Dual wet clutch

Abstract

A dual wet clutch (1) for a torque transmission system, comprising: a multi-disc type first clutch (E1) and a second clutch (E2), which are controlled to selectively couple an internal combustion engine and a rotating electric machine to a first driven shaft and a second driven shaft, the two clutches (E1, E2) comprising a torque input disc support kinematically coupled to the combustion engine, and a central oil supply hub (50) for the first clutch (E1) and the second clutch (E2), the central hub (50) comprising: a cylindrical portion (55), a flange (53) radially extending from the cylindrical portion (55), at least one oil supply pipe (54) passing through the cylindrical portion (55) and the flange (53) and opening into one of the first clutch and the second clutch, characterized in that the dual wet clutch comprises a drive cover kinematically coupled to the rotating electric machine.

Description

Technical Field

[0001] The present invention relates to a dual wet clutch for a transmission of a hybrid motor vehicle, in which a rotating electric machine is arranged in the torque transmission chain.

[0002] The present invention particularly relates to the field of torque transmission chains for motor vehicles, the torque transmission chain being arranged in particular between an internal combustion engine and a gearbox, in which the rotating electric machine is arranged parallel to the main axis of the transmission. Background Art

[0003] In the prior art, it is known that a hybrid motor vehicle includes a mechanism of the dual wet clutch type arranged in parallel between an internal combustion engine and a gearbox and connected to a rotating electric machine. According to this type of torque transmission chain, the internal combustion engine can be switched off at each stop of the vehicle and restarted by means of the rotating electric machine. The rotating electric machine can also constitute an electric brake or provide power enhancement to the internal combustion engine to assist it or prevent it from stalling. When the internal combustion engine is running, the electric machine can act as an alternator.

[0004] Such a rotating electric machine can be arranged in line with the dual wet clutch, that is to say the axis of rotation of the rotor of the rotating electric machine coincides with the axis of rotation of the clutch, as described in document DE102012006730 A1. In this architecture, the rotor of the rotating electric machine is directly fastened to the torque input disk support of the dual wet clutch, thus significantly increasing the radial space requirements.

[0005] In the current hybrid development of motor vehicles, there is a need for a torque transmission chain incorporating an electrical energy source without affecting the axial and radial compactness of said torque transmission chain. Given the presence of wet clutches, it is necessary to design a dual wet clutch that allows the individual clutches to be supplied with fluid without changing the space requirements of the torque transmission chain. The pursuit of axial and radial compactness is at the heart of the present invention. Summary of the Invention

[0006] The present invention aims to improve the existing design while benefiting from such a dual wet clutch that makes it possible to reconcile the requirements of axial and radial compactness and at the same time ensure good fluid supply to the clutches and their actuating pistons.

[0007] For this purpose, according to one of its aspects, the present invention proposes a dual wet clutch for a torque transmission system, comprising:

[0008] A first clutch and a second clutch, both of the multi-disk type, which are controlled to selectively couple a combustion engine and a rotating electric machine to a first driven shaft and a second driven shaft, the first clutch and the second clutch being arranged one above the other radially with respect to the axis of rotation.

[0009] The two clutches include a torque input disc support kinematically coupled to a combustion engine, and a central oil supply hub for the first and second clutches.

[0010] The central hub includes:

[0011] - A cylindrical portion,

[0012] - A flange radially extending from the cylindrical portion,

[0013] - At least one oil supply duct passing through the cylindrical portion and the flange and opening within one of the first and second clutches.

[0014] Notably, the dual wet clutch includes a drive cover kinematically coupled to a rotating electric machine, the drive cover being attached to the periphery of the flange of the central hub so as to block the radial ends of the at least one oil supply duct.

[0015] This dual wet clutch has the following advantages by virtue of the arrangement of the drive cover on the periphery of the flange: reducing the radial space requirement while facilitating the conveyance of fluid within the wet clutch. The oil supply ducts are sealed by covering the openings with components initially used for torque transmission. Thereby, the number of components required to manufacture the dual wet clutch is reduced.

