CN105090266B

CN105090266B - Wet type multi-clutch device for vehicle and torque transmission device

Info

Publication number: CN105090266B
Application number: CN201510259462.XA
Authority: CN
Inventors: K-L·基米希
Original assignee: Schaeffler Technologies AG and Co KG
Current assignee: Schaeffler Technologies AG and Co KG
Priority date: 2014-05-21
Filing date: 2015-05-20
Publication date: 2020-02-21
Anticipated expiration: 2035-05-20
Also published as: CN105090266A; DE102015208385A1

Abstract

The invention relates to a wet multiple clutch device, preferably a wet dual clutch device, for a torque transmission device, preferably a dual clutch transmission, for a vehicle drive train, having two axially arranged clutch packs, which are each connectable on the output side to the transmission input shaft concerned in a rotationally fixed manner and/or in a rotationally fixed manner, wherein actuating elements of the two clutch packs are arranged in the multiple clutch device on the transmission side of the multiple clutch device. The invention further relates to a torque transmission device for a vehicle drive train, preferably a motor vehicle drive train, wherein the torque transmission device has a wet multi-clutch device according to the invention, in particular a wet dual-clutch device according to the invention.

Description

Wet type multi-clutch device for vehicle and torque transmission device

Technical Field

The present invention relates to a wet multiple clutch device, preferably a wet dual clutch device, for a torque transmission device, preferably a dual clutch transmission, for a vehicle drive train. The invention further relates to a torque transmission device for a vehicle drive train, in particular a motor vehicle drive train.

Background

The internal combustion engine of the motor vehicle outputs usable power to the driver of the motor vehicle only in a specific rotational speed range. In order to be able to use this speed range for different driving states of the motor vehicle, the motor vehicle requires a transmission that can be shifted automatically or manually. Such a transmission can be mechanically coupled to the internal combustion engine via a clutch. Due to the different and also increasing requirements with regard to the actuating force, the power behavior and the engine torque to be transmitted of the clutches, a plurality of clutches are used in the drive train of the motor vehicle. For example, dry or wet-running one-disk clutches or multi-disk clutches are used, wherein these can be designed as single clutches, double clutches or multi-disk clutches.

In addition to the main function of connecting and disconnecting the crankshaft of the internal combustion engine and/or the output shaft of the electric motor to the transmission input shaft of the motor vehicle, the clutch has a series of further important tasks. The clutch should allow a soft and smooth start of the motor vehicle, ensure a quick shifting of the transmission, keep the rotational vibrations of the internal combustion engine away from the transmission and thus reduce rattling noises and wear, for example, in the event of a shift failure, protect the entire drive train from overload, be less susceptible to wear and be easily replaceable. The clutch should be as inexpensive as possible in terms of its manufacture, its assembly and its operation with little installation space in the drive train.

Due to the cost pressure and the required, increased power behavior with the installation space in the drive train of a motor vehicle becoming ever smaller, developers are increasingly concerned with things which hitherto caused only negligible or easily eliminated problems. In many axial dual clutches, this problem range is present in the case of increased drag torques with the clutch assemblies open during dual clutch operation and in the case of force crosstalk when the first clutch assembly is actuated from one side and the second clutch assembly is actuated from the side opposite this side.

Disclosure of Invention

The object of the present invention is to provide an improved wet multi-clutch device, preferably a wet dual-clutch device, for a torque transmission device, preferably a dual-clutch transmission, for a vehicle drive train, and a correspondingly improved torque transmission device. In the multi-clutch device according to the invention, the force crosstalk from one clutch assembly to the other should be reduced. Furthermore, a reliably operable multiple clutch device should have a low axial installation space requirement with efficient power transmission. Furthermore, the multiple clutch device should have a compact and preferably simple to assemble construction and furthermore be inexpensive to produce, assemble and operate.

The object of the invention is achieved by means of a wet multiple clutch device, preferably a wet dual clutch device, for a torque transmission device, preferably a dual clutch transmission, for a vehicle drive train, preferably a motor vehicle drive train, according to the following.

