Transmission module

Abstract

The invention relates to a transmission module comprising: - a casing (70) containing transmission fluid; - a first seal (97) and a second seal (98) which are suitable for sealing the casing (70); - a wet torque transmission system (100) comprising: - a torsional oscillation damper (300) comprising a torque input element (309) having a window (311) suitable for the passage of a connecting member that rigidly attaches it to a crankshaft so that it rotates as one therewith, a secondary support (310), and elastic members (304); - a torque output element (302) rotatably connected to a gearbox input element; - a clutch (1) selectively coupling the secondary support (310) to the torque output element (302); and - a transmission ring gear (80) rotatably connected to the torque output element (302) and co-operating with a rotary electric machine (200); the first and second seals being positioned radially above the window (311).

Description

Description Title of invention: Transmission module Technical field [1] The present invention relates to the field of transmissions for motor vehicles. It relates in particular to a torque transmission module intended to be arranged in the powertrain of a motor vehicle, between an internal combustion engine and a gearbox. [2] It relates more specifically to a torque transmission module for a hybrid type motor vehicle in which a rotating electric machine is arranged in the drive train. Technological background [3] In the state of the art, hybrid motor vehicles are known comprising a torque transmission module arranged between an internal combustion engine (also called a "thermal engine"] and a gearbox, a rotating electrical machine and a clutch for coupling or uncoupling in rotation a crankshaft of the internal combustion engine to a rotor shaft of the rotating electrical machine. Thus, it is possible to couple the internal combustion engine each time the vehicle stops and to restart it using the rotating electrical machine. The rotating electrical machine can also constitute an electric brake or provide additional energy to the internal combustion engine to assist it or prevent it from stalling. When the internal combustion engine is in operation, the electric machine can act as an alternator.The rotating electric machine can also provide the vehicle's drive independently of the internal combustion engine. [4] Such a torque transmission module is of the wet type, it operates with immersion in a transmission fluid such as oil. The current management of this transmission fluid is not fully satisfactory. Summary [5] The invention aims to optimize the quantity of transmission fluid present in the transmission module while reconciling the requirements of axial and radial compactness. [6] The invention achieves this using a transmission module, in particular for a motor vehicle, comprising: - a housing comprising a first side wall and a second side wall defining between them a chamber adapted to contain transmission fluid; - a first seal and a second seal adapted to make the casing watertight; - a wet type torque transmission system housed in the housing chamber, said torque transmission system having a first axis of rotation and comprising: - a torsional oscillation damper comprising a torque input element pivoting about the first axis of rotation and having a window adapted for the passage of a connecting member securing in rotation said torque input element to a crankshaft of an internal combustion engine, a secondary support, and elastic members elastically coupling in rotation the torque input element to the secondary support; - a torque output element pivoting around the first axis of rotation and capable of being linked in rotation, directly or indirectly, to at least one input element of a gearbox; - a clutch selectively coupling the secondary support of the torsional oscillation damper with the torque output element; and - a transmission ring gear rotatably linked to the torque output element and configured to cooperate in rotation, directly or indirectly, with a rotor shaft of a rotating electrical machine; characterized in that the first seal and the second seal are positioned radially above the window of the torque input element. [7] This structure makes it possible to optimize the quantity of transmission fluid contained in the housing. The presence of the first and second seals radially above the window of the torque input element, and therefore the large diameter of these two seals, makes it possible to reduce the quantity of transmission fluid contained by the housing without harming the operation of the transmission system. In addition, the location of the two seals makes it possible to secure the transmission module to the crankshaft once it has been mounted, which facilitates its manufacture. In addition, the compactness, particularly axial, of the transmission module is preserved as well as its filtration capacities. [8] The housing provides protection for the torque transmission system and allows all the components of the transmission module to be combined into a single sub-assembly. [9] For the purposes of this application: - “axially” means “parallel to the first axis of rotation”; - “radially” means “along an axis belonging to a plane orthogonal to the first axis of rotation and intersecting this first axis of rotation”; - “circumferentially” means “around the first axis of rotation”; - parts are said to be “axially opposite” when they are all crossed by the same right circular cylindrical surface having as its axis of revolution the first axis of rotation and offset from each other parallel to this first axis of rotation; - two parts are said to be "rotationally connected" when they are "assembled so as not to rotate relative to each other". In other words, it is a rotationally solid connection, possibly presenting a very small clearance such as a groove clearance. This connection can be made between the first part and the second part directly or through one or more intermediate parts; - two parts are said to be "fixed" when they are permanently immobilized relative to each other, this immobilization being able to result from a fixing of the first part on the second part directly or by means of one or more intermediate parts.

