustrates schematic view of dual-clutch transmission system of Figure 1, engaged to a second gear ratio in one exemplary embodiment of the present disclosure.

Figure 4 illustrates schematic view of dual-clutch transmission system of Figure 1, engaged to a third gear ratio in one exemplary embodiment of the present disclosure.

Figure 5 illustrates schematic view of dual-clutch transmission system of Figure 1, engaged to a fourth gear ratio in one exemplary embodiment of the present disclosure.

Figure 6 illustrates schematic view of dual-clutch transmission system of Figure 1, engaged to a fifth gear ratio in one exemplary embodiment of the present disclosure.

Figure 7 illustrates schematic view of dual-clutch transmission system of Figure 1, engaged to a sixth gear ratio in one exemplary embodiment of the present disclosure.

Figure 8 illustrates schematic view of dual-clutch transmission system of Figure 1, engaged to a seventh gear ratio in one exemplary embodiment of the present disclosure.

Figure 9 illustrates schematic view of dual-clutch transmission system of Figure 1, engaged to a reverse gear ratio in one exemplary embodiment of the present disclosure.

The figures depict embodiments of the disclosure for purposes of illustration only. One skilled in the art will readily recognize from the following description that alternative embodiments of the structures and methods illustrated herein may be employed without departing from the principles of the disclosure described herein.

DETAILED DESCRIPTION
While the embodiments in the disclosure are subject to various modifications and alternative forms, specific embodiment thereof has been shown by way of example in the figures and will be described below. It should be understood, however, that it is not intended to limit the disclosure to the particular forms disclosed, but on the contrary, the disclosure is to cover all modifications, equivalents, and alternative falling within the scope of the disclosure.

It is to be noted that a person skilled in the art would be motivated from the present disclosure a dual-clutch transmission system, which may vary based on configuration of the transmission system. However, such modifications should be construed within the scope of the disclosure. Accordingly, the drawings show only those specific details that are pertinent to understand the embodiments of the present disclosure, so as not to obscure the disclosure with details that will be readily apparent to those of ordinary skill in the art having benefit of the description herein.

The terms “comprises”, “comprising”, “includes” or any other variations thereof used in the disclosure, are intended to cover a non-exclusive inclusion, such that an assembly that comprises a list of components does not include only those components but may include other components not expressly listed or inherent to such system, or assembly, or device. In other words, one or more elements in an assembly proceeded by “comprises… a” does not, without more constraints, preclude the existence of other elements or additional elements in the system or device.

Embodiment of the present disclosure relates to a dual-clutch transmission system for a vehicle. The system includes a first input shaft and a second input shaft connectable to a crankshaft of an engine. The first input shaft is configured with a first set of input gears and is connected to the crankshaft by a first clutch member. The second input shaft is configured with a second set of input gears and is mounted concentrically to the first input shaft through a second clutch member. A first layshaft and a second layshaft are mounted parallel to the first input shaft and are configured with a first set of driven gears and a second set of driven gears. Each of the first set of driven gears and the second set of driven gears are meshed to the corresponding first set of input gears and the corresponding second set of input gears. Further, an idler shaft is mounted parallel to the second layshaft and comprises a first idler gear and a second idler gear. The first idler gear is meshed to one of the input gears of the second set of input gears. This provision reduces the length of the first and the second layshaft and consequently reduces the dimensions of the transmission system. This configuration inherently makes the dual-clutch transmission system compact.

The following paragraphs describe the present disclosure with reference to Figures 1 to 9. In the Figures, the same element or elements which have similar functions are indicated by the same reference signs.

Figure 1 is an exemplary embodiment of the present disclosure, which illustrates a dual-clutch transmission system (100) for a vehicle. The dual-clutch transmission system (100) comprises a first input shaft (8) and a second input shaft (9) connectable to a crankshaft of an engine [not shown in figures], for transmitting torque from the engine to wheels of the vehicle [not shown in figures]. The first input shaft (8) is connectable to a crankshaft of the engine through a first clutch member (12) and comprises a first set of input gears (103). The first set of input gears (103) are configured with predetermined gear tip diameters and are arranged in a predetermined sequence, for transmitting torque at different gear ratios, based on the power demand. The second input shaft (9) is mounted concentrically to the first input shaft (8) and is connectable to the crankshaft of the engine through a second clutch member (13). The second input shaft (9) includes a second set of input gears (104), wherein the second set of input gears (104) are configured with predetermined gear tip diameters and are arranged in a predetermined sequence for transmitting torque at different gear ratios, based on the power demand. In an exemplary embodiment, the first set of input gears (103) may include odd numbered gears i.e. first gear (1), third gear (3), fifth gear (5) and seventh gear (7). The second set of input gears (104) may include even numbered gears i.e. second gear (2), fourth gear (4) and sixth gear (6). In an embodiment, the first set of input gears (103) may include even numbered gears and the second set of input gears (104) may include odd numbered gears.

