CN111527322A

CN111527322A - Double clutch device for vehicle

Info

Publication number: CN111527322A
Application number: CN201880084749.5A
Authority: CN
Inventors: 金正祐; 权起贤; 权仪燮; 申淳澈
Original assignee: Valeo Kapec Co Ltd
Current assignee: Valeo Kapec Co Ltd
Priority date: 2017-11-20
Filing date: 2018-11-07
Publication date: 2020-08-11
Also published as: WO2019098593A1; DE112018005904T5; KR101871916B1

Abstract

The present invention provides a dual clutch device for a vehicle, which is applied to a vehicle and is provided with two clutch groups. According to the dual clutch device for a vehicle of the embodiment of the present invention: having a structure in which the first carrier and the second carrier operate as input members, and the first driven plate disposed inside the first clutch and the second driven plate disposed inside the second carrier operate as output members; and the dual clutch device includes an operating unit mounted to the carrier hub and disposed outside the first piston in a direction opposite to a direction in which the driving disk is disposed to operate the first and second clutch groups by selectively moving the first piston and the second piston in the direction in which the driving disk is disposed.

Description

Double clutch device for vehicle

Technical Field

The present invention relates to a dual clutch device for a vehicle. More particularly, the present invention relates to a dual clutch device including two clutch groups.

Background

Generally, a Dual Clutch Transmission (DCT) performs gear shifting by a shift control (handover control) that cross-controls two clutches during gear shifting. For example, in a dual clutch transmission,

stages

1, 3 and 5 are connected to a first clutch and stages 2, 4 and 6 are connected to a second clutch.

In other words, when there is only one clutch, if the third stage gear is inserted, only the clutch is engaged to the third stage gear, but in the dual clutch transmission, the clutch is also engaged to the second and fourth stage gears of the upper and lower stages in the standby state. Therefore, when switching from the third stage to the second stage or the fourth stage, the clutch is immediately connected to the second or fourth stage gear, thereby switching more smoothly. The DCT may improve drivability and fuel efficiency of the vehicle.

Such a DCT is required to have a minimum length in order to improve mountability of the transmission, and it is necessary to reduce an assembly process and a manufacturing cost by constructing a simple structure, but there is a problem that it is not sufficiently satisfactory.

In addition, the conventional dual clutch device is formed of a structure in which each clutch assembly is operated by each piston operated by the supply control of oil, and there is also a problem in that the layout is complicated in a narrow inner space because a compensation chamber should also be provided together with a pressure chamber to properly maintain the pressure of oil operated on each piston.

The above information disclosed in this background section is only for enhancement of understanding of the background of the invention and therefore it may contain information that does not form the prior art that is already known to a person of ordinary skill in the art in this country.

Disclosure of Invention

Technical problem

The problem to be solved by the present invention is to provide a dual clutch device for a vehicle, which removes an internal chamber by applying an operating unit that operates each piston, thereby improving mountability when installed in the vehicle, and increasing availability of an internal space due to a reduction in length of a transmission, and at the same time simplifying a layout.

Another object of the present invention is to provide a dual clutch device for a vehicle, which maintains stable operability by preventing movement in the axial direction of an operating unit mounted on a carrier hub, thereby improving the operational responsiveness and reliability of each piston while improving the overall producibility.

Technical scheme

The dual clutch device for a vehicle according to an exemplary embodiment of the present invention includes: a drive plate to which a drive force of an engine is input; a first bracket coupled to the drive disc and receiving a driving force; a disk carrier extending from the first carrier and coupled to a carrier hub disposed at the center; a first driven disk provided on an inner circumferential surface side of the first bracket; a first splined hub coupled to the first driven disk and transmitting the driving force to the gear train; a first clutch group provided between the first carrier and the first driven plate to transmit or block a driving force of the engine; a second carrier coupled to the disk carrier and receiving the driving force; a second driven disk provided on an inner circumferential surface side of the second bracket; a second spline hub connected to the second driven disk to transmit the driving force to the gear train; a second clutch group provided between the second carrier and the second driven plate to transmit or block a driving force of the engine; a first piston provided outside the first carrier and moving in an axial direction to pressurize the first clutch pack; a second piston provided between the disc holder and the first piston and moving in the axial direction to pressurize the second clutch pack; and an operating unit disposed outside the first piston in a direction opposite to a direction in which the driving disk is disposed to operate the first and second clutch groups by selectively moving the first piston and the second piston in the direction in which the driving disk is disposed, and mounted on the carrier hub.

