Clutch device

Abstract

A clutch device for a hybrid module, the hybrid module comprising an electric motor and a coupleable internal combustion engine, the clutch device comprising: a first, a second and a third sub-clutch (2, 3, 4), wherein the first sub-clutch (2) is used to connect the internal combustion engine and the second and third sub-clutches (3, 4) are used to distribute the torque introduced via the internal combustion engine or the electric motor to different transmission stages of a transmission connected downstream; and a gear (30) drivable via the electric motor and arranged adjacent to a wall (36) of a transmission housing, the gear being rotationally fixedly connected to a rotor (27), the rotor being coupled to all sub-clutches (2, 3, 4), and the gear being supported on a housing bottom (34) of the transmission housing via rolling bearings (31), wherein the housing wall (36) and the housing bottom (34) are a one-piece transmission housing component (32).

Description

Technical Field

[0001] The present invention relates to a clutch device for a hybrid power module, which comprises an electric motor and a connectable internal combustion engine, the clutch device comprising: a first, a second and a third sub-clutch, wherein the first sub-clutch is used to connect the internal combustion engine, and the second and the third sub-clutch are used to distribute the torque introduced via the internal combustion engine or the electric motor to different transmission stages of a transmission connected downstream; and a gear which is drivable via the electric motor and is arranged adjacent to a transmission housing, the gear being rotationally connected to a rotor coupled to all the sub-clutches, and the gear being supported at the housing bottom of the transmission housing via rolling bearings. Background Art

[0002] This clutch device, also known as a triple clutch, is used in a known manner to temporarily establish a force coordination of the transmission torque between the drive shaft of the internal combustion engine or the electric motor and the output shaft extending to the transmission. In modern motor vehicles, so-called hybrid modules are increasingly used, that is, two drive devices are provided, one drive device is in the form of an electric motor, and the other drive device is in the form of an internal combustion engine. The two machines can be selectively or cumulatively coupled to the transmission connected downstream via the clutch device. For this, the clutch device has a total of three sub-clutches, wherein the first sub-clutch, usually referred to as the K0 clutch, is used to couple the internal combustion engine with the transmission connected downstream, wherein each transmission stage is then selectively switched via the second or third sub-clutch, usually referred to as the K1 and K2 clutch. The motor is coupled to the gear of the clutch device, and the gear is also coupled to the second sub-clutch and the third sub-clutch via the rotor, so that the torque introduced via the motor can also be distributed to the transmission stage connected downstream. In addition, there is the feasibility that the motor is also directly coupled to the internal combustion engine via the first sub-clutch, i.e., the K0 clutch, so as to rotate the internal combustion engine to start.

[0003] Each of the component clutches comprises a corresponding friction plate group with outer and inner friction plates, and an outer and inner friction plate carrier, on which the corresponding outer and inner friction plates are guided axially movably, and the outer and inner friction plates of each component clutch are engaged with each other. Each friction plate group can be pressed together axially separately in a known manner via a separate pressure element, usually a pressure tank, so that by pressing the corresponding friction plate group together, a force fit or friction fit can be brought about, which enables the introduced torque to be transmitted onwards from the corresponding drive machine.

[0004] The design and function of such a clutch arrangement comprising three component clutches in conjunction with a hybrid module comprising an electric machine and an internal combustion engine is known.

[0005] As described, the motor is coupled to the gear of the clutch device. The motor has a corresponding pinion on its output shaft, which meshes with the gear. The gear itself is connected to the rotor in a rotationally fixed manner, which in turn is connected to the corresponding parts of the three clutch devices, usually their friction plate carriers, in a rotationally fixed manner, so that the torque provided by the motor is output to the individual sub-clutches via the gear and the rotor, and the sub-clutches correspondingly rotate with the respectively coupled friction plate carriers and the friction plates arranged thereon, while the other parts of the respective sub-clutches are stationary. The torque is only further transmitted via the respective sub-clutch when the respective sub-clutch is actuated via the pressure element, i.e. the pressure tank, and the friction plate group is pressed axially together.

