CN116113776A

CN116113776A - Dual clutch transmission and hybrid module for a vehicle

Info

Publication number: CN116113776A
Application number: CN202080104973.3A
Authority: CN
Inventors: 李欣
Original assignee: Schaeffler Technologies AG and Co KG
Current assignee: Schaeffler Technologies AG and Co KG
Priority date: 2020-10-22
Filing date: 2020-10-22
Publication date: 2023-05-12
Also published as: WO2022082586A1

Abstract

The utility model provides a double clutch transmission and hybrid module of vehicle including it, double clutch transmission includes first clutch (C1), second clutch (C2), intermediate support (P02), first driving piece (N1), second driving piece (N2) and resilient unit, first clutch (C1) cover is established in the periphery of second clutch (C2), first clutch first dish (C11) and second clutch first dish (C21) all can not be rotationally connected with intermediate support (P02), resilient unit includes supporting dish (B), first elastic component (S10) and second elastic component (S20), supporting dish (B) are fixed in intermediate support (P02), in the axial (A) of double clutch, first elastic component (S10) clamp is established between supporting dish (B) and first driving piece (N1), second elastic component (S20) clamp is between supporting dish (B) and second driving piece (N2). The double clutch transmission device has a simple and compact structure.

Description

Dual clutch transmission and hybrid module for a vehicle

Technical Field

The present invention relates to the field of vehicles, and in particular to a hybrid module for a vehicle and a dual clutch transmission in the module.

Background

In a hybrid drive system of a vehicle, for example, a P1 hybrid module (abbreviated as P1 module), i.e., a hybrid module including an electric motor connected to an engine crankshaft and disposed in front of a transmission and a K0 clutch, it is possible to output power to different gear stages of the transmission using, for example, double clutches nested with each other.

Fig. 1 shows a possible P1 module comprising one input shaft (first shaft Sh 1) and two output shafts (second shaft Sh2 and third shaft Sh 3), power being selectively transmitted between the first shaft Sh1 and the second shaft Sh2 or between the first shaft Sh1 and the third shaft Sh3 by using a double clutch constituted by a first clutch C1 and a second clutch C2.

The first shaft Sh1 is connected in a rotationally fixed manner to the annular outer carrier P01, the second shaft Sh2 is connected in a rotationally fixed manner to the annular intermediate carrier P02, and the third shaft Sh3 is connected in a rotationally fixed manner to the annular inner carrier P03.

The first clutch first disk C11 (for example, a pressure plate made of steel) is connected to the outer carrier P01 in a rotationally fixed manner by means of a spline, and the first clutch second disk C12 (for example, a friction plate) is connected to the intermediate carrier P02 in a rotationally fixed manner by means of a spline; the second clutch first plate C21 (for example, a pressure plate made of steel) is connected to the intermediate support P02 in a rotationally fixed manner by means of a spline, and the second clutch second plate C22 (for example, a friction plate) is connected to the inner support P03 in a rotationally fixed manner by means of a spline.

The first clutch C1 is provided with a first driving element N1 and a first elastic unit S1 on the outer side in the axial direction, and the second clutch C2 is provided with a second driving element N2 and a second elastic unit S2 on the outer side in the axial direction, wherein the first elastic unit S1 is mounted on the outer support P01, and the second elastic unit S2 is mounted on the intermediate support P02. The first elastic unit S1 and the first driving member N1 are described below as an example, and the second elastic unit S2 and the second driving member N2 are configured and connected in a similar manner.

Referring also to fig. 2, the first elastic unit S1 includes two annular brackets Sa disposed opposite to each other, and a plurality of spiral springs Sb interposed between the two brackets Sa, the plurality of springs Sb being uniformly distributed in the circumferential direction of the brackets Sa.