[0016] Preferably, the central hub may include a first annular chamber and a second annular chamber, the first annular chamber being arranged on the side of the flange and designed to receive the actuation piston of the first clutch, the second annular chamber being designed to receive the actuation piston of the second clutch, and the at least one oil supply duct opening into one of the annular chambers of the clutch. By means of this dual wet clutch architecture, the annular chambers form chambers for controlling the clutches. The control chambers are concentric and radially arranged in a common plane, thus facilitating the installation of the wet clutches within the torque transmission chain.

[0017] Advantageously, the oil supply ducts for the first and second chambers may be arranged along a common plane passing through the flange. In this way, it is facilitated to integrate them within the dual wet clutch and to produce them. Thereby, the axial space requirement of this dual wet clutch is reduced.

[0018] Preferably, the drive cover may include an inner cylindrical support surface for supporting the actuation piston seal, and this cylindrical support surface partially forms the first annular chamber. By virtue of using an attached drive cover in an annular shape, this dual wet clutch according to the invention has the advantage of reduced manufacturing cost. This attached annular portion allows the annular chamber to be partially formed at a lower cost.

[0019] Advantageously, the drive cover may include external teeth kinematically coupled to the rotating electric machine. Thus, the rotating electric machine can be eccentric with respect to the axis of rotation of the transmission chain.

[0020] The external teeth may have a helical profile complementary in shape to the pinion of the rotary electric machine.

[0021] Alternatively, the teeth may have a straight profile complementary in shape to a chain or belt for connecting the rotary electric machine.

[0022] Advantageously, the drive cover may surround the outer periphery of the flange. Thus, the annular chambers associated with the two clutches may be arranged radially in a common plane.

[0023] Preferably, the oil supply duct may open onto the outer periphery of the flange and may be closed by the inner cylindrical support surface of the drive cover. In this way, part of the oil supply duct may be made leaky without using other expensive components.

[0024] Preferably, the first clutch may be actuated by a first actuating piston that is axially movable between the engaged and disengaged positions of the first clutch relative to the first annular chamber of the central hub, and the movement of the first actuating piston is controlled by a control chamber partially defined by the drive cover. In this way, the control chamber of the first clutch is arranged as close as possible to the central oil supply hub, thereby reducing leakage within the dual wet clutch.

[0025] Preferably, the second clutch may be actuated by a second actuating piston that is axially movable between the engaged and disengaged positions of the second clutch relative to the second annular chamber of the central hub, and the movement of the second actuating piston is controlled by a control chamber partially defined by the cylindrical part of the central hub. In this way, the control chamber of the second clutch is arranged as close as possible to the central oil supply hub, thereby reducing leakage within the dual wet clutch.

[0026] Preferably, the oil supply duct may be made by drilling successive ducts within the central hub, the ducts opening into each other and being designed to supply pressurized fluid to the control chambers of the clutches. The fluid may be oil, such as gearbox oil.

[0027] The invention may have one or the other of the following features described either in combination with each other or considered independently of each other:

[0028] - The drive cover may be force-fitted onto the flange of the central hub;

[0029] - The drive cover may be welded to the flange of the central hub;

[0030] - The drive cover and the torque input disc support of the first clutch may be rotationally fixedly connected, for example by a welded connection;

[0031] - The first chamber and the second chamber may be radially nested one above the other;

[0032] - The multi - disc assembly of the second clutch can be arranged radially between the first chamber and the second chamber. In this way, the internal space available within the dual wet clutch can be utilized, thereby reducing the axial space requirements.

[0033] - The second clutch and the central hub of the torque input disc carrier can be rotationally fixedly connected, for example, by a welded connection;

[0034] - The multi - disc assembly of the first clutch can be actuated by a first actuating piston made of deep - drawn steel sheet;

[0035] - The first actuating piston and the balancing cover of the first clutch can jointly form a balancing chamber of the first clutch, and an elastic return element is axially arranged between the first actuating piston and the balancing cover;

[0036] - The free end of the actuating piston of the second clutch, which is supported on the multi - disc assembly, can be arranged radially between the first chamber and the second chamber;

[0037] - The first chamber and the second chamber can be oriented in the direction of the drive shaft;

[0038] - The oil supply pipes for the first chamber and the second chamber can be arranged along a common plane passing through the flange;