[0006] The gear is supported radially and axially at the housing bottom of the transmission housing via a correspondingly designed rolling bearing, for which the housing bottom usually has a corresponding axial flange with a radially outer bearing seat, on which the inner ring of the rolling bearing is supported. In order to make the device as compact as possible, the gear extends as close as possible to the wall of the transmission housing as viewed radially. For reasons of argument, the transmission housing is designed in two parts in this area, that is to say, the bearing wall has a lower section in this area, which approximately forms part of the housing bottom, to which the rolling bearing is fixed, and a section extending radially further outwards, which continues the transmission housing. The two housing parts are fixedly connected to each other via a screw connection. Although this leads to a stable and rigid housing design, it is structurally complex. Summary of the invention

[0007] The present invention is based on the following problem and proposes a clutch device improved therefrom.

[0008] In order to solve this problem, it is proposed according to the invention in a clutch arrangement of the type mentioned at the outset that the housing wall and the housing bottom are a one-piece transmission housing part.

[0009] According to the invention, it is proposed that the housing structure of the previous two-piece structure is formed in one piece in the region of the bearing of the gear or gear stage, that is to say, a direct bearing support of the gear bearing at the bottom of the transmission housing is proposed, and the transmission housing bottom transitions in one piece into the radially extending transmission housing wall. The design is obviously simple in terms of construction and also obviously simple from the perspective of production and installation, because only a one-piece housing component must be produced and installed. Therefore, it is not necessary to produce and install two separate housing components, which define the housing area and are provided with corresponding fixing means, such as holes or internal threaded holes, etc., and are screwed to each other via corresponding fixing means. The one-piece design also results in axial compactness, because no axial overlapping area is generated for fixing the two components to each other. At the same time, there is the possibility that the section of the transmission housing that forms the housing bottom is sufficiently stable so that the rolling bearing is supported sufficiently stably.

[0010] Suitably, an axially extending annular flange is provided on the transmission housing part, the annular flange having a radially outer bearing seat on which the rolling bearing is accommodated. The inner ring of the rolling bearing rests on the radial bearing seat, wherein the corresponding diameter can be selected so that a corresponding press fit is obtained, which allows a reliable bearing fixation. Suitably, the housing wall is simultaneously provided as a stop for the inner ring of the rolling bearing, that is, the inner ring is axially displaced until it reaches the housing wall, via which the rolling bearing has reached its axial end position. For fastening at the other bearing side, it is expedient to provide a fastening screw ring, which axially fixes the rolling bearing or the inner ring there.

[0011] The wet clutch and the clutch device according to the present invention are usually configured as a clutch operating device with full hydraulic pressure. The operating fluid, that is, oil, is used for clutch operation, that is, for switching each sub-clutch, and the operating fluid is delivered to the corresponding switching area of ​​the sub-clutch in a targeted manner with a corresponding pressure. In order to switch the sub-clutch, the corresponding pressure element, that is, the pressure tank, moves axially via the oil pressure. In addition to delivering the operating fluid, a fluid for cooling the clutch device, usually oil, is usually also delivered, and the heat generated during operation is led out via the cooling fluid. The rotating guide is used to deliver the corresponding fluid. In order to realize the rotating guide, in an improved solution of the present invention, a plurality of circumferential grooves are appropriately formed at the outer circumference of the rotor, and the channel is guided from the circumferential groove to the region of the sub-clutch, and the channel is sealed toward the bottom of the housing overlapping the rotor via corresponding sealing elements, wherein corresponding channel sections are provided at the bottom of the housing, at least one of which leads into a circumferential groove. The rotating guide is therefore formed via a radially external circumferential groove on the rotor side, wherein the circumferential groove is surrounded by the bottom of the housing. The corresponding sealing element, that is, a suitable sealing ring, seals the circumferential groove toward the bottom of the housing. The rotor can of course rotate toward the fixed housing bottom, that is to say, the sealing element also rotates, but still seals. At least one channel on the rotor side extends from the corresponding circumferential groove to the area of ​​the sub-clutch, where the corresponding fluid is delivered to the corresponding sub-clutch for switching, or for cooling the clutch device as a whole. Corresponding channel sections are provided in the housing bottom, wherein at least one channel respectively leads to a circumferential groove. Via the channel sections, the fluid delivered from outside the housing bottom can be guided into the circumferential groove and further conducted from there. According to the present invention, it is now preferred that a plurality of circumferential grooves are provided between the rotor and the housing bottom in the region, that is to say, the rotating lead-throughs are arranged as compactly as possible with each other and are also on the same radius.