The first driver N1 is capable of applying pressure to the first elastic unit S1, and the first elastic unit S1 transmits the pressure to the first clutch C1 to engage the first clutch first disc C11 and the first clutch second disc C12 (also simply referred to as first clutch C1 engagement) to achieve transmission of power between the first shaft Sh1 and the second shaft Sh 2. When the driving force of the first driving member N1 is removed, the compressed spring Sb of the first elastic member S10 rebounds to return the first driving member N1, and the first clutch first disc C11 and the first clutch second disc C12 are separated (also simply referred to as first clutch C1 separation).

However, the above-described first and second elastic units S1 and S2 are complicated in structure, occupy a large space, and are cumbersome in assembly process.

Disclosure of Invention

The object of the present invention is to overcome or at least alleviate the above-mentioned drawbacks of the prior art and to provide a dual clutch transmission and a hybrid module for a vehicle.

According to a first aspect of the present invention there is provided a dual clutch transmission comprising a first clutch, a second clutch, an intermediate carrier, a first driver, a second driver and a rebound unit,

the first clutch is sleeved on the periphery of the second clutch,

the first clutch including a first clutch first plate and a first clutch second plate, the first driver for driving the first clutch first plate and the first clutch second plate into engagement,

the second clutch including a second clutch first plate and a second clutch second plate, the second driver for driving the second clutch first plate and the second clutch second plate into engagement,

the first clutch first disc and the second clutch first disc are connected with the middle bracket in a non-rotatable manner,

the rebound unit comprises a supporting disc, a first elastic piece and a second elastic piece,

the support disc is fixed on the middle bracket,

the first elastic member is interposed between the support plate and the first driving member in an axial direction of the dual clutch, and is capable of applying elastic force to the first driving member to return the first driving member away from the first clutch when the first driving member removes the force for engaging the first clutch,

the second elastic member is interposed between the support disc and the second driving member in the axial direction, and is capable of applying elastic force to the second driving member to return the second driving member away from the second clutch when the second driving member removes the force for engaging the second clutch.

In at least one embodiment, the first drive element and the second drive element each extend partially through the support disk and are connected to the support disk in a rotationally fixed manner.

In at least one embodiment, the support disc has a plurality of outer holes formed therein, the plurality of outer holes being disposed along a circumferential direction of the support disc, the first driving member partially passing through the outer holes to be contactable with the first clutch,

the support disc is also formed with a plurality of inner bores disposed circumferentially about the support disc, and the second driver is partially disposed through the inner bores for contact with the second clutch.

In at least one embodiment, the portion of the first driving member extending into the outer aperture is equal in size to the outer aperture in the circumferential direction and in the radial direction of the first driving member,

the portion of the second driving member extending into the inner bore is equal in size to the inner bore in the circumferential direction and in the radial direction of the second driving member.

In at least one embodiment, in the axial direction, the end of the first clutch facing the first drive member is provided with the first clutch first disc, the end of the second clutch facing the second drive member is provided with the second clutch first disc,

when the first clutch is engaged, the first driver is pressed against the first clutch first plate,

when the second clutch is engaged, the second driver is pressed against the second clutch first plate.

In at least one embodiment, when the first clutch is in a disengaged state, the first elastic member is in contact with the support disc and the first driving member respectively on both sides in the axial direction and is in a pre-tensioned compressed state,

when the second clutch is in a disengaged state, both sides of the second elastic member in the axial direction are respectively abutted against the support disc and the second driving member and are in a pre-tensioned compressed state.

In at least one embodiment, the first elastic member is a wave spring, and/or

The second elastic piece is a wave spring.

In at least one embodiment, the first driving member is ring-shaped and has a first driving member flange portion on an outer peripheral side, the first elastic member is embedded on an inner peripheral side of the first driving member flange portion and abuts against an inner peripheral surface of the first driving member flange portion,

the second driving piece is annular and is provided with a second driving piece flange part on the outer peripheral side, and the second elastic piece is embedded on the inner peripheral side of the second driving piece flange part and is abutted against the inner peripheral surface of the second driving piece flange part.

In at least one embodiment, the support disk has a plurality of central holes formed therein, the plurality of central holes being disposed circumferentially of the support disk, the central support passing partially through the central holes and being in interference fit with the central holes.