[0010] According to an additional feature of the invention, the first seal and the second seal are fully positioned radially above the window of the torque input element. Thus, the passage for the connecting member is completely clear, which facilitates the mounting of the transmission module on the crankshaft.

[0011] According to an additional feature of the invention, the first seal and the second seal are annular. Thus, the seals are standardized and cost less to produce.

[0012] According to an additional feature of the invention, the first seal and the second seal are axially aligned. Thus, there is a straight line, parallel to the first axis of rotation, which passes through the two seals.

[0013] According to an additional feature of the invention, the torque transmission system further comprises a first radial bearing, adapted to ensure the centering of the torque output element with the casing, and a second radial bearing, adapted to ensure the centering of the torque input element with the casing, the first seal and the second seal being positioned radially between the window of the torque input element and the first and second radial bearings. Thus, the precise positioning of the seals makes it possible to combine optimization of the quantity of transmission fluid in the casing, performance of the module, compactness thereof and ease of assembly.

[0014] According to an additional feature of the invention, the first radial bearing is adapted to support and center the clutch.

[0015] According to an additional feature of the invention, the second radial bearing is adapted to support and center the torsional oscillation damper.

[0016] According to an additional feature of the invention, the first seal and the second seal are integrally positioned radially between the window of the torque input element and the first and second radial bearings.

[0017] According to an additional characteristic of the invention, the first radial bearing and the second radial bearing have an implantation diameter greater than the implantation diameter of the first seal and the second seal.

[0018] According to an additional feature of the invention, the torque transmission system further comprises a third radial bearing, adapted to ensure the centering of the torque input element with the torque output element, the first seal and the second seal being positioned radially between the window of the torque input element and the first, second and third radial bearings. Thus, the precise positioning of the seals makes it possible to combine optimization of the quantity of transmission fluid in the casing, performance of the module, compactness thereof and ease of assembly.

[0019] According to an additional feature of the invention, the third radial bearing is adapted to support and center the clutch.

[0020] According to an additional feature of the invention, the first seal and the second seal are integrally positioned radially between the window of the torque input element and the first, second and third radial bearings.

[0021] According to an additional characteristic of the invention, the first radial bearing, the second radial bearing and the third radial bearing have an implantation diameter greater than the implantation diameter of the first seal and the second seal.

[0022] According to an additional characteristic of the invention, the transmission module further comprises a third seal positioned radially between the window of the torque input element and the first and second radial bearings. Thus, the presence of a third seal makes it possible to ensure the sealing of the casing regardless of the shape of the latter.

[0023] According to an additional feature of the invention, the third seal is positioned radially between the window of the torque input element and the first, second and third radial bearings.

[0024] According to an additional feature of the invention, the third seal is integrally positioned radially between the window of the torque input element and the first and second radial bearings.

[0025] According to an additional feature of the invention, the third seal is integrally positioned radially between the window of the torque input element and the first, second and third radial bearings.

[0026] According to an additional feature of the invention, the third seal is annular. Thus, the seals are standardized and cost less to produce.

[0027] According to an additional feature of the invention, the first seal, the second seal and the third seal are axially aligned. Thus, there is a straight line, parallel to the first axis of rotation, which passes through the three seals.

[0028] According to an additional feature of the invention, the first seal and the second seal each extend between a radially inner edge and a radially outer edge, the radially outer edge of the first seal and the radially outer edge of the second seal having an identical diameter. Thus, the seals are standardized and cost less to produce.

[0029] According to an additional characteristic of the invention, the radially inner edge of the first seal and the radially inner edge of the second gaskets with the same diameter. Thus, the gaskets are standardized and cost less to produce.

[0030] According to an additional feature of the invention, the transmission module further comprises a third seal extending between a radially inner edge and a radially outer edge, the radially outer edge of the third seal having a diameter identical to the diameter of the radially outer edge of the first and second seals. Thus, the seals are standardized and cost less to produce.

[0031] According to an additional feature of the invention, the radially inner edge of the third seal has a diameter identical to the diameter of the radially inner edge of the first and second seals. Thus, the seals are standardized and cost less to produce.

[0032] According to an additional feature of the invention, the first seal is identical to the second seal. Thus, the seals are standardized and cost less to produce.

[0033] According to an additional feature of the invention, the third seal is identical to the first seal and the second seal. Thus, the seals are standardized and cost less to produce.

[0034] According to an additional feature of the invention, the third seal is located between the torque output element and the torque input element.

[0035] According to an additional characteristic of the invention, the third seal is located radially between the torque output element and the torque input element.

[0036] According to an additional characteristic of the invention, the first seal is located between the housing and the torque output element and / or in which the second seal is located between the housing and the torque input element.

[0037] According to an additional characteristic of the invention, the first seal is located radially between the housing and the torque output element and / or in which the second seal is located radially between the housing and the torque input element.