The operation unit may include: a housing mounted on the carrier hub; a first operating rod movably mounted on the housing in the axial direction and connected to the first piston; and a second operating rod movably mounted on the housing in the axial direction at a position spaced apart from the first operating rod and connected to the second piston.

The operating unit may be mounted on the carrier hub to be rotatable through at least one support bearing supporting the carrier hub.

The support bearing may include: a first support bearing disposed between one end of the housing and an outer circumferential surface of the carrier hub; and a second support bearing provided between the other end of the housing and the outer circumferential surface of the carrier hub at a position spaced apart from the first support bearing in a direction opposite to the direction in which the drive disc is provided.

The first support bearing and the second support bearing may support the carrier hub to be rotatable between the support hub and the operating unit based on the operating unit.

The first support bearing may be formed by a roller bearing including a roller in rolling contact with an outer surface of one end of the housing.

The second support bearing may be formed of a ball bearing, one end of which is in rolling contact with the other end of the housing via a carrier hub disposed therebetween.

The carrier hub may have a step stepped toward the outside in the radial direction in the direction in which the drive disk is disposed to fix the first support bearing.

The other end of the second support bearing may be fixed by a snap ring mounted on the carrier hub.

The carrier hub may include a fixing groove on which the snap ring is mounted.

The first operating lever and the second operating lever are connected by a contact member inserted through the first piston and the second piston, respectively, therebetween.

Each contact member may rotatably connect the first piston and the second piston from the first operating lever and the second operating lever.

The first return spring may be interposed between the disc tray and the first piston.

The second return spring may be interposed between the carrier hub and the second piston.

The first bracket and the second bracket may serve as input members.

The first driven disk and the second driven disk may serve as the output member.

Advantageous effects

According to the dual clutch device for a vehicle according to the exemplary embodiment of the present invention as described above, by applying the operating unit to operate each piston, it is possible to reduce not only the assembly process but also the manufacturing cost by reducing the number of constituent elements for forming the conventional chamber.

In addition, the present invention can improve the mountability of the vehicle by increasing the utilization rate of the inner space, and at the same time improve the assemblability by removing the inner chamber applied to the conventional piston operation, simplify the layout and reduce the length of the transmission.

In addition, the present invention maintains stable operability by preventing movement of the operating unit mounted on the carrier hub in the axial direction, thereby improving operational responsiveness and reliability of each piston while improving overall marketability.

Drawings

Fig. 1 is a half sectional view of a dual clutch device for a vehicle according to an exemplary embodiment of the present invention.

Fig. 2 is an enlarged view 1 of a portion a of fig. 1.

Fig. 3 is a view illustrating an operation unit applied to a dual clutch device for a vehicle according to an exemplary embodiment of the present invention operates a first piston.

Fig. 4 is a view illustrating an operation unit applied to a dual clutch device for a vehicle according to an exemplary embodiment of the present invention operates a second piston.

Detailed Description

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

The exemplary embodiments disclosed in the present specification and the configurations depicted in the drawings are only preferred embodiments of the present invention, and do not cover the entire scope of the present invention. Therefore, it will be understood that various equivalents and modifications may exist in applying the present specification.

In order to clarify the present invention, portions irrelevant to the description will be omitted, and the same elements or equivalents will be denoted by the same reference numerals throughout the specification.

In addition, the size and thickness of each element are arbitrarily shown in the drawings, but the present invention is not necessarily limited thereto, and in the drawings, the thickness of layers, films, panels, regions, and the like is exaggerated for clarity.

Additionally, unless explicitly described to the contrary, the word "comprise" and variations such as "comprises" or "comprising", will be understood to imply the inclusion of stated elements but not the exclusion of any other elements.

Furthermore, each term such as ". unit", ". device", ". section", and ". member" described in the specification means a unit of an integrated element that performs at least one function or operation.

Fig. 1 is a half sectional view of a dual clutch device for a vehicle according to an exemplary embodiment of the present invention, and fig. 2 is an enlarged view of a portion a of fig. 1.

Referring to fig. 1, a dual clutch apparatus for a vehicle according to an exemplary embodiment of the present invention includes a first clutch assembly OC and a second clutch assembly IC.

The first clutch assembly OC comprises a driving disc 1, a first carrier 3, a disc carrier 5, a first driven disc 7 and a first clutch pack 9.