[0012] Since three separate sub-clutches are provided in the clutch device according to the invention, to which corresponding operating fluids are supplied separately, and since cooling fluids are also to be supplied overall, a particularly advantageous improvement of the invention proposes that four circumferential grooves are formed axially one after another on the outer circumference of the rotor, namely one for supplying operating fluids to each sub-clutch and one for supplying cooling fluids to the sub-clutches. That is to say, all four required circumferential grooves are formed one after another on the outer circumference of the rotor in the axial direction and are sealed toward the radially surrounding housing bottom via corresponding sealing elements. At least four separate channel sections are thus formed in the housing bottom, at least one of which opens into the circumferential grooves, so that each circumferential groove can selectively supply the corresponding fluid. According to the invention, all four required rotating lead-throughs are thus realized in a very compact construction in the region between the rotor and the housing bottom on the same radius or circumference in a very space-saving axial arrangement, which leads to further compactness and also to a simplified construction, since the four circumferential grooves can be formed in a simple manner on the outer circumference of the rotor, and the corresponding rotor-side channels and corresponding channel sections can also be formed in the housing bottom in the form of simple branch grooves.

[0013] The setting of the circumferential groove should be such that the fluid introduced into one circumferential groove by pressure can be prevented from flowing into another circumferential groove due to leakage. Because the sealing element or the sealing ring allows a certain leakage due to the structure, such overflow may occur, which may cause a loss of overall efficiency. In order to avoid this, the spacing of the circumferential grooves can be arranged accordingly. However, in order to keep the spacing as small as possible, that is, to provide axial compactness as much as possible, it is appropriate that the circumferential groove for conveying the cooling fluid is arranged between two circumferential grooves for conveying the operating fluid to the sub-clutch. The cooling fluid is conveyed at a significantly lower pressure than the operating fluid. That is to say, there is almost no obvious fluid overflow into the adjacent circumferential groove for conveying the operating fluid. In other cases, when the operating fluid is conveyed via this circumferential groove, a small amount of leakage overflow into the circumferential groove for conveying the cooling fluid is harmless, because it is only used for cooling and is not used to build a limited switching pressure. That is to say, by inserting the circumferential groove for guiding the cooling fluid between the two circumferential grooves for guiding the operating fluid, possible leakage problems in the area are eliminated.

[0014] In a further development of the invention, it can also be proposed that a collecting groove is provided between two adjacent circumferential grooves for conveying the operating fluid, which is coupled to a channel for conveying the cooling fluid to the region of the clutch via one or more relief holes. Leakage problems can be eliminated via such a collecting groove connected between two circumferential grooves. If a slight leakage occurs when the operating fluid enters the circumferential groove, the leaking fluid is collected in the collecting groove, from which the collected fluid is conveyed to the cooling fluid via the relief holes. This is so that small amounts of leakage are not a problem, wherein the collecting groove can be correspondingly narrowed so that no significant axial extension of the groove arrangement occurs.

[0015] That is to say, according to the invention, it is therefore preferred that two circumferential grooves for conducting an operating fluid are always separated by an intermediate groove, wherein the intermediate groove is a collecting groove or another circumferential groove for conducting a cooling fluid. Thus, for example, the following circumferential groove arrangement results: circumferential groove for operating fluid - collecting groove - circumferential groove for operating fluid - circumferential groove for cooling fluid - circumferential groove for operating fluid.