[0038] According to an additional characteristic of the invention, the first side wall has a radially inner edge in contact with the first seal, said first side wall being crossed by at least one first passage arranged for the transmission fluid to flow towards said first seal. Thus, the centrifugal force, linked to the rotation of the transmission module, and the first passage allow the transmission fluid to flow and lubricate the various elements constituting said transmission module with a minimum initial quantity of transmission fluid.

[0039] According to an additional feature of the invention, the first passage is arranged for the transmission fluid to flow between the chamber and the first seal. Thus, the circulation of the transmission fluid within the transmission module is improved.

[0040] According to an additional characteristic of the invention, the torque input element is crossed by at least one second passage arranged for the transmission fluid to flow towards the second seal. Thus, the centrifugal force, linked to the rotation of the transmission module, and the second passage allow the transmission fluid to flow and lubricate the various elements constituting said transmission module with a minimum initial quantity of transmission fluid.

[0041] According to an additional characteristic of the invention, the torque input element is a single-piece part.

[0042] According to an additional feature of the invention, the torque input element comprises a crankshaft hub and a primary support linked together.

[0043] According to an additional characteristic of the invention, the primary support and / or the crankshaft hub is crossed by at least one second passage provided for the routing of the lubricant towards the second seal. Thus, the circulation of the transmission fluid within the transmission module is improved.

[0044] According to an additional characteristic of the invention, the torque transmission system further comprises a clutch actuation system, said actuation system being crossed by at least one third passage arranged for the routing of the transmission fluid. Thus, the circulation of the transmission fluid within the transmission module is improved.

[0045] According to an additional characteristic of the invention, the clutch is of the normally closed type and comprises: - an input disc holder rotatably linked to the secondary support; - an output disc holder rotatably connected to the torque output element; - at least one friction disc arranged between an input disc holder and the output disc holder; - a piston configured so that, in an engaged position of the clutch, the piston exerts a positive force on the at least one friction disc, and so that, in a disengaged position of the clutch, the piston exerts a zero force on the at least one friction disc; - an elastic device configured to exert an elastic return force on the piston to maintain said piston in the engaged position. Thus, with a “normally closed” type clutch, it is not necessary to permanently activate the actuation system to transmit the torque of the thermal engine, which is the majority of vehicle usage situations. The invention allows energy savings. Furthermore, in the event of a system failure, the vehicle still remains functional.

[0046] According to an additional feature of the invention, at least one of the input disc holder, the output disc holder and the piston comprises a opening adapted for the passage of the transmission fluid contained in the housing. This improves the circulation of the transmission fluid within the transmission module.

[0047] According to an additional characteristic of the invention, the primary support and / or the secondary support of the torsional oscillation damper comprises at least one opening adapted for the passage of a transmission fluid contained in the casing. Thus, the circulation of the transmission fluid within the transmission module is improved.

[0048] The actuation system can be mechanical, electromechanical, electromagnetic, or hydraulic.

[0049] The speed reduction assembly makes it possible to amplify the torque supplied by the rotor shaft of the rotating electrical machine. Advantageously, the speed reduction assembly can be produced, for example, by a set of cylindrical gears kinematically cooperating in rotation with the rotor shaft of the rotating electrical machine. Alternatively, the reduction assembly can also be produced by pulleys driven in rotation by belts, or toothed wheels driven in rotation by chains. One or more reduction stages are possible depending on the desired reduction level. The speed reduction assembly can also be configured to allow several speed ratios.

[0050] According to an additional feature of the invention, the transmission module comprises a predetermined quantity of transmission fluid contained in the casing, the transmission fluid being for example an oil. The predetermined quantity being adapted so that at least a portion of the elastic members are immersed in the transmission fluid. Thanks to this latter feature, the lubrication of the elastic members is ensured.

[0051] The invention also relates to a powertrain comprising a transmission module as described above and a rotating electrical machine. Brief description of the figures

[0052] Figure 1 is a representation in a first sectional plane, of a torque transmission system according to an embodiment of the invention.

[0053] Figure 2 is a detail representation in a second sectional plane of the torque transmission system of Figure 1.

[0054] Figure 3 is a detail representation of Figure 1.

[0055] Figure 4 is a representation in a third sectional plane of the torque transmission system of Figure 1. Description of the embodiments

[0056] In all the figures, identical elements or elements performing the same function have the same reference numbers. The following embodiments are examples. Although the description refers to one or more embodiments, this does not necessarily mean that each reference relates to the same embodiment or that the features apply only to a single embodiment. Single features of different embodiments may also be combined or interchanged to provide other embodiments.