[0039] - The first balancing chamber of the first clutch is axially arranged beside the first chamber, and the second balancing chamber of the second clutch is axially arranged beside the second chamber. The first balancing chamber can be supplied with cooling fluid through at least one oil supply pipe that passes through the cylindrical part and the flange;

[0040] - The oil supply pipes of the balancing chamber can be manufactured by drilling successive ducts within the central hub, the ducts being open into each other and designed to supply cooling fluid to the balancing chamber of the first clutch;

[0041] - The oil supply pipes of the first chamber, the second chamber, and the first balancing chamber can be angularly distributed around the axis of rotation and radially pass through the flange;

[0042] - The oil supply pipes of the first chamber, the second chamber, and the first balancing chamber can be arranged along a common plane passing through the flange and perpendicular to axis X;

[0043] - The drive cover can close the oil supply pipes of the flange that radially pass through the central hub;

[0044] - The cylindrical part of the central hub can axially extend in the direction opposite to the drive shaft, and the cylindrical part includes the oil supply pipes of the first chamber, the second chamber, and the balancing chamber;

[0045] - The annular part can be attached to the flange of the central hub and includes at least one inner or outer cylindrical support surface for supporting the actuating piston seal;

[0046] - The attached annular portion can partially form an annular cavity of one of the first and second clutches. By using the attached annular portion, this central hub has the advantage of reducing manufacturing costs. Compared with machining operations, the attached annular portion enables the annular cavity to be formed at a lower cost because the portion can be formed, for example, by deep drawing.

[0047] - The attached annular portion can be fastened to the flange of the central hub by welding, for example, by laser seam welding, and the weld seam is arranged radially above or below the outlet hole of the oil supply pipe leading to the annular cavity.

[0048] - The attached annular portion can be fastened by riveting to the flange of the central hub;

[0049] - The attached annular portion can be an input disk carrier of the first clutch or the second clutch, and the free end of the attached annular portion includes splines, and the other end is fastened to the flange of the central hub;

[0050] - The actuating piston is annular and can include an attached O-ring seal;

[0051] - The actuating piston is annular and can include a molded-on seal.

[0052] According to another aspect of the present invention, the drive cover includes a ring gear that is axially offset relative to the flange of the central hub and is kinematically coupled to the rotating electric machine about an axis parallel to the rotation axis X. This arrangement enables the rotating electric machine to be positioned according to the available space in the torque transmission chain of the vehicle.

[0053] According to the present invention, the clutches, namely the first clutch and the second clutch, can be multi-disc clutches. In the context of the present invention, a multi-disc assembly is such an assembly that includes: at least one friction disk that is rotatably coupled to one of the input disk carrier and the output disk carrier; at least two plates that are respectively arranged on both sides of each friction disk and are rotatably coupled to the other of the input disk carrier and the output disk carrier; and friction linings arranged between the plates and the friction disks. The clutch adopts a disengaged position and an engaged position, and in the engaged position, the plates and the friction disks clamp the friction linings so as to transmit torque between the input disk carrier and the output disk carrier.

[0054] In the sense of this application, a wet clutch is a clutch suitable for operating in an oil bath. Description of the Drawings

[0055] With reference to the accompanying drawings, the present invention will be better understood from the following description of specific embodiments of the present invention by way of non-limiting illustration only, and its other objects, details, features and advantages will become more apparent. In the drawings:

[0056] Figure 1 Shows a view of the axial section of a dual wet clutch according to a first embodiment of the present invention.

[0057] Figure 2 Shows another view of the axial section of a dual wet clutch according to a first embodiment of the present invention. Detailed Description

[0058] In the remaining part of the specification and claims, for the purpose of facilitating understanding and without implying limitation, the following terms will be used: the terms "front" or "rear" in the direction with respect to the main rotational axis X of the transmission of a motor vehicle, and the terms "inner / internal" or "outer / external" with respect to the axis X and along the radial direction orthogonal to the said axial direction.

[0059] Figure 1 and 2 Shows a first embodiment of the central supply hub 50 of the dual wet clutch 1. The dual wet clutch 1 is shown within the torque transmission chain of a motor vehicle for transmitting torque via a gearbox housing 100 equipped with two driven torque output shafts A1, A2.