In at least one embodiment, the surface of the support disc facing the first driving member is partially convex towards the first driving member to form annular and concentric first ridges and second ridges, the first driving member is sleeved on the periphery of the first ridges to be limited in the radial direction of the support disc, and the second driving member is sleeved on the periphery of the second ridges to be limited in the radial direction.

According to a second aspect of the invention, there is provided a hybrid module for a vehicle for being arranged between an engine and a transmission of the vehicle, wherein the hybrid module comprises an electric machine, a first shaft, a second shaft, a third shaft, an outer carrier, an inner carrier and a double clutch transmission according to the invention,

the outer support is connected with the first clutch second disc in a non-rotatable manner, the inner support is connected with the second clutch second disc in a non-rotatable manner,

the first shaft is connected with the outer bracket in a non-rotatable manner, the second shaft is connected with the middle bracket in a non-rotatable manner, the third shaft is connected with the inner bracket in a non-rotatable manner,

the outer bracket is also connected with the rotor of the motor in a non-rotatable manner, the first shaft is also connected with the crankshaft of the engine in a non-rotatable manner,

the second shaft is used for transmitting power to one gear set of the transmission, the third shaft is partially sleeved on the second shaft, and the third shaft is used for transmitting power to the other gear set of the transmission.

The double clutch transmission device according to the invention is simple and compact in structure.

Drawings

FIG. 1 is a schematic illustration of a partial structure of a hybrid module of one possible vehicle including a dual clutch transmission.

Fig. 2 is a schematic view of the first elastic unit S1 or the second elastic unit S2 in fig. 1.

Fig. 3 is a schematic illustration of a partial structure of a hybrid module of a vehicle including a dual clutch transmission according to an embodiment of the present invention.

Fig. 4 is a schematic view of the support disc of the rebound device of the dual clutch transmission according to the invention.

Fig. 5 is a schematic view of the first spring member S10 or the second spring member S20 of the rebound device of the dual clutch transmission according to the present invention.

Reference numerals illustrate:

c1 a first clutch; c11 first clutch first disc; c12 first clutch second plate;

c2 second clutch; c21 second clutch first plate; c22 second clutch second plate;

s1, a first elastic unit; s2, a second elastic unit; a Sa stent; a Sb spring;

n1 a first driving member; an N2 second driving member; n10 first driver flange portion; a N20 second driver flange portion;

a P01 outer bracket; p02 middle support; a P03 inner bracket;

a supporting disc B; b01 outer hole; b02 middle hole; a B03 inner hole; b11 first ridge; b12 second ridge;

s10, a first elastic piece; s20, a second elastic piece;

sh1 first axis; a Sh2 second axis; sh3 third axis;

aaxial direction; r is radial.

Detailed Description

Exemplary embodiments of the present invention are described below with reference to the accompanying drawings. It should be understood that these specific illustrations are for the purpose of illustrating how one skilled in the art may practice the invention, and are not intended to be exhaustive of all of the possible ways of practicing the invention, nor to limit the scope of the invention.

Unless otherwise specified, with reference to fig. 3, a represents an axial direction of the dual clutch transmission, which axial direction a coincides with an axial direction of a clutch in the dual clutch transmission; r denotes the radial direction of the dual clutch transmission, which radial direction R coincides with the radial direction of the clutches in the dual clutch transmission; the circumference of the dual clutch transmission coincides with the circumference of the clutches in the dual clutch transmission.

Referring to fig. 3 to 5, a hybrid module and a dual clutch transmission of a vehicle according to the present invention will be described using a P1 module as an example.

The hybrid module according to the present invention includes an electric motor (not shown, which may be located, for example, on the outer peripheral side of a first clutch C1 described later), a first shaft Sh1, a second shaft Sh2, a third shaft Sh3, and a double clutch transmission.

The first shaft Sh1 is connected in a rotationally fixed manner to both the rotor of the electric machine and the crankshaft of the engine. The dual clutch transmission is capable of selectively transmitting power between the first shaft Sh1 and the second shaft Sh2, or between the first shaft Sh1 and the third shaft Sh3.