[0057] Figures 1 to 4 show in cross section a torque transmission system 100 according to one embodiment of the invention. The torque transmission system 100 is part of a drive train of a transmission line of a motor vehicle. The drive train comprises a rotating electrical machine 200 provided with a stator and a rotor. The vehicle can be propelled, depending on requirements, by an internal combustion engine or by the rotating electrical machine 200.

[0058] The transmission system 100 may be housed in the casing 70 to form a transmission module. The casing 70 comprises a first side wall 71 and a second side wall 72. The first side wall 71 and the second side wall 72 define between them a chamber 73 adapted to contain transmission fluid. The transmission system 100 is housed in the chamber 73 of the casing 70. The first wall 71 extends radially between a radially inner edge 71i and a radially outer edge 71e. The casing 70 is formed by two assembled half-shells.

[0059] Here the transmission system 100 is said to be “wet”, that is to say that the components housed in the casing 70 are in an oil mist or partially submerged. A first seal 97 and a second seal 98 may be provided to seal the casing 70. In addition, a third seal 99 may be provided to seal the casing 70.

[0060] The first seal 97 and / or the second seal 98 and / or the third seal 99 is annular.

[0061] The first seal 97 extends between a radially inner edge 97i and a radially outer edge 97e. The second seal 98 extends between a radially inner edge 98i and a radially outer edge 98e. The radially outer edge 97e of the first seal 97 and the radially outer edge 98e of the second seal 98 have an identical diameter. The radially inner edge 97i of the first seal 97 and the radially inner edge 98i of the second seal 98 have an identical diameter. The first seal 97 and the second seal 98 are axially aligned. The first seal 97 is identical to the second seal 98.

[0062] The third seal 99 extends between a radially inner edge 99i and a radially outer edge 99e. The radially outer edge 99e of the third seal 99 has a diameter identical to the diameter of the radially outer edge 97e of the first seal 97 and to the diameter of the radially outer edge 98e of the second seal 98. The radially inner edge 99i of the third seal 99 has a diameter identical to the diameter of the radially inner edge 97i of the first seal 97 and to the diameter of the radially inner edge 98i of the second seal 98. The third seal 99 is axially aligned with the first seal 97 and with the second seal 98. The third seal 99 is identical to the first seal 97 and to the second seal 98.

[0063] As illustrated in particular in FIG. 1, the torque transmission system 100 has a first axis of rotation X. The torque transmission system 100 comprises a torsional oscillation damper 300. The damper torsional oscillation damper 300 comprises a torque input element 309 pivoting about the first axis of rotation X and capable of being rotationally connected to a crankshaft V of an internal combustion engine, a secondary support 310, and elastic members 304 elastically coupling in rotation the torque input element 309 to the secondary support 310. In a known manner, the torsional oscillation damper 300 serves to filter the torsional oscillations (or acyclisms) of the internal combustion engine. In the embodiment of FIG. 1, the elastic members 304 are four curved helical springs.

[0064] The torque input element 309 comprises at least one window 311. The at least one window 311 is adapted for the passage of a connecting member 312 securing said torque input element 309 in rotation to the crankshaft V. The connecting member 312 may be a screw. Preferably, the torque input element 309 comprises a plurality of windows 311 uniformly distributed around the first axis of rotation X.

[0065] The torque input element 309 may be a single piece.

[0066] Alternatively, the torque input element 309 may comprise a primary support 301 and a crankshaft hub 306. The crankshaft hub 306 comprises the at least one window 311. The elastic members 304 elastically couple in rotation the primary support 301 to the secondary support 310. As illustrated in particular in FIG. 2, in the center, the primary support 301 may be driven by the crankshaft hub 306 via, for example, rivets 318 (visible in FIG. 3]. Alternatively, the primary support 301 may be driven by the crankshaft hub 306 via, for example, a splined connection (not visible).

[0067] The first seal 97 is located radially between the housing 70 and the torque output element 302. More particularly, the first seal 97 is located radially between the radially inner edge 71i of the first side wall 71 of the housing 70 and the torque output element 302. The first seal 97 is located, preferably entirely, radially above the at least one window 311 of the torque input element 309.

[0068] The second seal 98 is located radially between the housing 70 and the torque input element 309. More particularly, the second seal 98 is located radially between the second side wall 72 of the housing 70 and the crankshaft hub 306. The second seal 98 is located, preferably entirely, radially above the at least one window 311 of the torque input element 309.

[0069] The third seal 99 is located radially between the torque output element 302 and the torque input element 309. More particularly, the third seal 99 is located radially between the torque output element 302 and the crankshaft hub 306. The third seal 99 is located, preferably entirely, radially above the at least one window 311 of the torque input element 309.

[0070] The torque transmission system 100 may further comprise an additional inertial mass 9 fixed integrally to the torsional oscillation damper 300. In the embodiment of FIG. 1, the additional inertial mass 9 is in the form of an attached annular ring welded to the primary support 301. The additional inertial mass 9 has a second thickness equal to its largest axial dimension, preferably between 8 and 30 mm.