[0060] Regarding Figure 1 and 2 , the dual wet clutch 1 can be seen, which includes a first clutch E1 and a second clutch E2, both of which are of the multi-disc type and are controlled to selectively couple an internal combustion engine and a rotary electric machine to the first driven shaft and the second driven shaft. The first and second clutches E1, E2 are arranged radially around the rotational axis X, one above the other.

[0061] These two clutches E1, E2 include torque input disc carriers 10, 20 kinematically coupled to the combustion engine, and a central supply hub 50 for the first clutch E1 and the second clutch E2.

[0062] The central supply hub 50 includes:

[0063] - a cylindrical portion 55 having the axis X,

[0064] - a flange 53 extending radially from the cylindrical portion 55,

[0065] - a first annular chamber 51, which is arranged on the side of the flange and is designed to receive the actuation piston of the first clutch E1,

[0066] - a second annular chamber 52, which is arranged on the same side of the flange as the first annular chamber and is designed to receive the actuation piston of the second clutch E2,

[0067] - supply pipes 54a, 54b and 54c, which pass through the cylindrical portion 55 and the flange 53 and lead to the annular chambers.

[0068] The annular chambers 51, 52 of the first clutch E1 and the second clutch E2 are oriented in the same direction, in this example in the direction of the drive shaft, that is to say in the direction of the internal combustion engine of the torque transmission chain.

[0069] The central supply hub 50 is capable of transmitting torque generated from two separate sources, namely a combustion source and a power source. Then, depending on the closing of one or the other of the first clutch E1 or the second clutch E2, the torque originating from the internal combustion engine and the electric motor can be transmitted to the coaxial shafts A1, A2 of the gearbox.

[0070] When the first clutch E1 is closed, the first driven shaft A1 is driven to rotate, and when the second clutch E2 is closed, the second driven shaft A2 is driven to rotate.

[0071] The dual wet clutch 1 includes at least one torque input element 2 about its axis of rotation X, and the at least one torque input element 2 is rotatably coupled to a drive shaft (not shown). The input element 2 is located in front of the dual wet clutch 1.

[0072] In the first embodiment, the input element 2 generally in an "L" shape includes a radially oriented portion formed by a torque input web 3 and an axially oriented portion formed by a torque input hub 4. The web 3 and the hub 4 are firmly connected, preferably fixed together by welding. The torque input hub 4 is rotatably guided within a housing 101, and the housing 101 is in a fixed position relative to the torque transmission chain.

[0073] The torque input hub 4 is rotatably coupled, for example, by a spline formed at the output of a damping device (such as a dual mass flywheel, etc.), and the input of the damping device is connected to the drive shaft formed by the crankshaft, in particular through the engine flywheel, and the crankshaft is driven to rotate by the internal combustion engine equipped with the motor vehicle.

[0074] The torque input web 3 is rotatably coupled to a torque input disc carrier 10, and the torque input disc carrier 10 is designed to receive the multi-disc assembly of the first clutch E1. Here, the rotational coupling is achieved by welding, but it can also be achieved by the interlocking of splines.

[0075] The multi-disc assembly of the first clutch E1 includes: a disc 11 rotatably coupled to the disc carrier 10, and the disc carrier 10 is attached to the central supply hub 50 through a drive cover 80; and a friction disc 12 rotatably coupled to an output disc carrier 13. The friction disc 12 is axially interposed between two successive plates 11 individually.

[0076] In this case, the disc carrier 10 includes an internal spline 10a meshing with the multi-disc assembly of the first clutch E1, and the disc carrier 10 is firmly fastened to the central hub 50 by a weld.

[0077] The output disk support 13 of the first clutch E1 is rotationally coupled to the friction disk 12 by engagement and is connected to the first driven shaft A1 by a spline connection. The output disk support 13 is generally in an "L" shape, and its radially inner end is fixed to the spline output hub.

[0078] The multi-disk assembly of the second clutch E2 includes: a disk 21 rotationally coupled to a disk support 20, the disk support 20 being attached to a central oil supply hub 50; and a friction disk 22 rotationally coupled to an output disk support 23.

[0079] In this case, the disk support 20 includes an internal spline 20a that engages with the multi-disk assembly of the second clutch E2, and the disk support 20 is firmly fixed to the central hub 50 by a weld.