A first layshaft (10) is mounted parallel to the first input shaft (8) and includes a first set of driven gears (105), positioned sequentially along the first layshaft (10). The first set of driven gears (105) which are positioned such that, each driven gear of the first set of driven gears (105) are in mesh with the corresponding input gear of the first and the second set of input gears (103 and 104). The meshing of the first set of driven gears (105) with the corresponding first and the second input gears (103 and 104) provides the corresponding gear ratio, based on which the torque received from the engine is transmitted to the wheels. In an exemplary embodiment, the first set of driven gears (105) include, a first driven gear (DG1), a second driven gear (DG2), a fourth driven gear (DG4) and a fifth driven gear (DG5), located at predetermined locations along the first layshaft (10). In this exemplary configuration, the first driven gear (DG1) meshes with the first input gear (1), the second driven gear (DG2) meshes with the second input gear (2), the fourth driven gear (DG4) meshes with the fourth input gear (4) and the fifth driven gear (DG5) meshes with the fifth input gear (5). A plurality of first shifter sleeves (101) are configured on the first layshaft (10) to enable shifting or engagement of first set of driven gears (105) with the layshaft (10), for torque transmission. Further, the first lay shaft (10) includes a first drive pinion (14) which is in contact with a crown gear of a differential (16) of the vehicle. The first drive pinion (14) enables transfer of torque received by the first layshaft (10), to the wheels via the differential (16). In an embodiment, a park lock gear (P) is provided on the first layshaft (10), which is configured to lock the wheels of the vehicle, when the user or driver engages parking mode in the dual-clutch transmission system (100).

A second layshaft (11) is mounted parallel to the first input shaft (8) and includes a second set of driven gears (106), positioned sequentially along the second layshaft (11). The second set of driven gears (106) are positioned such that, each driven gear of the second set of driven gears (106) are in mesh with the corresponding input gear of the first and the second set of input gears (103 and 104). In an exemplary embodiment, the second set of driven gears (106) includes a third driven gear (DG3), a sixth driven gear (DG6), a seventh driven gear (DG7) and a reverse driven gear (DGr) located at predetermined locations on the second layshaft (11). In this configuration, the third driven gear (DG3) meshes with the third input gear (3), the sixth driven gear (DG6) meshes with the sixth input gear (4), the seventh driven gear (DG7) meshes with the seventh input gear (7). A plurality of second shifter sleeves (102) are configured on the second layshaft (11), to enable shifting or engagement of second set of the driven gears (106) with the layshaft (11), for torque transmission. Further, the second layshaft (11) includes a second drive pinion (15) which is in contact with the crown gear of the differential (16), to enable transfer of torque received by the second layshaft (11), to the wheels via the differential (16).

In an exemplary embodiment, the plurality of first shifter sleeves (101), the plurality of second shifter sleeves (102), the first clutch member (12) and the second clutch member (13) are operated by a Transmission Control Unit (TCU) [not shown in figures] for selectively transmitting torque received from the engine to the differential (16). The transmission control unit (TCU), therefore operates the first clutch member (12) and the second clutch member (13) to selectively transfer torque received from the engine to the wheels via either the first input shaft (8) or the second input shaft (9).

An idler shaft (19) comprising a first idler gear (17) and a second idler gear (18) are mounted parallel to the second layshaft (11) such that, the first idler gear (17) meshes with an input gear on the second input shaft (9) and the second idler gear (18) meshes with the one of the second set of driven gears (106). In an exemplary embodiment, the first idler gear (17) may mesh with the second input gear (2) of the second set of driven gears (106) and the second idler gear (18) may mesh with the reverse driven gear (DGr). In an embodiment, the idler shaft (19) is mounted such that, gear tip diameter of the reverse driven gear (DGr) is proximal to tip diameter of the second input gear (2). In an embodiment, the idler shaft (19) is mounted such that, the first idler gear (17) meshes with the second input gear (2). In an embodiment, the first idler gear (17) may mesh with any of the input gears of the second set of driven gears (106) based on design requirement and feasibility.