In the following, a clutch device or clutch is to be understood in general as a mechanical element for mechanically disengageably connecting two preferably coaxial shafts, in particular a driven shaft and a drive shaft, or two preferably coaxial mechanical elements of a motor vehicle or a utility vehicle. The multiple clutch device according to the invention for a multiple clutch or multiple clutch transmission can be used here on all drive trains or all torque transmission devices of a vehicle, for example a motor vehicle or a utility vehicle, in particular a private car. The multiple clutch device according to the invention is in particular designed as a wet-running multiple clutch device, in particular as a wet-running dual clutch device.

The wet multiple clutch device according to the invention comprises two axially arranged clutch packs which are in each case connected on the output side to the transmission input shaft concerned in a rotationally fixed manner and/or in a rotationally fixed manner, wherein the actuating elements of the two clutch packs are mounted in the multiple clutch device on the transmission side of the multiple clutch device. The first clutch arrangement is arranged axially adjacent to the second clutch arrangement, the friction pack (first friction pack) of the first clutch arrangement being arranged inside the multiple clutch device, preferably completely outside the friction pack (second friction pack) of the second clutch arrangement in the axial direction. The first friction pack can be radially offset relative to the second friction pack.

The actuating elements of the two clutch arrangements can be axially and/or radially supported on the transmission input shaft, wherein preferably the actuating elements are in mechanical operative connection with the coupling, which is axially and/or radially supported on the transmission input shaft by means of bearings, in particular rolling bearings. One or both actuating elements can preferably be moved back into the respective initial position of the actuating element by means of an energy storage element, in particular a spring, for example a helical spring or a disk spring. In this case, the energy storage elements react to the forces of the relevant device of the coupling, for example a piston. The coupling of the coupling device can be designed as a hydraulically acting central coupling, for example as a concentric slave Cylinder coupling (CSC coupling).

In one embodiment of the invention, the multiple clutch device has a first clutch arrangement having a first clutch input and a first clutch output which can be brought into frictional engagement with the first clutch input by means of a first friction pack and can be connected to the first transmission input, and a second clutch arrangement having a second clutch input and a second clutch output which can be brought into frictional engagement with the second clutch input by means of a second friction pack and can be connected to the second transmission input. The first clutch input can be designed as a friction lining carrier, in particular as an outer friction lining carrier, and the first clutch output can be designed as a friction lining carrier, in particular as an inner friction lining carrier. Of course, this can be reversed kinematically and/or applied to the second clutch assembly.

The first clutch input can be connected to the second clutch input in a rotationally fixed manner, wherein the second clutch input is preferably supported axially and/or radially on the transmission input shaft by means of bearings, in particular rolling bearings. The connection without relative rotation can be made by a central web. The outer disk carrier of the first clutch assembly is preferably connected in a rotationally fixed manner to the outer disk carrier of the second clutch assembly. One or both outer friction plate carriers can be fixed to the hub element of the multiple clutch device. In particular, the first clutch input or its friction lining carrier forms the hub for a damper or damper arrangement on the clutch input side, for example a single-stage or multi-stage torsional vibration damper with helical compression springs (linear and/or arcuate).

The two bearings or rolling bearings, i.e. the bearing or rolling bearing of the coupling device and the bearing or rolling bearing of the second clutch input or of the intermediate counter plate (see below), can form a thrust bearing device, preferably an offset thrust bearing device, wherein the offset thrust bearing device preferably forms an O-ring arrangement. An X-type arrangement is also possible. As the rolling bearing, a ball bearing, a tapered ball bearing, a radial thrust ball bearing, or a deep groove ball bearing is preferably used. Of course, roller bearings or needle roller bearings may also be used. Here, a bearing capable of receiving an axial force is preferable.

The multiple clutch device preferably has a damper device in the wet space, wherein the damper device is preferably arranged in the multiple clutch device in such a way that the damper device acts simultaneously on both clutch assemblies during operation of the multiple clutch device. The damper device is designed as a damper, a damper device or a device for rotational speed-adaptive vibration damping, wherein the damper device is preferably designed as a centrifugal pendulum device, in particular as a trapezoidal centrifugal pendulum device, having at least two mass damping elements.

The damper arrangement can be arranged in the force flow between the first clutch input and the second clutch input. Furthermore, the damper arrangement can be arranged on the first clutch input, on the mechanical connection of the first clutch input to the second clutch input, or on the second clutch input, wherein the second clutch input is preferably designed as an intermediate counter plate. In addition, the damping device or a damping device can be provided at the first clutch output and/or at the second clutch output. The torque transmission device according to the invention has a multiple clutch device according to the invention.