The drive plate 1 is connected to the drive spline hub 11 so as to receive the driving force of the engine. The front end of the drive disc 1 is coupled to the first carrier 3, and can be rotated together by transmitting the drive force to the first carrier 3.

In addition, when the first clutch group 9 acts due to a part of the drive plate 1 coming into close contact with the first clutch group 9, the drive plate 1 serves as a reaction force.

In the present exemplary embodiment, the first tray 3 has a cylindrical shape, and one side thereof extends to form the disk tray 5. One end of the disc carrier 5 is coupled to the carrier hub 13.

On an inner circumferential surface of the first carrier 3, a first driven disk 7 having a cylindrical shape is provided at a predetermined distance from the first carrier 3.

The first driven disk 7 is coupled to a first splined hub 15. The first splined hub 15 is connected to a gear train of the transmission. The gear train connected to the first splined hub 15 may be connected to one of the odd or even numbered stages of the transmission.

Further, a first clutch group 9 is connected between the first carrier 3 and the first driven plate 7.

Here, the first carrier 3 serves as an input member that transmits the driving force to the first clutch group 9. The first driven disk 7 serves as an output member that outputs the driving force to the first spline hub 15.

In the present exemplary embodiment, the first clutch pack 9 may include a plurality of first friction disks 9a and a plurality of second friction disks 9 b.

The first friction disk 9a may be fitted in the inner circumferential surface of the first carrier 3 to move in a direction parallel to the axis.

The second friction disk 9b may be fitted to the outer circumferential surface of the first driven disk 7 to move in a direction parallel to the axis.

Here, preferably, the second friction disks 9b are respectively disposed between the first friction disks 9 a.

That is, when the first and

second friction disks

9a and 9b configured as described above are brought close to each other to be in frictional contact, the driving force of the first carrier 3 can be transmitted to the first driven disk 7.

On the other hand, the first clutch assembly OC is disposed outside the first carrier 3, and further includes a first piston 17 that moves in the axial direction to pressurize the first clutch pack 9.

The first piston 17 is engaged with the disc carrier 5 so as to rotate together with the disc carrier 5. In addition, one end of the first piston 17 is disposed in a direction parallel to the shaft to pressurize the first clutch pack 9. The first piston 17 is disposed at the front end in a direction toward the drive disc 1.

A first return spring 19 may be interposed between the disc carrier 5 and the first piston 17.

The first return spring 19 may be formed as a plate spring in which an inner circumferential surface is supported by the disk tray 5, an outer circumferential surface is supported by the first piston 17, and the inner and outer circumferential surfaces are displaced to be inclined at a predetermined angle.

When the first piston 17 is operated and moved in the axial direction toward the drive disk 1, the first return spring 19 elastically supports the first piston 17 from the disk carrier 5 when the inner circumferential surface and the outer circumferential surface are compressed in a state where they are in contact with the disk carrier 5 and the first piston 17, respectively.

In this state, when the operation of the first piston 17 is completed, the first return spring 19 provides the first piston 17 with an elastic force while releasing the pressure, so that it can quickly move the first piston 17 toward the direction opposite to the direction in which the drive disk 1 is disposed.

In the present exemplary embodiment, the second clutch assembly IC includes a second carrier 21, a second driven plate 23, and a second clutch pack 27.

The second bracket 21 is connected to the disk bracket 5 to serve as an input member. The second bracket 21 may be provided on the inner peripheral side of the first driven disk 7.

The second driven disk 23 is provided at a position spaced inward from the second carrier 21 toward the radial direction of the carrier hub 13.

The second driven disk 23 serves as an output member and is connected to a second splined hub 25. The second splined hub 25 is connected to another gear train of the transmission.

The gear train connected to the second splined hub 25 may be connected to the other of the shift gears of the odd or even stages connected to the first splined hub 15 described above.

Additionally, the second clutch pack 27 may include a plurality of third friction disks 27a and a plurality of fourth friction disks 27 b.

The third friction disk 27a may be fitted in the inner circumferential surface of the second carrier 21 to move in a direction parallel to the axis.

The fourth friction disk 27b may be fitted in the outer circumferential surface of the second driven disk 23 to move in a direction parallel to the axis.

Here, preferably, the fourth friction disk 27b is disposed between the third friction disks 27 a.

That is, when the third and

fourth friction disks

27a and 27b configured as described above are brought into close contact with each other to be in frictional contact, the driving force of the second carrier 21 can be transmitted to the second driven disk 23.

Meanwhile, the second clutch assembly IC is disposed between the disc holder 5 and the first piston 17, and further includes a second piston 29 that moves in the axial direction and presses the second clutch pack 27.