[0016] A specific inventive design provides that, viewed from the side of the sub-clutch, first the circumferential groove associated with the second sub-clutch is provided, then if necessary the collecting groove, then the circumferential groove associated with the first sub-clutch, then the circumferential groove for guiding the cooling fluid and then the circumferential groove associated with the third sub-clutch. Alternatively, the arrangement can also be selected in the opposite direction or differently.

[0017] In order to achieve a design that is as compact as possible also within the component clutch device, a suitable embodiment of the invention provides that the second and third component clutches are radially nested in one another and have a common friction lining carrier, on which the inner friction linings of the second component clutch are axially guided radially on the outside and the outer friction linings of the third component clutch are axially guided radially on the inside. That is to say, to form the inner friction lining carrier of the second component clutch and the outer friction lining carrier of the third component clutch, a single friction lining carrier component is used, which has corresponding outer and inner toothing sections, in which the corresponding friction linings are guided in a rotationally fixed but axially movable manner. This leads to further compactness, because, unlike what is usually the case, two separate friction lining carrier components are not installed.

[0018] Further compactness can be achieved if all three component clutches are radially nested in one another, ie the first component clutch as the radially outermost component clutch is arranged in a radially nested arrangement with the subsequent second component clutch and the third component clutch following the second component clutch. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] The present invention is explained below based on embodiments with reference to the accompanying drawings. DETAILED DESCRIPTION

[0020] The drawing shows a clutch device 1 according to the invention for a hybrid module, which comprises a coupleable electric machine and a coupleable internal combustion engine. The clutch device 1 comprises three individual component clutches, namely a first component clutch 2, usually referred to as a K0 clutch, a second component clutch 3, usually referred to as a K1 clutch, and a third component clutch 4, usually referred to as a K2 clutch. Each component clutch 2, 3, 4 has a friction plate group 5, 6, 7 in a manner known per se, which comprises outer friction plates 11, 12, 13 arranged on outer friction plate carriers 8, 9, 10, respectively, and inner friction plates 17, 18, 19 arranged on corresponding inner friction plate carriers 14, 15, 16, which are engaged therebetween, wherein the corresponding friction plate pairs are designed as friction plates on the one hand and as steel plates on the other hand. The respective friction plates are guided axially movably on the respective outer and inner friction plate carriers 8, 9, 10 or 14, 15, 16 and can be moved axially toward the supports 23, 24, 25 by means of the respective axially movable pressure elements 20, 21, 22 in order to bring the respective friction plate groups into frictional engagement. In the embodiment shown in the figure, the outer friction plate carrier 10 of the component clutch 4 and the inner friction plate carrier 15 of the component clutch 2 are formed on a common component.

[0021] The first component clutch 2 is used to engage an internal combustion engine, which is not shown in detail here, but is coupled with its drive shaft at a shaft end 26, which is coupled to the outer friction plate carrier 8 of the first component clutch 2. The inner friction plate carrier 14 of the first component clutch 2 is connected to the rotor 27 in a rotationally fixed manner. If the friction plate group 5 and thus the first component clutch 2 are closed via the pressure element 20, the torque introduced on the internal combustion engine side is provided to the rotor 27 via the component clutch 2.