For example, the second shaft Sh2 may transfer power to one gear set of the transmission and the third shaft Sh3 may transfer power to another gear set of the transmission.

Preferably, the first shaft Sh1 is juxtaposed with the second shaft Sh2, and the third shaft Sh3 is partially sleeved on the outer periphery of the second shaft Sh 2.

The dual clutch transmission comprises a first clutch C1, a second clutch C2, an outer carrier P01, an intermediate carrier P02, an inner carrier P03, a first driver N1, a second driver N2 and a rebound unit.

The first clutch C1 is fitted around the second clutch C2. The outer peripheral portion of the outer carrier P01 is located on the outer peripheral side of the first clutch C1, the outer peripheral portion of the intermediate carrier P02 is located between the first clutch C1 and the second clutch C2 in the radial direction R, and the outer peripheral portion of the inner carrier P03 is located on the inner peripheral side of the second clutch C2.

The first clutch first disc C11 (for example, a pressure plate made of steel) is mounted to the intermediate support P02 so as to be movable in the axial direction a by, for example, a spline, and is rotationally fixed in the circumferential direction, and the first clutch second disc C12 (for example, a friction plate) is mounted to the outer support P01 so as to be movable in the axial direction a by, for example, a spline, and is rotationally fixed in the circumferential direction.

The second clutch first disc C21 (for example, a pressure plate made of steel) is mounted to the intermediate support P02 so as to be movable in the axial direction a by, for example, a spline, and is rotationally fixed in the circumferential direction, and the second clutch second disc C22 (for example, a friction plate) is mounted to the inner support P03 so as to be movable in the axial direction a by, for example, a spline, and is rotationally fixed in the circumferential direction.

Preferably, the first clutch C1 and the second clutch C2 are each a multiplate clutch, the first clutch first plate C11 and the first clutch second plate C12 are disposed at intervals in the axial direction a, and the second clutch first plate C21 and the second clutch second plate C22 are disposed at intervals in the axial direction a.

Preferably, the discs of the first clutch C1 at both ends in the axial direction a are first clutch first discs C11, and the discs of the second clutch C2 at both ends in the axial direction a are second clutch first discs C21.

The outer support P01, the middle support P02 and the inner support P03 are all annular, the outer support P01 and the first shaft Sh1 cannot be sleeved on the first shaft Sh1 in a relative rotation mode, the middle support P02 and the second shaft Sh2 cannot be sleeved on the second shaft Sh2 in a relative rotation mode, and the inner support P03 and the third shaft Sh3 cannot be sleeved on the third shaft Sh3 in a relative rotation mode.

When the first clutch first disc C11 is engaged with the first clutch second disc C12 (also referred to as first clutch C1 being engaged), the first shaft Sh1 and the second shaft Sh2 can transmit torque to each other; when the first clutch first disc C11 is disengaged from the first clutch second disc C12 (also referred to as the first clutch C1 being disengaged), the first shaft Sh1 and the second shaft Sh2 cannot transmit torque to each other.

When the second clutch first plate C21 is engaged with the second clutch second plate C22 (also referred to as second clutch C2 being engaged), the second shaft Sh2 and the third shaft Sh3 can transmit torque to each other; when the second clutch first plate C21 is disengaged from the second clutch second plate C22 (also referred to as the second clutch C2 being disengaged), the second shaft Sh2 and the third shaft Sh3 cannot transmit torque to each other.

For example, by engaging the first clutch C1 and disengaging the second clutch C2, power can be transmitted between the first shaft Sh1 and the second shaft Sh 2; by simultaneously engaging the first clutch C1 and the second clutch C2, power can be transmitted between the first shaft Sh1, the second shaft Sh2, and the third shaft Sh3.

The first driving member N1 and the second driving member N2 are both annular and are disposed at axial ends of the first clutch C1 and the second clutch C2, respectively, the first driving member N1 is configured to apply a driving force to the first clutch C1 to engage the first clutch C1, and the second driving member N2 is configured to apply a driving force to the second clutch C2 to engage the second clutch C2.