[0080] The output disk support 23 of the second clutch E2 is rotationally coupled to the friction disk 22 by engagement and is rotationally coupled to the second driven shaft A2 by a spline. The output disk support 23 is generally in an "L" shape, and its radially inner end is fixed to the spline output hub.

[0081] The drive cover 80 is attached to the outer periphery of the flange 53 of the central hub 50. The central hub 50 has the function of transmitting torque within the dual wet clutch 1. For this purpose, the drive cover 80 is rotationally coupled to the central hub 50, in this case by a press fit.

[0082] The drive cover 80 includes external teeth that are kinematically coupled to a rotating electric motor, and the teeth are of integral material with the drive cover or are attached to the drive cover. The external teeth have a helical profile, the shape of which is complementary to the pinion of the rotating electric motor. Alternatively, the teeth can have a straight profile, the shape of which is complementary to a chain or belt used to connect the rotating electric motor.

[0083] The dual wet clutch 1 is hydraulically controlled by a pressurized fluid (usually oil).

[0084] To selectively control the state changes of the first clutch E1 and the second clutch E2, the control device of the dual wet clutch manages the supply of pressurized oil in a separate control chamber. The control device is usually integrated in the gearbox housing 100. As Figure 1 shown, the control device is connected to the central oil supply hub 50, which includes pressurized oil supply pipes 54a and 54c.

[0085] As is well known, in the operation of a wet clutch, a balance chamber is associated with each control chamber. Generally, the balance chamber is axially arranged beside an annular chamber that serves as a control chamber. The balance chamber is supplied with a cooling fluid. The cooling fluid uses a separate oil supply pipe 54b from the other oil supply pipes 54a and 54c. This oil supply pipe 54b is also formed in the central oil supply hub 50.

[0086] The supply oil pipes 54a, 54b and 54c are angularly distributed around the cylindrical part 55. Each of the supply oil pipes 54a, 54b and 54c is formed by a substantially radial and axial drilling pointing in the direction of the control chambers of the first and second clutches E1, E2 and in the direction of the balance chambers 31, 32 of the first and second clutches E1, E2.

[0087] For example, the supply oil pipe 54c axially located at the rear end of the central hub 50 is associated with the control chamber of the first clutch E1. The supply oil pipe 54c is made by drilling successive axial and radial ducts in the central hub 50. The ducts communicate with each other and are designed to supply pressurized fluid to the control chamber of the first clutch E1. The supply oil pipe 54c leads to the first annular chamber 51, which is partly formed by an axial extension directly derived from the flange 53 and partly formed by the drive cover 80.

[0088] In particular, the drive cover 80 includes an inner cylindrical support surface 81 for supporting the seal of the actuating piston 15 of the first clutch E1, and this cylindrical support surface 81 partly forms the first annular chamber 51.

[0089] The actuating piston 15 of the first clutch E1 can axially move between a disengaged position and an engaged position respectively corresponding to the open and closed states of the first clutch E1, here from the rear to the front. The movement of the actuating piston 15 is controlled by the control chamber defined by the first chamber 51.

[0090] The multi-disc assembly of the first clutch E1 is directly actuated by the first actuating piston 15.

[0091] The second clutch E2 includes an actuating piston 25, which can axially move between a disengaged position and an engaged position respectively corresponding to the open and closed states of the second clutch E2, here from the rear to the front. The multi-disc assembly of the second clutch E2 is directly actuated by the second actuating piston 25, and the second actuating piston 25 is made of deep-drawn sheet. The actuating piston 25 can axially move relative to the second annular chamber 52 of the central hub 50. The movement of the actuating piston 25 is controlled by the control chamber defined by the second chamber 52.

[0092] The supply oil pipe 54a machined in the central hub 50 is associated with the control chamber of the second clutch E2. The supply oil pipe 54a is made by drilling successive axial and radial ducts in the central hub 50. The ducts communicate with each other and are designed to supply pressurized fluid to the control chamber of the second clutch E2. The supply oil pipe 54b leads to the second annular chamber 52 directly formed in the central hub 50.