Drawings

The invention is explained in more detail below with reference to the drawings (figures) which are purely diagrammatic and not drawn to scale according to embodiments. Elements or components having the same, synonymous single or similar construction and/or function are provided with the same reference numerals in the description. Possible, non-illustrated, not-illustrated in the figures and/or non-included alternatives with respect to the illustrated and/or shown embodiments of the invention or individual components or elements thereof, static and/or dynamic inversions and the like can be derived from the list of reference signs.

Detailed Description

The figure shows a two-dimensional axial half-section of a particular embodiment of a wet-running, axial multi-clutch device 1 (here a dual clutch device 1) according to the invention for a multi-clutch transmission 0 (here a dual clutch transmission 0) or a torque transmission device 0 of a drive train of a vehicle, in particular a motor vehicle, for example a private car, having a diesel motor or a gasoline motor. All the features set forth and the features of the reference symbol list can be used not only in one or more of the combinations given, but also in other combinations or other combinations of a plurality of combinations or individually.

The following description of the invention relates to the axial direction Ax, the rotational axis Ax, the radial direction Ra and the circumferential direction Um of the torque transmission device 0. These orientation specifications also relate, for example, to the crankshaft of the internal combustion engine of the vehicle, the drive train of the vehicle, the torque transmission device 0, the clutch 0, 1, the

clutch device

1, 10, 20, the transmission shaft 61, 62 and/or the transmission 6, etc.

The torque transmission device 0 shown in the figures comprises a wet-running dual clutch device 1 which is designed with two (friction)

clutches

10, 20, two

clutch devices

10, 20 or two

clutch assemblies

10, 20. The torque transmission device 0 can also be designed as a variator, a (clutch) transmission, a partial clutch, a dual or multiple clutch, or a combination thereof, etc. The dual clutch device 1 or both clutch assemblies 10, 20 thereof can be mounted on the free longitudinal end sections of the transmission shaft assemblies 61, 62. In this case, the transmission shaft 61, in particular the inner solid shaft 61, can be mounted in a hub 50 or a flange 50 connected to the crankshaft. A transmission shaft 62, in particular an outer hollow shaft 62, is mounted on the inner transmission shaft 61.

The dual clutch device 1 comprises a first clutch assembly 10. The first clutch assembly includes a first clutch input 110, preferably in the form of a friction plate carrier 110, such as an outer friction plate carrier 110, which can be brought into or out of frictional engagement with a first clutch output 120 by a first friction pack. The first clutch output 120 is preferably designed as a friction disk carrier 120, in particular as an inner friction disk carrier 120, and is preferably connected to the first transmission input shaft 61 by means of a hub 122 and spline shaft teeth, wherein the first clutch output 120 is preferably welded to its hub 122. Of course, other securing methods, such as riveting, may be used.

The first clutch input 110 is connected on the side of the clutch housing, i.e. remote from the transmission 6, to the output of the damper 5 or damper device 5 in a rotationally fixed manner. The vibration damper 5 is preferably designed as a single-stage or multistage, in particular two-stage torsional vibration damper 5. The input part of the damper 5 is connected to the hub 50 or to the flange 50 in a rotationally fixed manner. The vibration damper 5 can be part of the wet space 2 of the multiple clutch device 1. Of course, it is also possible to provide the damper 5 outside the wet space 2, wherein then preferably either the first clutch input 110 or the output of the damper 5 is sealed.

Furthermore, the dual clutch device 1 comprises a second clutch assembly 20. The second clutch assembly comprises a second clutch input 20, preferably in the form of a friction plate carrier 210, for example an outer friction plate carrier 210, which can be brought into or out of frictional engagement with a second clutch output 220 by means of a second friction pack. The second clutch output 220 is preferably designed as a friction disk carrier 220, in particular as an inner friction disk carrier 220, and is preferably connected to the second transmission input shaft 62 by means of a hub 222 and spline shaft toothing, wherein the second clutch output 220 is preferably welded to its hub 222. Of course, other securing methods, such as riveting, may be used.