[0022] As shown in the drawing, the inner friction plate carrier 14, with the help of a section with corresponding fingers extending toward the rotor 27, passes through corresponding recesses in the common friction plate carrier of the second and third component clutches 3, 4, which defines the outer friction plate carrier 10 and the inner friction plate carrier 15, so that the rotation of the inner friction plate carrier 14 of the first component clutch 2 necessarily causes the rotation of the common friction plate carrier and thus the partial rotation of the second and third component clutches 3, 4. If the internal combustion engine is now coupled via the first component clutch 2 in principle, then by correspondingly actuating the second component clutch 3 or the third component clutch 4 via the corresponding actuating element 21 or 22, the internal combustion engine torque transmitted via the rotor 27 can be transmitted via the friction fit of the corresponding component clutch 3, 4 and the corresponding friction plate group 6, 7. Within the second component clutch 3, the torque is switched to the outer friction plate carrier 9, which is connected via a toothed hub 28 to a first drive shaft (not shown in detail) extending to a transmission (not shown), which is coupled to the first transmission stage of the transmission. Within the third sub-clutch 4, the internal combustion engine torque introduced via the rotor 27 is transmitted to the inner friction plate carrier 16, which is connected to a second output shaft (not shown in detail) via a toothed hub 29, which is coupled to the second transmission stage of the transmission (not shown). Thus, by correspondingly switching the second sub-clutch 3 or the third sub-clutch 4, the torque introduced on the internal combustion engine side can be selectively switched to the first or second transmission input shaft. This means that for this purpose, the sub-clutch 2 and one of the sub-clutches 3 or 4 should always be actuated.

[0023] Furthermore, a gear 30 is shown, to which an electric machine (not shown in detail here) is coupled or meshes by means of a pinion arranged on its output shaft. The gear 30 is mounted and supported on a transmission housing part 32 via a rolling bearing 31. The transmission housing part 32 is designed in one piece and has a first subsection 33, which forms a housing bottom 34 or a part of the housing bottom. The transmission housing part 32 also has a second subsection 35, which forms a radially extending housing wall 36, adjacent to which the gear 30 extends radially.

[0024] As shown in the figures, the transmission housing part 32 has an axially extending annular flange 37, on which a radially outer bearing seat 38 is formed, on which the inner ring 39 of the rolling bearing 31, which is distributed here, is seated. The inner ring 39 is axially supported on the housing wall 36, which has a corresponding stop 40 for this purpose, so that axial fastening is obtained on this side. Axial fastening is performed on the opposite side by means of a fastening screw ring 41.

[0025] Gear 30 itself is connected to rotor 27 in a rotationally fixed manner, for example, via a positive connection on its circumferential surface or end face, for example via toothed segments 42, so that the torque provided by the motor and introduced via gear 30 is provided to rotor 27. The rotor thus rotates during operation of the motor.

[0026] If the electric machine torque is now to be provided to the transmission, the second component clutch 3 or the third component clutch 4 is actuated so that the torque is further transmitted to the desired transmission stage, as already described above for the internal combustion engine torque, which is likewise distributed to the rotor 27 and the component clutches 3, 4. Unlike in the internal combustion engine, however, the component clutch 2 should not be actuated in order to further transmit the electric machine torque.

[0027] However, if the internal combustion engine is to be rotated, for example during starting, only the first sub-clutch 2 can be closed without operating the sub-clutches 3 and 4, so that the torque provided by the electric motor is provided to the coupled internal combustion engine via the gear 30, the rotor 27, the first sub-clutch 2 and the shaft end 26 to rotate it.

[0028] As described, the transmission housing part 32 is a one-piece housing part on which the section 33 of the housing bottom 34 and the subsection 35 of the transmission housing wall 36 are formed. This is a one-piece component of simple design which can be designed to be sufficiently rigid.

[0029] In order to individually shift the individual component clutches 2, 3, 4, an operating fluid is used which is supplied to the respective component clutch under pressure, which is introduced into the respective annular chamber and builds up a corresponding switching pressure in the annular chamber, which causes the respective pressure element 20, 21 or 22, i.e. the respective pressure tank, to be axially displaced and pressed onto the respective friction plate group 5, 6 or 7 in order to bring it into friction engagement. The respective operating fluid is supplied from the outside, more precisely via the transmission housing part 32 or via the subsection 33 forming the transmission housing bottom 34. In addition, a cooling fluid is also supplied via this, which is generally supplied to the region of the component clutches 2, 3, 4 in order to cool, in particular, in the region of the respective friction plates and to dissipate the heat accumulated there.