The second piston 29 is engaged with the disk tray 5 and can rotate together with the disk tray 5. Additionally, one end of the second piston 29 may be disposed in a direction parallel to the shaft to pressurize the second clutch pack 27. The second piston 29 has a front end disposed in a direction toward the drive disc 1.

Here, the second return spring 31 may be interposed between the carrier hub 13 and the second piston 29.

The second return spring 31 may be formed as a plate spring in which an inner circumferential surface is supported by the carrier hub 13, an outer circumferential surface is supported by the second piston 29, and the inner and outer circumferential surfaces are displaced to be inclined at a predetermined angle.

In the second return spring 31, when the second piston 29 is operated and moved in the axial direction toward the drive disk 1, the inner circumferential surface and the outer circumferential surface are compressed in a state of being in contact with the carrier hub 13 and the second piston 29, respectively, and the second piston 29 is elastically supported from the carrier hub 13.

In this state, when the operation of the second piston 29 is completed, the second return spring 31 supplies the elastic force to the second piston 29 while releasing the pressure, so that the second piston 29 is rapidly moved in the direction opposite to the direction in which the drive disk 1 is disposed.

Meanwhile, the dual clutch device for a vehicle according to the present exemplary embodiment may further include an operating unit 50 for operating the first and

second pistons

17 and 29.

The operating unit 50 is disposed outside the first piston 17 and is mounted on the carrier hub 13 in a direction opposite to the direction in which the drive disk 1 is disposed, so that the first piston 17 and the second piston 29 are selectively moved in the direction in which the drive disk 1 is disposed to operate the first clutch set 9 and the second clutch set 27.

As shown in fig. 2, the operation unit 50 includes a housing 51, a first operation lever 53, a second operation lever 55, and first and

second support bearings

57 and 59.

The housing 51 is mounted on the carrier hub 13.

Here, the first support bearing 57 is disposed between one end of the housing 51 and the outer circumferential surface of the carrier hub 13.

In addition, a step 13a stepped outward in the radial direction in the direction in which the drive disk 1 is disposed may be formed in the carrier hub 13 to fix the first support bearing 57.

Therefore, the first support bearing 57 can be stably mounted on the carrier hub 13 between the carrier hub 13 and the housing 51 by having one end facing the drive disk 1 supported by the step 13 a.

The first support bearing 57 may be formed as a roller bearing having rollers R in rolling contact with the outer surface of one end of the housing 51.

In addition, a second support bearing 59 is provided between the other end of the housing 51 and the outer circumferential surface of the carrier hub 13 in the axial direction opposite to the direction in which the drive disc 1 is provided, at a position apart from the first support bearing 57, and one end thereof is supported by the housing 51.

Here, the other end of the second support bearing 59 may be fixed by a snap ring 61 mounted on the carrier hub 13.

Meanwhile, a fixing groove 13b in which the snap ring 61 is mounted may be formed on the bracket hub 13. Accordingly, the annular snap ring 61 may fix the other end of the second support bearing 59 by being fixed to the carrier hub 13 while the inner circumferential surface is inserted into the fixing groove 13 b.

The second support bearing 59 may be formed of a ball bearing having a plurality of balls B therein such that one end of the second support bearing 59 is in rolling contact with the other end of the housing 13 between it and the carrier hub 13.

The first support bearing 57 and the second support bearing 59 configured as described above may rotatably support the carrier hub 13 between the carrier hub 13 and the operating unit 50 based on the operating unit 51.

Accordingly, the operating unit 50 is prevented from moving on the carrier hub 13 in the axial direction and is mounted on the carrier hub 13 through the first and

second support bearings

57, 59, thereby operating the first and

second pistons

17, 29 while stably supporting the rotation of the carrier hub 13.

On the other hand, in the present exemplary embodiment, the first operating rod 53 is movably mounted on the housing 51 in the axial direction, and is connected to the first piston 17.

In addition, a second operating rod 55 is movably mounted on the housing 51 along the axis 51 at a location spaced from the first operating rod 53 and is connected to the second piston 29.

The first and second operating levers 53, 55 may be moved forward or backward from the housing 51 in the axial direction depending on whether the operating pressure is supplied to the operating unit 50, thereby selectively operating the first piston 17 or the second piston 29.

Here, the first and second operating levers 53, 55 may be connected by a contact member 63 interposed via the first and

second pistons

17, 27, respectively.