The first clutch arrangement 10 is arranged adjacent to the second clutch arrangement 20 in the axial direction Ax, i.e. in the axial direction, in particular at a distance from the second clutch arrangement 20 in the axial direction. Preferably, the first clutch assembly 10 and the second clutch assembly 20 are arranged in a radial direction Ra, i.e. overlapping in the radial direction (see the drawing). The first clutch input 110 and the second clutch input 210 are preferably connected in a rotationally fixed manner, which can be done, for example, by means of a central web 190 between the first clutch input 110 and the second clutch input 210. To this end, spacer rivets can be used. Furthermore, the first clutch input 110 and the second clutch input 210 can be designed such that they can be riveted, welded or otherwise fixed to one another.

The first clutch arrangement 10 can be actuated by means of the first actuating element 100 or the first actuating device 100, which first actuating element 100 preferably passes axially through the second actuating element 200 or the second actuating device 200, wherein the second clutch pack of the second clutch arrangement 20 is overlapped externally in the radial direction Ra by the first actuating element 100. The first actuating element 100 is preferably designed as a pressure tank. The second actuating element 200 serves to actuate the second clutch arrangement 20 and can directly actuate the second clutch pack via a section which can be designed as a pressure plate. Additionally or alternatively, the second actuating element 200 can be designed as a pressure tank.

According to the invention, the first actuating element 100 and the second actuating element 200 are arranged on one side of the transmission 6 in the multiple clutch device 1. In this case, the two actuating

elements

100, 200 are arranged next to one another, with the exception of a return element, for example a helical spring or a disk spring. Both the first actuating element 100 and the second actuating element 200 are supported indirectly or directly in the radial and axial direction on the second transmission input shaft 62. In this case, the first operating element 100 and the second operating element 200 can be mounted on a transmission-side coupling 400 or a central coupling 400.

The coupling 400 is received on the second transmission input shaft 62 by means of the bearing 48 or the rolling bearing 48 in a rotatable manner relative thereto. Axially in the direction of the transmission 6, the coupling 400 is preferably supported on a projection of the second transmission input shaft 62 by means of a bearing 48. Both the first actuating element 100 and the second actuating element 200 are arranged on the stationary (clutch housing) coupling 400 so as to be rotatable about the axis of rotation Ax relative to said coupling. The coupling 400 is part of the coupling device 40 or of the central coupling device 40, which is in particular designed to be hydraulically active. Preferably, the adapter 400 is configured as a Concentric Slave Cylinder (CSC) adapter 400, for example having an annular piston or a kidney piston.

The second clutch input 210 is preferably designed as an intermediate counter-pressure plate 210, which is received on the second transmission input shaft 62 by means of a bearing 49 or rolling bearing 49 so as to be rotatable about the latter. Axially in the direction of the free end of the transmission input shaft 62, the second clutch input 210 is preferably supported by the bearing 49 on a projection of the second transmission input shaft 62, which projection is formed, for example, by a securing ring. The

bearings

48, 49 or the rolling

bearings

48, 49 are preferably designed as ball bearings, angular ball bearings, radial thrust ball bearings, deep groove ball bearings. Of course, other bearings or rolling bearings, such as roller bearings or needle bearings, may be used.

According to the invention, the two

clutch assemblies

10, 20 can be actuated from the transmission 6 side via the coupling bearings of the coupling 400. The axial forces required for this purpose can be supported by two

thrust bearings

48, 49 on a second transmission input shaft 62 designed as a hollow shaft 62. The oil cooling of both

clutch packs

10, 20 can take place through channels in the hollow shaft 62. The two

thrust bearings

48, 49 preferably form a resting thrust bearing 48/49, which is preferably designed as an O-ring arrangement. It is also possible to use a thrust bearing 48/49 having an X-shaped arrangement, in which the relevant projection of the second transmission input shaft 62 is moved onto the other axial side of the

relevant bearing

48, 49, respectively.

According to the invention, the vibration damper 30, the vibration damper arrangement 30 or the device 30 for rotational speed-adapted vibration damping can be arranged for improved vibration isolation. The damper 30 is preferably designed as a centrifugal pendulum device 30, in particular as a trapezoidal centrifugal pendulum device 30. The preferred position is a position in which the mass is movable in the radial direction and in the circumferential direction Um at the intermediate counter-pressure plate 210, i.e. at the second clutch input 210. It is also possible to arrange the damper 30 at the mechanical connection between the first clutch input 110 and the second clutch input 210 or at the first clutch input 110. The position of the damper 30 is shown in the figure only by a dashed box.