[0030] In order to supply the actuating and cooling fluid to the respective clutch regions, a total of four rotating lead-throughs 43, 44, 45, 46 are provided, which are each formed in the form of annular grooves 47, 48, 49, 50 on the outer circumference of the rotor 27. The region of the annular grooves 47, 48, 49, 50 is surrounded by the transmission housing part 32, that is, its cylindrical inner side 51 extends radially adjacent to the annular grooves 47, 48, 49, 50. The rotor-side annular grooves 47, 48, 49, 50 are sealed relative to the transmission housing part 32 via corresponding sealing elements 52 accommodated in corresponding radial grooves on the outer circumference of the rotor 27. The corresponding channels extend from the annular grooves 47, 48, 49, 50 through the rotor 27 into the corresponding region where the respective actuating or cooling fluid is to be discharged. By way of example, only one such channel 53 is shown here, which extends axially and via which the cooling fluid is introduced in the example shown.

[0031] In order to introduce the corresponding operating or cooling fluid into the region of the circumferential grooves 47, 48, 49, 50, channel sections 54, 55, 56, 57 are provided on the transmission housing part 32 or in the region of the housing bottom, which are only shown here in dashed lines, wherein each channel section 54, 55, 56, 57 opens into one of the circumferential grooves 47, 48, 49, 50. In this way, the operating or cooling fluid can be conducted separately to the corresponding associated circumferential grooves and the corresponding component clutches 2, 3, 4 can be shifted in a targeted manner or the cooling fluid can be conveyed together. This arrangement is, for example, in the clutch device 1 shown by way of example in the drawings, such that the circumferential groove 47 and the channel section 54 conduct the operating fluid for the second component clutch 2, while the circumferential groove 48 and the channel section 55 conduct the operating fluid for the first component clutch 2. The circumferential groove 49 and the associated channel section 56 conduct the cooling fluid, while the circumferential groove 50 and the channel section 57 conduct the operating fluid for the third component clutch 4. Of course, the individual circumferential grooves 47 , 48 , 49 , 50 are connected to the corresponding rotor-side channels via corresponding radial bores, wherein one such bore 58 is shown by way of example, which connects the circumferential groove 49 to the channel 53 .

[0032] Furthermore, a relief groove 59 is provided between the circumferential grooves 47 and 48, from which one or more relief holes 60 lead into the region of the channel 53. Via the collecting groove, the corresponding operating fluid leaking from one of the adjacent circumferential grooves 47 or 48 is collected and guided into the cooling fluid region, so that it is ensured that any leakage fluid does not reach the adjacent circumferential grooves for shifting the sub-clutches, which would lead to a change in the overall efficiency. Although a sufficiently good sealing of the individual circumferential grooves from one another is of course ensured via the corresponding sealing elements 52, a small amount of leakage still results in this region due to the design, which leakage is however not critical due to the insertion of such a collecting groove 59.

[0033] Since the circumferential groove 49 for conveying a cooling fluid conveyed at a pressure lower than that of the actuating fluid is provided between the circumferential grooves 48 and 50 , a decoupling of the two actuating fluid-conducting circumferential grooves 48 and 50 is ultimately achieved in this region.

[0034] In the design, all four circumferential grooves are formed on the rotor 27 in an axially compact arrangement on the same radius and are sealed toward the cylindrical inner side 51 of the transmission housing part 32. This results in a simple, yet compact arrangement that can be easily configured, which also applies to the configuration of the corresponding channels or channel sections.

[0035] Description of Reference Numerals

[0036] 1 clutch device 2 first sub-clutch 3 second sub-clutch 4 third sub-clutch 5 friction plate group 6 friction plate group 7 friction plate group 8 outer friction plate carrier 9 outer friction plate carrier 10 outer friction plate carrier 11 outer friction plate 12 outer friction plate 13 outer friction plate 14 inner friction plate carrier 15 inner friction plate carrier 16 inner friction plate carrier 17 inner friction plate 18 inner friction plate 19 inner friction plate 20 pressure element 21 pressure element 22 pressure element 23 support 24 support 25 support 26 shaft end 27 rotor 28 hub 29 hub 30 gear 3 1 rolling bearing 32 transmission housing component 33 first subsection 34 housing bottom 35 second subsection 36 housing wall 37 annular flange 38 bearing seat 39 inner ring 40 stop 41 fastening screw ring 42 toothing section 43 first rotational lead-in 44 second rotational lead-in 45 third rotational lead-in 46 fourth rotational lead-in 47 circumferential groove 48 circumferential groove 49 circumferential groove 50 circumferential groove 51 inner side 52 sealing element 53 channel 54 channel section 55 channel section 56 channel section 57 channel section 58 hole 59 circumferential groove 60 relief hole