Here, each contact member 63 may connect the first and

second pistons

17, 29 to be rotatable from the first and second operation levers 53, 55, respectively.

That is, the contact member 63 may be formed of a ball bearing including a plurality of balls B such that one end is in rolling contact with the first and

second pistons

17, 29 in a state where the other end is supported to the front ends of the first and second operation levers 53, 55, respectively, in response to the first and

second pistons

17, 29 rotating together with the disk tray 5.

Accordingly, the contact member 63 securely connects the first piston 17 and the second piston 29 from the first and second operating levers 53, 55, respectively, to be rotatable, thereby stably transmitting the operating force to operate the first and

second pistons

17, 29 during the forward operation of the first and second operating levers 53, 55.

Hereinafter, the operation and action of the double clutch device for a vehicle according to the exemplary embodiment of the present invention configured as described above will be described in detail.

Fig. 3 is a view illustrating an operation unit applied to a dual clutch device for a vehicle according to an exemplary embodiment of the present invention operates a first piston. Fig. 4 is a view illustrating an operation unit applied to a dual clutch device for a vehicle according to an exemplary embodiment of the present invention operates a second piston.

First, a process of transmitting the driving force of the engine to the transmission through the first clutch assembly OC will be described with reference to fig. 3.

The driving force of the engine is transmitted to the drive plate 1 through the drive spline hub 11. The driving force of the engine transmitted to the drive disk 1 is transmitted to the first bracket 3 and the disk bracket 5. At this time, as the first carrier 3 rotates, the first friction disk 9a coupled to the first carrier 3 also rotates.

In this state, the first operating lever 53 is operated forward in the axial direction from the housing 51 by the operating pressure supplied to the operating unit 50.

Accordingly, the first piston 17 is moved in the direction in which the drive disk 1 is disposed by the first operating lever 53 operated forward, thereby pressing the first clutch pack 9.

Then, the first and

second friction disks

9a, 9b of the first clutch group 9 are brought into close contact with each other to integrally rotate, and the second friction disk 9b rotates, so that the driving force of the engine is transmitted to the first driven disk 7.

Since the first driven disk 7 is connected to the first spline hub 15, the driving force is transmitted to the gear train connected to the even or odd-numbered stage.

Here, the first and

second support bearings

57, 59 support the operating unit 50 by the rotation of the carrier hub 13 and, at the same time, prevent the operating unit 50 from moving in the axial direction, and the contact member 63 supports the first operating lever 53 by the rotation of the first piston 17, so that the operating force of the first operating lever 53 can be more stably transmitted to the first piston 17.

On the other hand, a process in which the driving force of the engine is transmitted through the second clutch assembly IC is described with reference to fig. 4.

As described above, the driving force of the engine input to the drive spline hub 11 is transmitted to the disk carrier 5 through the first carrier 3.

The driving force of the motor transmitted to the disk tray 5 is transmitted to the second bracket 21 integrally combined with the disk tray 5. At this time, as the second carrier 21 rotates, the third friction disk 27a coupled to the second carrier 21 also rotates.

In this state, the second operation lever 55 is operated forward in the axial direction from the housing 51 by the operation pressure supplied to the operation unit 50.

Therefore, the second piston 29 is moved in the direction in which the drive disk 1 is disposed by the second operating lever 55 operated forward, thereby pressing the second clutch pack 27.

Then, the third and

fourth friction disks

27a, 27b of the second clutch group 27 are brought into close contact with each other to integrally rotate, and the fourth friction disk 27b rotates, so that the driving force of the engine is transmitted to the second driven disk 23.

Since the second driven disk 23 is connected to the second spline hub 25, the driving force is transmitted by any one of the gear trains connected to the even or odd stages. At this time, the second spline hub 25 is connected to another even or odd stage not connected to the first spline hub 15 to transmit the transmission driving force.

Here, the first and

second support bearings

57, 59 support the operating unit 50 by the rotation of the carrier hub 13 while preventing the movement of the operating unit 50 in the axial direction, and the contact member 63 supports the second operating lever 55 by the rotation of the second piston 29, so that the operating force of the second operating lever 55 can be more stably transmitted to the second piston 29.

Therefore, when the dual clutch device for a vehicle according to the exemplary embodiment of the present invention configured as described above is applied, by applying the operating unit 50 to operate the first and

second pistons

17, 29, it is possible to reduce not only the assembly process but also the manufacturing cost by reducing the number of constituent elements for forming the conventional chamber.