Figures 2-9 are exemplary embodiments, which illustrates engagement of various gear ratios in a 7-speed dual-clutch transmission system (100) during operation of the vehicle. In an embodiment, the transmission control unit (TCU) [not shown] preselects the next gear ratio, based on engine operating conditions include, but are not limited to, engine speed, vehicle speed, throttle input, vehicle load and the like.

Referring to figure 2, engagement of first gear ratio in the 7-speed dual-clutch transmission system (100) is illustrated. In an embodiment, the dual-clutch transmission system (100) includes a gear lever [not shown] provided within the vehicle cabin, to enable the user to select the drive mode required. In an embodiment, the drive modes [not shown] provided in a dual-clutch transmission system (100) are drive mode, park mode, reverse mode and neutral. When the user selects drive mode, the transmission control unit (TCU) generates a control signal to operate the plurality of first shifter sleeves (101), to engage the first driven gear (DG1) with the first input gear (1) based on the speed of the vehicle and engine speed. Simultaneously, the transmission control unit (TCU) engages the first clutch member (12), thereby transferring torque from the engine to the first input shaft (8) and to the wheels of the vehicle.

Referring to figure 3, engagement of the second gear ratio in the 7-speed dual-clutch transmission system (100) is illustrated. During operation of the vehicle in first gear ratio, the transmission control unit (TCU) may preselect the second gear ratio and after arriving at the preset engine operating conditions, engages the second gear ratio. To engage the second gear ratio, the transmission control unit (TCU) generates a control signal to operate the plurality of first shifter sleeve (101), to engage the second driven gear (DG2) with the layshaft (10). The engagement is completed once, the transmission control unit (TCU) engages the second clutch member (13), thereby transferring torque from the engine to the second input shaft (9) and to the wheels.

Referring to figure 4, engagement of the third gear ratio in the 7-speed dual-clutch transmission system (100) is illustrated. During operation of the vehicle in second gear ratio, the transmission control unit (TCU) may preselect the third gear ratio and after determining the preset engine operating conditions, engages the third gear ratio. To engage the third gear ratio, the transmission control unit (TCU) generates a control signal to operate the plurality of second shifter sleeve (102) and to engage the third driven gear (DG3) with the layshaft (11) and to the wheels. The engagement is completed once, the transmission control unit (TCU) engages the first clutch member (12), thereby transferring torque from the engine to the first input shaft (8) and to the wheels.

Referring to figure 5, engagement of fourth gear ratio in the 7-speed dual-clutch transmission system (100) is illustrated. During operation of the vehicle in the fourth gear ratio, the transmission control unit (TCU) may preselect the fourth gear ratio and after arriving at the preset engine operating conditions, engages the fourth gear ratio. To engage the fourth gear ratio, the transmission control unit (TCU) generates a control signal to operate the plurality of first shifter sleeve (101) and to engage the fourth driven gear (DG4) with the layshaft (10). The engagement is completed once, the transmission control unit (TCU) engages the second clutch member (13), thereby transferring torque from the engine to the second input shaft (9) and to the wheels.

Referring to figure 6, engagement of the fifth gear ratio in the 7-speed dual-clutch transmission system (100) is illustrated. During operation of the vehicle in the fourth gear ratio, the transmission control unit (TCU) may preselect the fifth gear ratio and after arriving at the preset engine operating conditions, engages the fifth gear ratio. To engage the fifth gear ratio, the transmission control unit (TCU) generates a control signal to operate the plurality of first shifter sleeve (101), to engage the fifth driven gear (DG5) with the layshaft (11). The engagement is completed once, the transmission control unit (TCU) engages the second clutch member (13), thereby transferring torque from the engine to the second input shaft (9) and to the wheels.