Claims

1. A clutch device for a hybrid power module, the hybrid power module comprising an electric motor and a couplable internal combustion engine, the clutch device comprising: a first, a second and a third partial clutch (2, 3, 4), wherein the first partial clutch (2) is used to connect the internal combustion engine and the second and the third partial clutch (3, 4) are used to distribute the torque introduced by the internal combustion engine or the electric machine to different transmission stages of a transmission connected downstream; and a gear (30) drivable by the electric machine, arranged adjacent to a wall (36) of a transmission housing, the gear being rotationally fixedly connected to a rotor (27), the rotor being coupled to all partial clutches (2, 3, 4), and the gear being supported on a housing bottom (34) of the transmission housing via a rolling bearing (31), It is characterized in that The housing wall (36) and the housing bottom (34) are a one-piece transmission housing part (32); a plurality of circumferential grooves (47, 48, 49, 50) are formed on the outer circumference of the rotor (27), channels (53) are guided from the circumferential grooves into the region of the component clutches (2, 3, 4), and the circumferential grooves are sealed via corresponding sealing elements (52) toward the housing bottom (34) overlapping the rotor (27), wherein corresponding channel sections (54, 55, 56, 57) are provided on the housing bottom (34), at least one of the channel sections each opening into a circumferential groove (47, 48, 49, 50).

2. The clutch device according to claim 1, It is characterized in that The transmission housing part (32) has an axially extending annular flange (37) with a bearing seat (38) on which the rolling bearing (31) is accommodated.

3. The clutch device according to claim 2, It is characterized in that The housing wall (36) axially delimits the bearing seat (38) and serves as a stop (40) for an inner ring (39) of the rolling bearing (31), which is axially fixed at the other end via a securing screw ring (41).

4. The clutch device according to claim 1, It is characterized in that Four circumferential grooves (47, 48, 49, 50) are provided axially in series, namely one for conveying actuating fluid to each component clutch (2, 3, 4) and one for conveying cooling fluid to the component clutch (2, 3, 4).

5. The clutch device according to claim 4, It is characterized in that A circumferential groove (49) for conveying cooling fluid is arranged between two circumferential grooves (48, 50) for conveying operating fluid to one of the component clutches (2, 3, 4).

6. The clutch device according to claim 1, It is characterized in that A collecting groove (59) is provided between two adjacently arranged circumferential grooves (47, 48) for conveying an operating fluid, which is coupled via one or more relief holes (60) to a channel (53) for conveying a cooling fluid into the region of the component clutches (2, 3, 4).

7. The clutch device according to claim 6, It is characterized in that Viewed from the side of the sub-clutches (2, 3, 4), first there is an annular groove (47) associated with the second sub-clutch (3), then a collecting groove (59), then an annular groove (48) associated with the first sub-clutch (2), then an annular groove (49) for guiding cooling fluid and then an annular groove (50) associated with the third sub-clutch (4).

8. The clutch device according to any one of claims 1 to 3, It is characterized in that The second sub-clutch and the third sub-clutch (3, 4) are radially nested in each other and have a common friction plate carrier, on which the inner friction plate (18) of the second sub-clutch (3) is axially guided radially outside and the outer friction plate (13) of the third sub-clutch (4) is axially guided radially inside.

9. The clutch device according to any one of claims 1 to 3, It is characterized in that All three component clutches (2, 3, 4) are radially nested within one another.

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