[0071] In order to ensure the filtration of torsional oscillations in a radially compact size, the inertia of the additional inertia mass 9 may advantageously be between 20 and 70% of the inertia of the torsional oscillation damper 300, the inertia of the additional inertia mass 9 preferably being between 35 and 55% of the inertia of the torsional oscillation damper 300.

[0072] The torque transmission system 100 further comprises a torque output element 302, here in the form of a hub comprising an internal spline, pivoting around the first axis of rotation X and capable of being linked in rotation, directly or indirectly, to at least one input element, for example a splined shaft, of a gearbox BV.

[0073] As illustrated in particular in FIG. 2, the torque transmission system 100 further comprises a clutch 1 selectively coupling the secondary support 310 of the torsional oscillation damper 300 with the torque output element 302.

[0074] The torque transmission system 100 further comprises a transmission ring 80 linked in rotation to the torque output element 302 and configured to cooperate in rotation, directly or indirectly, with a rotor shaft 210 of the rotating electrical machine 200.

[0075] The elastic members 304, the additional inertia mass 9 and the transmission ring gear are arranged axially opposite each other, the elastic members 304 being axially positioned between the additional inertia mass 9 and the transmission ring gear 80, the elastic members 304 being positioned radially outside the clutch 1.

[0076] “Axially opposite” means that the elastic members 304, the additional inertia mass 9 and the transmission ring 80 are all crossed by the same right circular cylindrical surface having as its axis of revolution the first axis of rotation X and offset from each other parallel to this first axis of rotation X.

[0077] The primary support 301 may be formed, in particular in one piece, by a stamping and / or folding process from a metal sheet having a first thickness, preferably between 2 and 5 mm. The primary support 301 may comprise a central portion 303 extending radially, the central portion 303 and the additional inertial mass 9 overlapping axially. The primary support 301 may comprise several drive arms 305 configured to transmit a torque from the primary support 301 to the elastic members 304, the drive arms 305 projecting axially and being arranged circumferentially between the elastic members 304.

[0078] The primary support 301 and / or the secondary support 310 comprises at least one opening adapted for the passage of the transmission fluid. More particularly, the drive arms 305 may contain the at least one opening.

[0079] As illustrated in particular in FIG. 3, the secondary support 310 may comprise a suitable shape 316 for radially and axially retaining the elastic members 304, said suitable shape 316 being able to comprise a first wall 313 axially facing the elastic members 304, a second wall 314 positioned directly radially above the elastic members and a third wall 315 positioned directly radially below the elastic members 304. The suitable shape 316 may therefore have a substantially “U” general shape in section. The suitable shape 316 may comprise at least one opening suitable for the passage of the transmission fluid. Advantageously, the secondary support 310 may be formed, in particular in one piece, by a stamping and / or folding process from a metal sheet.

[0080] In another embodiment not shown, the primary support 301 may comprise the adapted shape 316 for radially and axially retaining the elastic members 305, and the secondary support 310 may comprise the drive arms 305 projecting axially and arranged circumferentially between the elastic members 304.

[0081] The torque transmission system 100 may further comprise a first radial bearing 319. The first radial bearing 319 may be a needle centering bearing adapted to roll against a support 320. The support 320 has a surface having a higher local hardness. The first radial bearing 319 is located radially between the torque output element 302 and the housing 70. More particularly, the first radial bearing 319 is located radially between the torque output element 302 and the radially inner edge 711 of the first side wall 71 of the housing 70. The first radial bearing 319 is adapted to ensure the centering of the torque output element with the housing. The first radial bearing 319 is adapted to support and center the clutch 1.

[0082] The torque transmission system 100 may further comprise a second radial bearing 308. The second radial bearing 308 may be a needle centering bearing adapted to roll against a support. The second radial bearing 308 is located radially between the torque input element 309 and the housing 70. More particularly, the second radial bearing 308 is located radially between an axial extension portion 307 of the crankshaft hub 306 and the second side wall 72 of the housing 70. The second radial bearing 308 is adapted to ensure the centering of the torque input element with the housing. The second radial bearing 308 is adapted to support and center the torsional oscillation damper 300.

[0083] The first radial bearing 319 and the second radial bearing 308 are axially misaligned. Alternatively, the first radial bearing 319 and the second radial bearing 308 are axially aligned.

[0084] The torque transmission system 100 may further comprise a third radial bearing 321. The third radial bearing 321 may be a needle centering bearing adapted to roll against a support 320. The third radial bearing 321 is located radially between the torque output element 302 and the torque input element 309. More particularly, the third radial bearing 321 is located radially between the torque output element 302 and the crankshaft hub 306. The third radial bearing 321 is adapted to ensure centering of the torque output element with the torque input element. The third radial bearing 321 is adapted to support and center the clutch 1.