When the driving force of the driving member (the first driving member N1 or the second driving member N2) is removed, the elastic force of the rebound unit can enable the driving member to return to a direction away from the clutch, and the clutch is separated.

The rebound unit comprises a support disc B, a first elastic member S10 and a second elastic member S20.

The support disk B is annular and is fixed to the intermediate support P02. The support disc B provides a mounting basis for the first and second elastic members S10 and S20.

Referring also to fig. 4, the support disk B is formed with a plurality of middle holes B01, and the middle holes B01 are arranged in the circumferential direction of the support disk B. The portion of the intermediate support P02 connected to the support plate B forms a plurality of raised tooth-shaped structures, each tooth passing through the intermediate hole B01 with an interference fit with one of the intermediate holes B01, so as to achieve the fixation of the support plate B to the intermediate support P02.

The outer peripheral side of the middle hole B01 is formed with a plurality of outer holes B02 arranged in the circumferential direction. The end of the first driving member N1 facing the first clutch C1 forms a tooth-shaped structure, each tooth being able to pass through one of the outer holes B02 and contact the first clutch first disc C11. During the reciprocation of the first driver N1 in the axial direction a, the first driver N1 is always partially passed through the outer hole B02.

The inner peripheral side of the middle hole B01 is formed with a plurality of inner holes B03 arranged in the circumferential direction. The end of the second driver N2 facing the second clutch C2 forms a toothed structure, each tooth being able to pass through one of the bores B03 and to contact the second clutch first disc C21. During the reciprocation of the second driver N2 in the axial direction a, the second driver N2 is always partially passed through the bore B03.

Preferably, the outer hole B02 has a size substantially equal to the size of the tooth at the end of the first driving member N1 in the radial direction R and in the circumferential direction, and the inner hole B03 has a size substantially equal to the size of the tooth at the end of the second driving member N2, so that the support disc B can play a guiding role for the reciprocating movement of the first driving member N1 and the second driving member N2.

The above connection also ensures that the intermediate bracket P02, the support disc B, the first driving member N1 and the second driving member N2 can always be rotated or stopped in synchronization.

It should be noted that, since the first clutch first disc C11 and the second clutch first disc C21 for contact with the driving member (including the first driving member N1 and the second driving member N2) are both connected to the intermediate support P02 in a rotationally fixed manner, during engagement of either clutch, the driving member does not rotate relative to the opposite clutch plate to generate friction. That is, during engagement of the first clutch C1, the first driver N1 does not generate relative friction with the first clutch first disc C11; during engagement of the second clutch C2, the second driver N2 does not generate relative friction with the second clutch first plate C21.

The first elastic member S10 and the second elastic member S20 are elastic members capable of generating elastic force after being deformed by compression in the axial direction a. Preferably, referring to fig. 5, the first elastic member S10 and the second elastic member S20 are wave springs.

The first elastic member S10 is sandwiched between the support disc B and the first driving member N1, and the second elastic member S20 is sandwiched between the support disc B and the second driving member N2.

Preferably, the surface of the support disk B facing the first elastic element S10 (or the second elastic element S20) forms a first annular and concentric ridge B11 and a second ridge B12, which protrude partially toward the first elastic element S10. The first ridge B11 is on the inner periphery side of the first elastic member S10 (or the first elastic member S10 is sleeved on the outer periphery of the first ridge B11), and the first ridge B11 plays a role in radial limiting on the first elastic member S10; the second ridge B12 is on the inner peripheral side of the second elastic member S20 (or the second elastic member S20 is sleeved on the outer periphery of the second ridge B12), and the second ridge B12 plays a role in radially limiting the second elastic member S20.

Preferably, the outer peripheral side of the first driver N1 has a first driver flange portion N10, and the first elastic member S10 is embedded in the inner peripheral side of the first driver flange portion N10 and abuts against the inner peripheral surface of the first driver flange portion N10, thereby obtaining radial limitation on the outer peripheral side; the second driver N2 has a second driver flange portion N20 on the outer peripheral side, and the second elastic member S20 is fitted on the inner peripheral side of the second driver flange portion N20 and abuts against the inner peripheral surface of the second driver flange portion N20, thereby being radially restrained on the outer peripheral side.