Referring to figure 7, engagement of sixth gear ratio in the 7-speed dual-clutch transmission system (100) is illustrated. During operation of the vehicle in sixth gear ratio, the transmission control unit (TCU) may preselect the sixth gear ratio and after arriving at the preset engine operating conditions, engages the sixth gear ratio. To engage the sixth gear ratio, the transmission control unit (TCU) generates the control signal to operate the plurality of second shifter sleeve (102), to engage the sixth driven gear (DG4) with the layshaft (10). The engagement is completed once, the transmission control unit (TCU) engages the first clutch member (12), thereby transferring torque from the engine to the first input shaft (8) and to the wheels.

Referring to figure 8, engagement of seventh gear ratio in the 7-speed dual-clutch transmission system (100) is illustrated. During operation of the vehicle in the seventh gear ratio, the transmission control unit (TCU) may preselect the seventh gear ratio and after arriving at the preset engine operating conditions, engages the seventh gear ratio. To engage the seventh gear ratio, the transmission control unit (TCU) generates a control signal to operate the plurality of first shifter sleeve (101), to engage the seventh driven gear (DG7) with the layshaft (11). The engagement is completed once, the transmission control unit (TCU) engages the second clutch member (13), thereby transferring torque from the engine to the second input shaft (9) and to the wheels.

Referring to figure 9, engagement of reverse gear ratio in the 7-speed dual-clutch transmission system (100) is illustrated. When the user selects the reverse drive mode, the transmission control unit (TCU) generates a control signal to operate the plurality of second shifter sleeves (102), to engage the reverse driven gear (DGr) with the idler shaft (19). The engagement is completed once, the transmission control unit (TCU) engages the second clutch member (13), thereby transferring torque to the second input shaft (9) and to the wheels. In this configuration, the torque received by the first idler gear (17) from the second input gear (2) is transferred to the second layshaft (11) and then to the wheels of the vehicle [ the torque flow diagram is illustrated], thereby attaining reverse movement of the vehicle. This layout of the dual-clutch transmission system (100) enables reduction in length of the layshaft, since the fourth driven gear (DG4) and the sixth driven gear (DG6) are engaged with the fourth input gear (4). This configuration, therefore renders a compact layout of the dual-clutch transmission system (100), thereby occupying less space in power train compartment, inherently eliminating packaging constraints.

Advantages
The present disclosure provides a Dual-clutch transmission system, which reduces the length of the layshaft in the transmission system. Therefore, the Dual-clutch transmission system of the present disclosure is compact, thereby saving space in engine cabin.

The present disclosure provides a Dual-Clutch Transmission system, which is light and occupies less space in power train compartment. Therefore, eliminates packaging constraints in the vehicle.

Equivalents:
With respect to the use of substantially any plural and/or singular terms herein, those having skill in the art can translate from the plural to the singular and/or from the singular to the plural as is appropriate to the context and/or application. The various singular/plural permutations may be expressly set forth herein for sake of clarity.

It will be understood by those within the art that, in general, terms used herein, and especially in the appended claims (e.g., bodies of the appended claims) are generally intended as "open" terms (e.g., the term "including" should be interpreted as "including but not limited to," the term "having" should be interpreted as "having at least," the term "includes" should be interpreted as "includes but is not limited to," etc.). It will be further understood by those within the art that if a specific number of an introduced claim recitation is intended, such an intent will be explicitly recited in the claim, and in the absence of such recitation no such intent is present. For example, as an aid to understanding, the following appended claims may contain usage of the introductory phrases "at least one" and "one or more" to introduce claim recitations. However, the use of such phrases should not be construed to imply that the introduction of a claim recitation by the indefinite articles "a" or "an" limits any particular claim containing such introduced claim recitation to inventions containing only one such recitation, even when the same claim includes the introductory phrases "one or more" or "at least one" and indefinite articles such as "a" or "an" (e.g., "a" and/or "an" should typically be interpreted to mean "at least one" or "one or more"); the same holds true for the use of definite articles used to introduce claim recitations. In addition, even if a specific number of an introduced claim recitation is explicitly recited, those skilled in the art will recognize that such recitation should typically be interpreted to mean at least the recited number (e.g., the bare recitation of "two recitations," without other modifiers, typically means at least two recitations, or two or more recitations). Furthermore, in those instances where a convention analogous to "at least one of A, B, and C, etc." is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., "a system having at least one of A, B, and C" would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). In those instances, where a convention analogous to "at least one of A, B, or C, etc." is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., "a system having at least one of A, B, or C" would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). It will be further understood by those within the art that virtually any disjunctive word and/or phrase presenting two or more alternative terms, whether in the description, claims, or drawings, should be understood to contemplate the possibilities of including one of the terms, either of the terms, or both terms. For example, the phrase "A or B" will be understood to include the possibilities of "A" or "B" or "A and B."