In order to improve the comfort behavior, the clutch plates of the dual clutch device 1 can have a lining spring device, similar to a dry clutch device or a clutch. However, this construction can also be configured with lining disks and friction disk carriers (see above) which are conventional for wet clutches. In order to improve the decoupling behavior of the dual clutch device 1, the first clutch input 110 and the pressure plate of the second actuating element 200 can be hinged to the intermediate counter plate 210 by means of leaf springs. This is possible in the case of a wet double clutch device or multiple clutch device 1, each having only two lining disks, but, as is usual in the case of wet-running clutches, this design can also be configured with steel friction disks which are engaged and

friction disk carriers

110, 120; 210, 220 and one return disc spring each.

According to the invention, the

clutch assemblies

10, 20 are operated in the same direction and are disengaged in the same direction. The closing of all

clutch assemblies

10, 20 takes place in the direction of the crankshaft of the internal combustion engine and the disengagement takes place in the direction of the transmission 6. The

clutch arrangement

10, 20 is arranged on one side of the double clutch device or multiple clutch device 1, i.e. on the crankshaft side, and the

actuating element

100, 200 is arranged on the side opposite this, i.e. on the transmission side. The damper 30 can be arranged centrally in the double clutch device or the multiple clutch device 1.

The invention is particularly suitable for integrating a centrifugal force pendulum device 30, in particular a trapezoidal centrifugal force pendulum device 30, in the wet space 2 of a dual clutch device or multiple clutch device 1, wherein the actuation of the two

clutch arrangements

10, 20 takes place compactly from the transmission 6 side. That is, only a small amount of installation space is required in the double clutch device or multiple clutch device 1 for the actuation of the two

clutch assemblies

10, 20.

List of reference markers:

0 Torque transmission device, Clutch, Transmission (optionally with dampers 5, 30), in particular Wet-operable Multi-Clutch/Dual-Clutch Transmission for a vehicle drive train, in particular a Motor vehicle drive train

Wet multiple clutch device, in particular wet dual clutch device, clutch, torque transmission device, rotary device and assembly comprising same

2 Wet Chamber of Multi-Clutch device 1

5 damper, damper device, in particular torsional vibration damper (device), single-stage or multistage, in particular two-stage

6 speed variator

10 (first) clutch assembly/device, first partial clutch, coupling element, clutch, force-fitting clutch (wet-running), friction clutch, multiplate clutch

20 (second) clutch assembly/device, second partial clutch, coupling element, clutch, force-fitting clutch (wet-running), friction clutch, multiplate clutch

30 damper, damper arrangement, device for rotational speed adaptive damping, damper arrangement, mass damper element, centrifugal force pendulum device, in particular trapezoidal centrifugal force pendulum device

40 engagement device, central engagement device, in particular acting hydraulically (part of a coupling system)

48 (thrust) bearing, rolling bearing for the engaging device 40, preferably ball bearing, angular ball bearing, radial thrust ball bearing, deep groove ball bearing

49 (thrust) bearing, rolling bearing for the second clutch input 210, preferably ball bearing, angular ball bearing, radial thrust ball bearing, deep groove ball bearing

50 hub, flange, fixed on crankshaft without relative rotation when necessary

61A first transmission input shaft, preferably a solid shaft, is disposed internally

62A second transmission input shaft, preferably a hollow shaft, is externally disposed

100 first operating element, first operating device

110A first clutch input, preferably a friction lining carrier, in particular an outer friction lining carrier, optionally having a pressure plate

120 first clutch output, friction lining carrier, in particular inner friction lining carrier

122 hub

190

clutch arrangement

10, 20 or center strip between first clutch input 110 and second clutch input 210

200 second actuating element, second actuating device, pressure tank, optionally with a pressure plate

210 second clutch input, intermediate counter-pressure plate, preferably a friction lining carrier, in particular an outer friction lining carrier

220 second clutch output, friction lining carrier, in particular inner friction lining carrier

222 hub

400 coupling, central coupling, Concentric Slave Cylinder (CSC), e.g. with a ring piston or kidney-shaped piston