Preferably, in the axial direction a, when the first clutch C1 is in the disengaged state, the first elastic member S10 is still in the compressed state, that is, the first driving member N1 applies a pre-tightening force to the first elastic member S10; when the second clutch C2 is in the disengaged state, the second elastic member S20 is still in the compressed state, that is, the second driving member N2 applies a pre-tightening force to the second elastic member S20.

The present invention has at least one of the following advantages:

(i) The rebound unit has the advantages of simple structure, convenient assembly and small occupied space.

(ii) The first elastic member S10 and the second elastic member S20 in the form of wave springs are small in volume, strong in deformability, high in rigidity, compact in rebound unit structure, high in reliability, and small in stroke of reciprocating motion of the first driving member N1 and the second driving member N2.

Of course, the present invention is not limited to the above-described embodiments, and various modifications may be made to the above-described embodiments of the present invention by those skilled in the art in light of the present teachings without departing from the scope of the present invention. For example:

(i) The connection relation between the support disk B and the intermediate holder P02 is not limited to the interference fit, and for example, the support disk B and the intermediate holder P02 may be connected by welding, caulking, or screwing.

(ii) The first elastic member S10 and the second elastic member S20 are not limited to the use of wave springs, but may be other elastic members capable of being elastically deformed in the axial direction a.

(iii) Although the present invention has been described with respect to a P1 hybrid power module, the dual clutch transmission may be used with other power transmission modules.

Claims

A dual clutch transmission comprises a first clutch (C1), a second clutch (C2), an intermediate support (P02), a first driver (N1), a second driver (N2) and a rebound unit,

the first clutch (C1) is sleeved on the periphery of the second clutch (C2),

the first clutch (C1) comprises a first clutch first disc (C11) and a first clutch second disc (C12), the first driver (N1) is used for driving the first clutch first disc (C11) and the first clutch second disc (C12) to be connected,

the second clutch (C2) comprising a second clutch first plate (C21) and a second clutch second plate (C22), the second driver (N2) being adapted to drive the second clutch first plate (C21) and the second clutch second plate (C22) into engagement,

the first clutch first plate (C11) and the second clutch first plate (C21) are connected with the middle bracket (P02) in a non-rotatable manner,

the rebound unit comprises a support disc (B), a first elastic piece (S10) and a second elastic piece (S20),

the support disc (B) is fixed to the intermediate support (P02),

in the axial direction (A) of the double clutch, the first elastic member (S10) is clamped between the supporting disk (B) and the first driving member (N1), when the first driving member (N1) removes the force for engaging the first clutch (C1), the first elastic member (S10) can apply elastic force to the first driving member (N1) to enable the first driving member (N1) to be reset away from the first clutch (C1),

in the axial direction (A), the second elastic member (S20) is sandwiched between the support disc (B) and the second driving member (N2), and when the second driving member (N2) removes the force for engaging the second clutch (C2), the second elastic member (S20) can apply elastic force to the second driving member (N2) to restore the second driving member (N2) away from the second clutch (C2).
A double clutch transmission according to claim 1, characterized in that the first drive element (N1) and the second drive element (N2) are each connected in a rotationally fixed manner to the support plate (B) partially through the support plate (B).
The double clutch transmission according to claim 2, wherein the support plate (B) has a plurality of outer holes (B02) formed therein, the plurality of outer holes (B02) being provided along a circumferential direction of the support plate (B), the first driver (N1) being contactable with the first clutch (C1) partially through the outer holes (B02),

the support disc (B) is also provided with a plurality of inner holes (B03), the inner holes (B03) are arranged along the circumferential direction of the support disc (B), and the second driving piece (N2) partially penetrates through the inner holes (B03) and can be in contact with the second clutch (C2).
A dual clutch transmission as claimed in claim 3, characterized in that the portion of the first drive member (N1) extending into the outer bore (B02) is of equal size to the outer bore (B02) in the circumferential and radial direction (R) of the first drive member (N1),