While various aspects and embodiments have been disclosed herein, other aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed herein are for purposes of illustration and are not intended to be limiting, with the true scope and spirit being indicated by the following claims.

REFERRAL NUMERALS
REFERRAL NUMERALS DESCRIPTION
100 Dual-Clutch Transmission system
101 Plurality of First shifter sleeves
102 Plurality of second shifter sleeves
103 First set of input gears
104 Second set of input gears
105 First set of driven gears
106 Second set of driven gears
1 First input gear
2 Second input gear
3 Third input gear
4 Fourth input gear/Sixth input gear
5 Fifth input gear
7 Seventh input gear
8 First Input shaft
9 Second input shaft
10 First layshaft
11 Second layshaft
12 First clutch member
13 Second clutch member
14 First drive pinion
15 Second drive pinion
16 Differential
17 First idler gear
18 Second idler gear
19 Idler shaft
DG1 First driven gear
DG2 Second driven gear
DG3 Third driven gear
DG4 Fourth driven gear
DG5 Fifth driven gear
DG6 Sixth driven gear
DG7 Seventh driven gear
P Park lock wheel
,CLAIMS:1. A dual-clutch transmission system (100) for a vehicle, comprising:
a first input shaft (8) configured with a first set of input gears (103) connectable to a crankshaft of an engine through a first clutch member (12);
a second input shaft (9) configured with a second set of input gears (104) mounted concentrically to the first input shaft (8) and connectable to the crankshaft of the engine through a second clutch member (13);
a first layshaft (10) and a second lay shaft (11) are mounted parallel to the first input shaft (8) and configured with a first set of driven gears (105) and a second set of driven gears (106), wherein each of the first set of driven gears (105) and the second set of driven gears (106) are meshed to the corresponding first set of input gears (103) and the corresponding second set of input gears (104); and
an idler shaft (19) mounted parallel to the second layshaft (11) comprises, a first idler gear (17) and a second idler gear (18), wherein the first idler gear (17) is meshed to one of the input gears of the second set of input gears (104).

2. The system (100) as claimed in claim 1, wherein tip diameter of the reverse driven gear (DGr) is proximal to tip diameter of one of the second set of input gears (104).

3. The system (100) as claimed in claim 1, wherein a fourth driven gear (DG4) and a sixth driven gear (DG6) of the second set of driven gears (104) are in mesh with a fourth input gear (4).

4. The system (100) as claimed in claim 1, wherein the second idler gear (18) is meshed to the reverse driven gear (DGr) of the second set of driven gears (106).

5. The system (100) as claimed in claim 1, comprises a plurality of first shifter sleeves (101) provided on the first layshaft (10) for selectively engaging each of the first set of driven gears (105) with the first set of input gears (103) and the second set of input gears (104).

6. The system (100) as claimed in claim 1, comprises a plurality of second shifter sleeves (102) provided on the second layshaft (11) for selectively engaging each of the second set of driven gears (106) with the first set of input gears (103) and the second set of input gears (104).

7. The system (100) as claimed in claim 1, wherein the first layshaft (10) includes a first drive pinion (14) meshed to a crown gear of a differential (16) for transmitting torque received from the engine to the differential (16).

8. The system (100) as claimed in claim 1, wherein the second lay shaft (10) includes a second drive pinion (15) meshed to the crown gear of the differential (16) for transmitting torque received from the engine to the differential (16).

9. The system (100) as claimed in claim 1, wherein each of the plurality of first shifter sleeves (101), the plurality of second shifter sleeves (102), the first clutch member (12) and the second clutch member (13) are operated by a Transmission Control Unit (TCU) for selectively transmitting torque received from the engine to the differential (16).

10. The system (100) as claimed in claim 1, is a 7-speed dual-clutch transmission.

11. A vehicle comprising a dual-clutch transmission system (100) as claimed in claim 1.