Ax axial direction, axis of rotation, crankshaft, drive train, torque transmission device 0, clutch 0, 1,

clutch device

1, 10, 20, transmission shaft 61, 62, transmission 6

Ra radial direction, crankshaft, drive train, torque transmission device 0, clutch 0, 1,

clutch device

1, 10, 20, transmission shaft 61, 62, transmission 6

Um circumferential direction, crankshaft, drive train, torque transmission device 0, clutch 0, 1,

clutch device

1, 10, 20, transmission shaft 61, 62, transmission 6

Claims

1. Wet multi-clutch device (1) for a torque transmission device for a drive train of a vehicle, having two clutch arrangements (10, 20) arranged axially and connected on the output side in a rotationally fixed manner to a first transmission input shaft (61) and a second transmission input shaft (62) respectively,

it is characterized in that the preparation method is characterized in that,

the actuating elements (100, 200) of the two clutch assemblies (10, 20) are arranged in the wet multiple clutch device (1) on the transmission (6) side of the wet multiple clutch device (1), a damper device (30) is arranged in the wet chamber (2) of the wet multiple clutch device (1), the damper device (30) being a centrifugal force pendulum device, in the operation of the wet multiple clutch device (1), two clutch assemblies (10, 20) are acted upon, a first clutch input (110) and a second clutch input (210) are connected in a rotationally fixed manner, the second clutch input (210) is supported on the second transmission input shaft by means of a first bearing (49), the damper arrangement (30) is arranged in the force flow between the first clutch input (110) and the second clutch input (210).

2. Wet multiple clutch device according to claim 1, characterized in that the actuating elements (100, 200) of the two clutch assemblies (10, 20) are axially and/or radially supported on the second transmission input shaft (62).

3. Wet multi-clutch device according to claim 1, characterized in that the operating element (100, 200) is in mechanical operative connection with an adapter (400) which is axially and/or radially supported on the second transmission input shaft (62) by means of a second bearing (48).

4. Wet multiple clutch device according to one of claims 1 to 3, characterized in that the multiple clutch device (1) comprises a first clutch assembly (10) having a first clutch input (110) and a first clutch output (120) which can be brought into frictional engagement with the first clutch input by means of a first friction set and can be connected to the first transmission input shaft (61), and a second clutch assembly (20) having a second clutch input (210) and a second clutch output (220) which can be brought into frictional engagement with the second clutch input by means of a second friction set and can be connected to the second transmission input shaft (62).

5. Wet multiple clutch device according to one of the claims 1 to 3, characterized in that the second clutch input (210) is axially and/or radially supported on the second transmission input shaft (62) by means of the first bearing (49).

6. Wet multiple clutch device according to the preceding claim 3, characterized in that the second bearing (48) and the first bearing (49) constitute a thrust bearing means.

7. Wet multi-clutch device according to the preceding claim 6, characterized in that the thrust bearing means are resting thrust bearing means, wherein the resting thrust bearing means realize an O-shaped arrangement.

8. A wet multiple clutch device according to any one of the preceding claims 1 to 3, characterized in that the damper device (30) is provided on the first clutch input (110), on the mechanical connection of the first clutch input (110) to the second clutch input (210) or on the second clutch input (210).

9. Wet multiple clutch device according to the preceding claim 8, characterized in that the second clutch input (210) is configured as an intermediate counter plate (210).

10. Wet multi-clutch device according to the preceding claim 4, characterized in that the first clutch input (110), the first clutch output (120) and/or the second clutch input (210), the second clutch output (220) are configured as friction plate carriers (220).

11. Wet multi-clutch device according to any of the preceding claims 1 to 3,

the coupling device (40) is designed as a hydraulically acting central coupling device.

12. Wet multi-clutch device according to the preceding claim 3,

the coupling (400) is configured as a concentric slave cylinder coupling.

13. Wet multi-clutch device according to the preceding claim 3,

the first bearing and the second bearing are constructed as ball bearings.

14. Wet multi-clutch device according to the preceding claim 3, characterized in that the first and second bearings are configured as angular ball bearings, radial thrust ball bearings or deep groove ball bearings.

15. Wet multi-clutch device according to any of the preceding claims 1 to 3,

the first clutch input (110) and the second clutch input (210) are connected in a rotationally fixed manner by means of a central web (190).

16. Wet multiple clutch device according to the preceding claim 1, characterized in that the damper device (30) is a trapezoidal centrifugal force pendulum device.

17. Torque transmitting device for a vehicle drive train, characterized in that,

the torque transmission device has a wet multiple clutch device (1) according to one of claims 1 to 14.