In addition, the present invention can improve the installability of the vehicle by increasing the utilization of the internal space, while improving the assemblability by removing the internal chamber applied to the conventional piston operation, simplifying the layout and reducing the length of the transmission.

In addition, the present invention maintains stable operability by preventing movement in the axial direction of the operating unit 50 mounted on the carrier hub 13, thereby improving the operational responsiveness and reliability of the first and

second pistons

17, 29 and, at the same time, improving overall marketability.

While the invention has been described in connection with what is presently considered to be practical exemplary embodiments, it is to be understood that the invention is not limited to the disclosed embodiments. On the contrary, it is intended to cover various modifications and equivalent arrangements included within the spirit and scope of the appended claims.

Claims

1. A dual clutch device for a vehicle, comprising:

a drive plate to which a drive force of an engine is input;

a first bracket coupled to the drive disc and receiving a driving force;

a disk carrier extending from the first carrier and coupled to a centrally disposed carrier hub;

a first driven disk provided on an inner circumferential surface side of the first bracket;

a first splined hub coupled to the first driven disk and transmitting drive to a gear train;

a first clutch group provided between the first carrier and the first driven plate to transmit or block a driving force of an engine;

a second carrier coupled to the disk carrier and receiving a driving force;

a second driven disk provided on an inner circumferential surface side of the second bracket;

a second spline hub connected to the second driven disk to transmit the driving force to the gear train;

a second clutch group provided between the second carrier and the second driven plate to transmit or block a driving force of an engine;

a first piston provided outside the first carrier and moving in an axial direction to pressurize the first clutch pack;

a second piston that is provided between the disc holder and the first piston and moves in an axial direction to pressurize the second clutch pack; and

an operating unit provided outside the first piston in a direction opposite to a direction in which the drive disk is provided to operate the first and second clutch groups by selectively moving the first and second pistons in the direction in which the drive disk is provided, and the operating unit is mounted on the carrier hub.

2. The dual clutch device for a vehicle according to claim 1,

the operation unit includes:

a housing mounted on the carrier hub;

a first operating rod movably mounted on the housing in the axial direction and connected to the first piston; and

a second operating rod movably mounted on the housing in the axial direction at a position spaced apart from the first operating rod and connected to the second piston.

3. The dual clutch device for a vehicle according to claim 2,

the operating unit is mounted on the carrier hub to be rotatable through at least one support bearing supporting the carrier hub.

4. The dual clutch device for a vehicle according to claim 3,

the support bearing includes:

a first support bearing disposed between one end of the housing and an outer circumferential surface of the carrier hub; and

a second support bearing provided between the other end of the housing and the outer circumferential surface of the carrier hub in a direction opposite to the direction in which the drive disc is provided, at a position spaced apart from the first support bearing.

5. The dual clutch device for a vehicle according to claim 4,

the first support bearing and the second support bearing support the carrier hub to be rotatable between the carrier hub and the operating unit based on the operating unit.

6. The dual clutch device for a vehicle according to claim 4,

the first support bearing is formed by a roller bearing including a roller in rolling contact with an outer surface of one end of the housing.

7. The dual clutch device for a vehicle according to claim 4,

the second support bearing is formed of a ball bearing, one end of which is in rolling contact with the other end of the housing via a carrier hub interposed therebetween.

8. The dual clutch device for a vehicle according to claim 4,

the carrier hub has a step stepped outward in a radial direction in a direction in which the drive disk is disposed to fix the first support bearing.

9. The dual clutch device for a vehicle according to claim 4,

the other end of the second support bearing is fixed by a snap ring mounted on the carrier hub.

10. The dual clutch device for a vehicle according to claim 9,

the carrier hub includes a fixing groove on which the snap ring is mounted.

11. The dual clutch device for a vehicle according to claim 2,

the first and second operating levers are connected by a contact member interposed therebetween via the first and second pistons, respectively.

12. The dual clutch device for a vehicle according to claim 11,

each contact member rotatably connects the first piston and the second piston from the first operating lever and the second operating lever.

13. The dual clutch device for a vehicle according to claim 1,

a first return spring is interposed between the disc carrier and the first piston.

14. The dual clutch device for a vehicle according to claim 1,

a second return spring is interposed between the carrier hub and the second piston.

15. The dual clutch device for a vehicle according to claim 1,

the first bracket and the second bracket serve as input members.

16. The dual clutch device for a vehicle according to claim 1,

the first driven disk and the second driven disk serve as output members.