[0093] Figure 2It shows an oil supply pipe 54b machined in the central hub 50 and associated with the balance chamber of the first clutch E1. In this example, the oil supply pipe 54b is shared with the oil supply pipe of the balance chamber 31 of the second clutch E2. The oil supply pipe 54b is made by drilling successive axial and radial ducts within the central hub 50. For the first balance chamber, the pipe 54b leads to an enclosed housing partly formed by the balance cover 33 of the first clutch E1.

[0094] More precisely, the first actuating piston 15 and the balance cover 33 of the first clutch E1 jointly form the balance chamber 31 of the first clutch, and the elastic return element 40 is axially arranged between the first actuating piston and the balance cover. The balance cover 33 is directly fastened to the flange 53 of the central hub 50.

[0095] As Figure 1 shown, the elastic return element 40 of the actuating piston 15 includes a plurality of helical springs 41 axially inserted between the front wall of the actuating piston 15 and the annular surface of the balance chamber. The elastic return element 40 has the function of automatically returning the actuating piston 15 to the separation position corresponding to the open state of the clutch. The actuating piston 15 is annular and includes a overmolded seal.

[0096] From Figure 1 and Figure 2 it can be seen that all the oil supply pipes 54a, 54b and 54c are arranged along a common plane P perpendicular to the axis X passing through the flange 53. The oil supply pipes 54a, 54b and 54c open radially to the outer periphery of the flange 53 and are closed by the inner bore 82 of the drive cover separated from the inner cylindrical support surface 81. The drive cover 80 surrounds the outer periphery of the flange 53. In another possible case, the oil supply pipes can be closed by the inner cylindrical support surface of the drive cover.

[0097] In a variant not shown, for the ease of production of the central hub 50, an annular part can be attached to the flange 53 of the central hub and includes at least one inner or outer cylindrical support surface for supporting the seal of one of the actuating pistons of the first clutch E1 or the second clutch E2. Thus, the attached annular part can partly form an annular cavity of one of the first and second clutches. The attached annular part can be fastened to the flange of the central hub by welding, for example by laser through-welding.

[0098] In another variant not shown, the drive cover 80 can include a toothed ring axially offset relative to the flange 53 of the central hub 50. The toothed ring is also rotationally coupled to a rotating electric machine about an axis parallel to the rotational axis X. In this variant, the toothed ring can be attached to the drive cover. Thus, the toothed ring is axially offset relative to the first clutch E1 and the second clutch E2, so that the radial compactness of the dual wet clutch can be improved again.

[0099] As can be understood from the foregoing, the present invention proposes a dual wet clutch, wherein the clutches are concentric and radially arranged in a common plane. The axial space requirement of such a dual wet clutch within the torque transmission chain is reduced. Such a dual wet clutch includes a central oil supply hub, and the network of oil supply pipes in the central oil supply hub has a simpler design and a shorter manufacturing time.

[0100] However, the present invention is in no way limited to the devices and configurations described and illustrated herein, and it also extends to any equivalent devices or configurations and any technically operable combinations of such devices. In particular, without prejudice to the present invention, the form of the central oil supply hub can be modified as long as these components ultimately perform the same functions as those described in this document.

[0101] The dual wet clutch according to the present invention can be associated with a K0 type disengaging clutch, in which case the K0 type disengaging clutch will be arranged upstream of the torque input element 2. The disengaging clutch K0 will make it possible to disconnect the internal combustion engine from the rest of the transmission chain.

[0102] In the claims, any reference signs in parentheses shall not be construed as limiting the claim.

Claims

1. A dual wet clutch (1) for a torque transmission system, comprising: A first clutch (E1) and a second clutch (E2), both of which are of the multi - disc type. The first clutch and the second clutch are controlled to selectively couple a combustion engine and a rotary electric machine to a first driven shaft and a second driven shaft respectively. The first clutch (E1) and the second clutch (E2) are arranged radially with respect to the axis of rotation (X) one above the other. These two clutches (E1, E2) include torque input disc carriers (10, 20) kinematically coupled to the combustion engine, and a central oil supply hub (50) for the first clutch (E1) and the second clutch (E2). The central oil supply hub (50) includes: A cylindrical portion (55), A flange (53) radially extending from the cylindrical portion (55), At least one oil supply duct (54a, 54b, 54c) passing through the cylindrical portion (55) and the flange (53) and opening into one of the first clutch and the second clutch. The dual wet clutch includes a drive cover (80) kinematically coupled to the rotary electric machine. The drive cover (80) is attached to the periphery of the flange (53) of the central oil supply hub (50) to block the radial ends of the at least one oil supply duct. It is characterized in that the drive cover (80) is press - fitted onto the flange (53) of the central oil supply hub (50).