[0085] The third radial bearing 321 is axially misaligned with the first radial bearing 319 and / or the second radial bearing 308. Alternatively, the third radial bearing 321 is axially aligned with the first radial bearing 319 and the second radial bearing 308.

[0086] The first seal 97 is located, preferably entirely, radially below the first radial bearing 319 and the second radial bearing 308. In addition, the first seal 97 is located, preferably entirely, radially below the third radial bearing 321.

[0087] The second seal 98 is located, preferably entirely, radially below the first radial bearing 319 and the second radial bearing 308. In addition, the second seal 98 is located, preferably entirely, radially below the third radial bearing 321.

[0088] The third seal 99 is located, preferably entirely, radially below the first radial bearing 319 and the second radial bearing 308. In addition, the third seal 99 is located, preferably entirely, radially below the third radial bearing 321.

[0089] An axial bearing 32, formed by an axial needle thrust bearing or a plain axial bearing, may be interposed axially between the crankshaft hub 306 and the casing 70.

[0090] As can be seen in particular in Figure 3, a friction washer 317 can be interposed between the primary support 301 and the secondary support 310 in order to axially position these two parts between them and to take up the axial forces passing through the transmission system 100.

[0091] The first side wall 71 of the casing 70 comprises a first through passage 75. The first passage 75 is arranged for the transmission fluid to flow towards the first seal 97. The first passage 75 is arranged for the transmission fluid to flow towards the first radial bearing 319. The first passage may comprise a vertical portion and an oblique portion.

[0092] The torque input element 309 includes a second through passage 76. The second passage 76 is provided for the transmission fluid to flow to the second seal 98. The second passage 76 is provided for the transmission fluid to flow to the third seal 99. The second passage may include an oblique portion. More particularly, the crankshaft hub 306 includes the second passage 76.

[0093] As illustrated in particular in Figure 2, the clutch 1 may comprise several friction discs 6, to form a multi-disc assembly, arranged between an input disc holder 2 linked in rotation to the secondary support 310 and an output disc holder 3 linked in rotation to the torque output element 302. The input disc holder 2 and output disc holder 3 can overlap axially.

[0094] The output disc holder 3 may comprise an internal toothing 18 arranged radially outside the friction discs 6 and linked in rotation with the friction discs 6, the transmission ring 80 being fixed integrally to the output disc holder 3.

[0095] The multi-disc assembly of the clutch 1 may comprise several friction discs 6 integral in rotation with the input disc carrier 2, several plates 7 arranged on either side of each friction disc 6, integral in rotation with the output disc carrier 3 and friction linings arranged between the plates 7 and the friction discs 6. The friction linings may be fixed, in particular glued or riveted, on the friction discs 6. Two friction linings may be fixed axially on either side of a friction disc 6.

[0096] In another embodiment not shown, a single friction lining can be fixed on a single axial side of a friction disc 6.

[0097] In another embodiment not shown, a single friction lining can be fixed axially on a single axial side of a friction disc 6 and another friction lining can be fixed on a single axial side of a plate 7.

[0098] The clutch 1 can take a disengaged position and an engaged position in which the plates 7 and the friction discs 6 pinch the friction linings so as to transmit a torque between the input disc carrier 2 and the output disc carrier 3. The output disc carrier 3 can carry an axially fixed reaction element 11 against which the multi-disc assembly is clamped in the engaged position. The reaction element 11 takes the form of a continuous annular crown around the first axis of rotation X. The plates 7 and the friction discs 6 can be radially between a cylindrical skirt 12 of the output disc carrier 3 and a cylindrical skirt 14 of the input disc carrier 2. The cylindrical skirt 14 can carry radially external teeth which cooperate in rotation with the friction discs 6. The clutch 1 can comprise between 2 and 7 friction discs, for example 2 friction discs.

[0099] Of course, other arrangements of friction discs 6 and plates 7 can be envisaged.

[0100] The clutch 1 may also comprise a piston 20 configured to, in the engaged position, tighten the multi-disc assembly, and in the disengaged position, loosen the multi-disc assembly. The piston 20 may press on a counter-disc 29 to tighten the multi-disc assembly. The counter-disc 29 may be rotatably connected to the output disc carrier 3, with the possibility of axial movement.

[0101] The clutch 1 may further comprise an elastic device 36, for example here a Belleville type elastic washer, configured to exert an elastic return force on the piston 20 to maintain the piston 20 in the engaged position. The elastic device 36 is axially supported on the one hand on the end tabs 23 of the piston 20, possibly via a circlip, and on the other hand on the output disc carrier 3. Such a clutch 1 is said to be of the normally closed type.