the portion of the second drive element (N2) extending into the inner bore (B03) is equal in size to the inner bore (B03) in the circumferential direction and in the radial direction (R) of the second drive element (N2).
A double clutch transmission according to claim 2, characterized in that in the axial direction (a) the end of the first clutch (C1) facing the first driver (N1) is provided with the first clutch first disc (C11), the end of the second clutch (C2) facing the second driver (N2) is provided with the second clutch first disc (C21),

when the first clutch (C1) is engaged, the first driver (N1) is pressed against the first clutch first plate (C11),

when the second clutch (C2) is engaged, the second driver (N2) is pressed against the second clutch first disc (C21).
The double clutch transmission according to claim 1, characterized in that, when the first clutch (C1) is in the disengaged state, the first elastic member (S10) is in abutment with the support disc (B) and the first driving member (N1) respectively on both sides in the axial direction (a) and in a preloaded compressed state,

when the second clutch (C2) is in a disengaged state, both sides of the second elastic member (S20) in the axial direction (A) are respectively abutted against the supporting disc (B) and the second driving member (N2) and are in a pre-tightening compressed state.
A double clutch transmission according to claim 1, characterized in that the first elastic member (S10) is a wave spring, and/or

The second elastic piece (S20) is a wave spring.
The double clutch transmission according to claim 1, wherein the first driver (N1) is ring-shaped and has a first driver flange portion (N10) on an outer peripheral side, the first elastic member (S10) is fitted on an inner peripheral side of the first driver flange portion (N10) and abuts against an inner peripheral surface of the first driver flange portion (N10),

the second driving member (N2) is annular and is provided with a second driving member flange part (N20) on the outer peripheral side, and the second elastic member (S20) is embedded on the inner peripheral side of the second driving member flange part (N20) and is abutted against the inner peripheral surface of the second driving member flange part (N20).
The double clutch transmission according to claim 1, characterized in that the support plate (B) is formed with a plurality of middle holes (B01), the plurality of middle holes (B01) being provided along a circumferential direction of the support plate (B), the middle bracket (P02) partially passing through the middle holes (B01) and being interference-fitted with the middle holes (B01).
A double clutch transmission according to claim 1, characterized in that the surface of the support disc (B) facing the first drive element (N1) is partly convex towards the first drive element (N1) forming a first ridge (B11) and a second ridge (B12) which are annular and concentric, the first drive element (N1) being fitted over the outer circumference of the first ridge (B11) and being limited in the radial direction (R) of the support disc (B), the second drive element (N2) being fitted over the outer circumference of the second ridge (B12) and being limited in the radial direction (R).
Hybrid module of a vehicle for being arranged between an engine and a transmission of the vehicle, characterized by comprising an electric machine, a first shaft (Sh 1), a second shaft (Sh 2), a third shaft (Sh 3), an outer carrier (P01), an inner carrier (P03) and a double clutch transmission according to any of claims 1 to 10,

the outer carrier (P01) is connected to the first clutch second disk (C12) in a rotationally fixed manner, the inner carrier (P03) is connected to the second clutch second disk (C22) in a rotationally fixed manner,

the first shaft (Sh 1) is connected to the outer support (P01) in a rotationally fixed manner, the second shaft (Sh 2) is connected to the intermediate support (P02) in a rotationally fixed manner, the third shaft (Sh 3) is connected to the inner support (P03) in a rotationally fixed manner,

the outer support (P01) is also connected to the rotor of the electric motor in a rotationally fixed manner, the first shaft (Sh 1) is also connected to the crankshaft of the engine in a rotationally fixed manner,

the second shaft (Sh 2) is used for transmitting power to one gear set of the transmission, the third shaft (Sh 3) is partially sleeved on the second shaft (Sh 2), and the third shaft (Sh 3) is used for transmitting power to the other gear set of the transmission.