2. The dual wet clutch (1) according to claim 1, wherein, The central oil supply hub includes a first annular chamber (51) and a second annular chamber (52). The first annular chamber is arranged on the side of the flange and is designed to receive a first actuating piston (15) of the first clutch (E1). The second annular chamber is designed to receive a second actuating piston (25) of the second clutch (E2). The at least one oil supply duct (54a, 54b, 54c) opens into one of the first annular chamber (51) and the second annular chamber (52) of the clutch.

3. The dual wet clutch (1) according to claim 2, wherein, The drive cover (80) includes an inner cylindrical support surface (81) for supporting an actuating piston seal. The cylindrical support surface (81) partially forms the first annular chamber (51).

4. The dual wet clutch (1) according to any one of claims 1 to 3, wherein, The drive cover (80) includes external teeth kinematically coupled to the rotary electric machine.

5. The dual wet clutch (1) according to any one of claims 1 to 3, wherein, The drive cover (80) and the torque input disc carrier (10) of the first clutch (E1) are rotationally fixedly coupled.

6. The dual wet clutch (1) according to any one of claims 2 to 3, wherein, The first annular chamber (51) and the second annular chamber (52) are radially nested one above the other.

7. The dual wet clutch (1) according to claim 6, wherein, The multi-disc assembly of the second clutch (E2) is arranged radially between the first annular chamber (51) and the second annular chamber (52).

8. The dual wet clutch (1) according to any one of claims 2 to 3, wherein, the free end of the second actuating piston (25) of the second clutch (E2) that bears on the multi-disc assembly is arranged radially between the first annular chamber (51) and the second annular chamber (52).

9. The dual wet clutch (1) according to any one of claims 2 to 3, wherein, the first annular chamber (51) and the second annular chamber (52) are oriented in the direction of the drive shaft.

10. The dual wet clutch (1) according to any one of claims 2 to 3, comprising a first balance chamber (31) associated with the first annular chamber (51) of the first clutch (E1) and a second balance chamber (32) associated with the second annular chamber (52) of the second clutch (E2), the first balance chamber (31) being supplied with cooling fluid through at least one oil supply duct (54b) that passes through the cylindrical portion (55) and the flange (53).

11. The dual wet clutch (1) according to claim 10, wherein, the oil supply ducts (54a, 54b, 54c) of the first annular chamber (51), the second annular chamber (52), and the first balance chamber (31) are angularly distributed around the axis of rotation (X) and pass radially through the flange (53).

12. The dual wet clutch (1) according to claim 10, wherein, the oil supply ducts (54a, 54b, 54c) of the first annular chamber (51), the second annular chamber (52), and the first balance chamber (31) can be arranged in a common plane (P) perpendicular to the axis (X) and passing through the flange (53).

13. The dual wet clutch (1) according to any one of claims 1 to 3, wherein, the multi-disc assembly of the first clutch (E1) is actuated by a first actuating piston (15) made of deep-drawn steel sheet.

14. The dual wet clutch (1) according to any one of claims 2 to 3, wherein, the torque input disc support of the first clutch is an annular part attached to the flange of the central oil supply hub and includes at least one inner or outer cylindrical support surface for bearing the actuating piston seal, the free end of the attached annular part includes splines, and the other end is fastened to the flange of the central oil supply hub.

15. The dual wet clutch (1) according to any one of claims 2 to 3, wherein, the torque input disc support of the second clutch is an annular part attached to the flange of the central oil supply hub and includes at least one inner or outer cylindrical support surface for supporting the actuating piston seal, the free end of the attached annular part includes splines, and the other end is fastened to the flange of the central oil supply hub.

16. The dual wet clutch (1) according to claim 5, wherein, the drive cover (80) and the torque input disc support (10) of the first clutch (E1) are connected by welding.

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