[0102] The input disc holder 2 comprises at least one opening 21 adapted for the passage of the transmission fluid contained in the casing 70. The input disc holder 2 may comprise a plurality of openings 21.

[0103] The output disc carrier 3 comprises at least one opening 21 adapted for the passage of the transmission fluid contained in the casing 70. The output disc carrier 3 may comprise a plurality of openings 21.

[0104] The piston 20 comprises at least one opening 21 adapted for the passage of the transmission fluid contained in the casing 70. The piston 20 may comprise a plurality of openings 21.

[0105] The transmission system 100 may further comprise an actuation system 40 for the clutch 1. The actuation system 40 is configured to axially move, against the elastic return force of the elastic device 36, the piston 20 from the engaged position to the disengaged position. The actuation system 40 may be axially supported on the one hand on the piston 20 via a bearing 39 and, on the other hand, on the output disc carrier 3. The actuation system 40 may be of the mechanical, electromechanical, electromagnetic, or even hydraulic type.

[0106] In the embodiment of Figures 1 to 3, the actuation system 40 may be formed by a ball ramp 42 which comprises a first ramp 43 and a second ramp 44. A ring holding balls (not shown) is arranged between the first ramp 43 and the second ramp 44. The first ramp 43 is in the form of a crown which bears on a second axial bearing 38. This first ramp 43 is connected in rotation, for example via grooves or via a weld 48, to an actuation lever 47. This actuation lever 47 is formed by a wheel which is toothed on the inside to mesh with the second ramp 44 and toothed on the outside to mesh, directly or indirectly, with a pinion which comes out of an actuator motor (not shown).

[0107] As illustrated in Figures 1 and 2, the input 2 and output 3 disc holders may comprise, when approaching the first axis of rotation X, respectively a first radial zone 16 and a second radial zone 15 facing each other, and a first axial bearing 37, formed by an axial needle thrust bearing or a smooth axial bearing, is interposed between the first radial zone 16 and the second radial zone 15 facing each other. The second axial bearing 38, formed by an axial needle thrust bearing or a smooth axial bearing, is interposed between the actuating system 40 of the piston 20 and the second radial zone 15 of the output disc holder 3.

[0108] The piston 20 cooperates with the bearing 39 mounted on the actuation system 40 so as to make the actuation system 40 cooperate with the piston 20 with freedom of rotation about the first axis of rotation X, of the piston 20 relative to the actuation system 40. The first axial bearing 37, the second axial bearing 38, the bearing 39 mounted on the actuation system 40 and the actuation system 40 are arranged in an axial stack, namely that they are all crossed by the same right circular cylindrical surface having as its axis of revolution the first axis of rotation X and offset relative to each other parallel to this first axis of rotation X.

[0109] The actuation system 40 of the clutch 1 comprises at least a third passage 45. The third passage 45 is arranged for the flow of the fluid transmission. More particularly, the ball ramp 42 of the actuation system 40 comprises the third passage 45. More particularly, the first ramp 43 of the ball ramp 42 of the actuation system 40 comprises the third passage 45.

[0110] As illustrated in Figure 1, the transmission system 100 may further comprise a speed reduction assembly 220 capable of kinematically cooperating in rotation the transmission ring gear 80 with the rotor shaft 210 of the rotating electrical machine 200. The rotor shaft 210 rotates about a second axis of rotation XM and may be guided in rotation relative to the casing 70 by ball bearings 81. The speed reduction assembly 220 may be configured to allow several speed ratios. The transmission ring gear 80 is for example welded to the output disc holder 3. In this embodiment, the transmission ring gear 80 is produced in the form of a toothed wheel which cooperates in rotation with a cylindrical gear 211 linked in rotation to the rotor shaft 210, and together thus form a speed reduction stage.

[0111] A predetermined quantity of transmission fluid may be contained in the casing 70, the transmission fluid being for example an oil, the predetermined quantity being adapted so that at least a portion of the elastic members 304 and at least a portion of the transmission ring 80 are immersed in the transmission fluid. As illustrated in FIG. 3, by defining a level L as being a line parallel to the first axis of rotation X, the predetermined quantity of transmission fluid may be chosen so that the transmission fluid remaining at the bottom of the casing 70 reaches a horizontal plane passing through the level L when the transmission system 100 is not rotating. Thus, a portion of the elastic members 304 and a portion of the transmission ring 80 are radially above this plane passing through the level L.

[0112] 11 It is emphasized that all the characteristics, as they emerge for a person skilled in the art from the present description, the drawings and the attached claims, even if concretely they have only been described in relationship with other determined features, both individually and in any combinations, may be combined with other features or groups of features disclosed herein, provided that this has not been expressly excluded or that technical circumstances make such combinations impossible or meaningless.

[0113] The use of the verb “comporter”, “comprendre” and its conjugated forms does not exclude the presence of other elements or other steps than those stated in a claim.

[0114] In the claims, any reference sign in parentheses cannot be interpreted as a limitation of the claim.

Claims

Claims 1. Transmission module, in particular for a motor vehicle, comprising: - a housing (70) comprising a first side wall (71) and a second side wall (72) defining between them a chamber adapted to contain transmission fluid; - a first seal (97) and a second seal (98) adapted to make the casing (70) watertight; - a wet type torque transmission system (100) housed in the housing chamber (70), said torque transmission system (100) having a first axis of rotation (X) and comprising: - a torsional oscillation damper (300) comprising a torque input element (309) pivoting about the first axis of rotation (X) and having a window (311) adapted for the passage of a connecting member securing in rotation said torque input element (309) to a crankshaft (V) of an internal combustion engine, a secondary support (310), and elastic members (304) elastically coupling in rotation the torque input element (309) to the secondary support (310); - a torque output element (302) pivoting around the first axis of rotation (X) and capable of being linked in rotation, directly or indirectly, to at least one input element of a gearbox (BV); - a clutch (1) selectively coupling the secondary support (310) of the torsional oscillation damper (300) with the torque output element (302); and - a transmission ring (80) linked in rotation to the torque output element (302) and configured to cooperate in rotation, directly or indirectly, with a rotor shaft (210) of a rotating electrical machine (200); characterized in that the first seal (97) and the second seal (98) are positioned radially above the window (311) of the torque input element (309).

2. Transmission module according to claim 1, wherein the torque transmission system (100) further comprises a first radial bearing (319), adapted to ensure the centering of the torque output element (302) with the housing (70), and a second radial bearing (308), adapted to ensure the centering of the torque input element (309) with the housing (70), the first seal (97) and the second seal (98) being positioned radially between the window (311) of the torque input element (309) and the first and second radial bearings (319, 308).

3. Transmission module according to the preceding claim, further comprising a third seal (99) positioned radially between the window (311) of the torque input element (309) and the first and second radial bearings (319,308).

4. Transmission module according to any one of the preceding claims, wherein the first seal (97) and the second seal (98) each extend between a radially inner edge (97i, 98i) and a radially outer edge (97e, 98e), the radially outer edge (97e) of the first seal (97) and the radially outer edge (98e) of the second seal (98) having an identical diameter.

5. Transmission module according to the preceding claim, further comprising a third seal (99) extending between a radially inner edge (99i) and a radially outer edge (99e), the radially outer edge of the third seal (99) having a diameter identical to the diameter of the radially outer edge of the first and second seals (97, 98).

6. Transmission module according to the preceding claim or claim 3, wherein the third seal (99) is located between the torque output element (302) and the torque input element (309).

7. Transmission module according to any one of the preceding claims, wherein the first seal (97) is identical to the second seal (98).

8. Transmission module according to any one of the preceding claims, wherein the first seal (97) is located between the housing (70) and the torque output element (302) and / or wherein the second seal (98) is located between the housing (70) and the torque input element (309).

9. Transmission module according to any one of the preceding claims, in which the first side wall (71) has a radially inner edge (71i) in contact with the first seal (97), said first side wall being crossed by at least one first passage (75) arranged for the routing of the transmission fluid towards said first seal (97).

10. Transmission module according to any one of the preceding claims, in which the torque input element (309) is crossed by at least one second passage (76) arranged for the routing of the transmission fluid towards the second seal (98).

11. Transmission module according to any one of the preceding claims, in which the torque transmission system (100) further comprises an actuation system (40) for the clutch (1), said actuation system (40) being crossed by at least one third passage (45) arranged for the routing of the transmission fluid.

12. Transmission module according to any one of the preceding claims, wherein the clutch (1) is of the normally closed type and comprises: - an input disc holder (2) rotatably connected to the secondary support (310); - an output disc holder (3) rotatably connected to the torque output element (302); - at least one friction disc (6) arranged between an input disc holder (2) and the output disc holder (3); - a piston (20) configured so that, in an engaged position of the clutch (1), the piston exerts a positive force on the at least one disc friction, and so that, in a disengaged position of the clutch, the piston exerts zero force on the at least one friction disc; - an elastic device (36) configured to exert an elastic return force on the piston (20) to maintain said piston (20) in the engaged position.

13. Transmission module according to the preceding claim, in which at least one of the input disc carrier (2), the output disc carrier (3) and the piston (20) comprises an opening (21) adapted for the passage of the transmission fluid contained in the casing (70).

14. Powertrain comprising a transmission module according to any one of the preceding claims and a rotating electrical machine (200).

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