DE102019104074A1 - Triple coupling for axially parallel hybrid module with transmission-side activation of three couplings via rotary infeed - Google Patents

Abstract

The invention relates to a clutch arrangement (10) for a drive train of a motor vehicle, the clutch arrangement (10) having: a housing (12) which delimits a wet area, a carrier body which is mounted relative to the housing (12) so as to be rotatable about an axis of rotation (D) (14), an input shaft (16) mounted relatively rotatably about the axis of rotation (D) relative to the housing (2), a first clutch (18), a second clutch (24), and a third clutch (30). Furthermore, the clutch arrangement (10) comprises a first pressure oil inlet (39a), a second pressure oil inlet (41a), a third pressure oil inlet (43a) and a cooling oil inlet (50) integrated in its rotor (36) in order to connect the three clutches (18, 24, 30) to be supplied with pressure and cooling oil. This configuration of the coupling arrangement (10) allows a compact design.

Description

The invention relates to a clutch arrangement for a drive train of a motor vehicle, such as a car, truck, bus or other utility vehicle, with three clutches.

The clutch arrangement is particularly suitable for a hybrid drive unit. A hybrid drive unit is arranged between an internal combustion engine, an electric motor and a transmission. The hybrid drive unit comprises a hybrid module with a clutch arrangement to which the electric motor and the internal combustion engine are connected. The clutch arrangement comprises a triple clutch, consisting of a double clutch with two clutches and a separating clutch for coupling a drive element, for example the internal combustion engine.

Due to their large number of components, such clutch arrangements usually comprise a corresponding installation space.

The object of the present invention is to create a clutch arrangement that is as compact as possible.

The object is achieved according to the invention by a clutch arrangement with the features of claim 1. Preferred embodiments of the invention are specified in the subclaims and the following description, which can each represent an aspect of the invention individually or in combination.

• ein Gehäuse, das einen Nassraum begrenzt,
• einen zu dem Gehäuse relativ drehbar um eine Drehachse gelagerten Trägerkörper, vorzugsweise eine zu dem Gehäuse relativ drehbar um die Drehachse gelagerte Eingangswelle,
• eine erste Kupplung, die über den Trägerkörper ein drehfest mit der Eingangswelle verbundenes erstes Erstkupplungsbestandteil und ein mit dem ersten Erstkupplungsbestandteil drehverbindbares zweites Erstkupplungsbestandteil aufweist,
• eine zweite Kupplung, die zwei miteinander drehverbindbare Zweitkupplungsbestandteile aufweist und mit einem ersten Zweitkupplungsbestandteil drehfest an beziehungsweise zu dem zweiten Erstkupplungsbestandteil der ersten Kupplung angeordnet ist, und die mit einem zweiten Zweitkupplungsbestandteil mit einer ersten Abtriebswelle verbindbar ist, und
• eine dritte Kupplung, die zwei miteinander drehverbindbare Drittkupplungsbestandteile aufweist und mit einem ersten Drittkupplungsbestandteil drehfest an beziehungsweise zu dem zweiten Erstkupplungsbestandteil der ersten Kupplung angeordnet ist, und die mit einem zweiten Drittkupplungsbestandteil mit einer zweiten Abtriebswelle
• verbindbar ist,
• weiterhin aufweisend einen Rotor, der drehfest mit dem zweiten Erstkupplungsbestandteil, dem ersten Zweitkupplungsbestandteil und dem ersten Drittkupplungsbestandteil verbunden ist,
• einen ersten Druckraum und einen Erstkanal zur Beaufschlagung der ersten Kupplung mit Drucköl, wobei der Erstkanal über einen ersten Drucköleingang versorgt wird, einen zweiten Druckraum und einen Zweitkanal zur Beaufschlagung der zweiten Kupplung mit Drucköl, wobei der Zweitkanal über einen zweiten Drucköleingang versorgt wird,
• einen dritten Druckraum und einen Drittkanal zur Beaufschlagung der dritten Kupplung mit Drucköl, wobei der Drittkanal über einen dritten Drucköleingang versorgt wird, einen ersten Ausgleichsraum,
• einen zweiten Ausgleichsraum,
• einem dritten Ausgleichsraum,
• wobei die drei Ausgleichsräume über einen gemeinsamen Kühlöleingang versorgt werden,
• wobei der erste Drucköleingang, der zweite Drucköleingang, der dritte Drucköleingang und der Kühlöleingang in einer am Rotor ausgebildeten Drehdurchführung ausgebildet sind.

The invention thus relates to a clutch arrangement for a drive train of a motor vehicle, the clutch arrangement having:

• a housing that delimits a wet area,
• a support body which is mounted so that it can rotate relative to the housing about an axis of rotation, preferably an input shaft which is mounted so as to be rotatable about the axis of rotation relative to the housing,
• a first clutch which has a first primary clutch component connected non-rotatably to the input shaft via the carrier body and a second primary clutch component which is rotatably connected to the first primary clutch component,
• a second clutch which has two second clutch components which can be rotatably connected to one another and which is arranged with a first second clutch component in a rotationally fixed manner on or to the second first clutch component of the first clutch, and which can be connected with a second second clutch component to a first output shaft, and
• a third clutch, which has two third clutch components that can be rotatably connected to one another and is arranged with a first third clutch component in a rotationally fixed manner on or to the second first clutch component of the first clutch, and which has a second third clutch component with a second output shaft
• is connectable,
• further comprising a rotor which is non-rotatably connected to the second first clutch component, the first second clutch component and the first third clutch component,
• a first pressure chamber and a first channel for applying pressure oil to the first clutch, the first channel being supplied via a first pressure oil inlet, a second pressure chamber and a second channel for applying pressure oil to the second clutch, the second channel being supplied via a second pressure oil inlet,
• a third pressure chamber and a third channel for applying pressure oil to the third clutch, the third channel being supplied via a third pressure oil inlet, a first compensation chamber,
• a second compensation room,
• a third compensation room,
• whereby the three compensation chambers are supplied via a common cooling oil inlet,
• wherein the first pressure oil inlet, the second pressure oil inlet, the third pressure oil inlet and the cooling oil inlet are formed in a rotary union formed on the rotor.

The three compensation chambers are used to compensate for forces that arise under speed in the respective pressure chamber. Pressureless cooling oil is used for this.

A clutch designed in this way is also called a triple clutch, it being possible for this in particular to be a separating clutch, for example the first clutch, and a double clutch, having the second and third clutch.

The input shaft is in particular a crankshaft of the internal combustion engine.

The phrase wet room means that it is a wet-running, i.e. oil-lubricated, clutch.

The formulations “to or to” and “to or with” indicate that the respective formulations are to be understood as synonymous are. It is true that the components can optionally be made in one piece, but this is not a direct part of the chosen formulation.

A rotary leadthrough enables fluids, such as pressure and cooling oils, to seal the transition between a stationary body and a rotating body, in this case the rotor, or between bodies rotating against one another.

It is thus provided that the clutch arrangement is built on the rotor. In addition to holding the clutch components, this is preferably also used to mount the clutch assembly on an outer transmission input shaft and to supply pressure and cooling oil. The design of the double clutch can correspond to the state of the art. The second and third clutches are preferably arranged radially, with the pressure and compensation chambers for the second and third clutches being located next to one another below the two clutches. The separating clutch, that is to say the first clutch, can also be arranged radially above the double clutch. Above and below refer to the radial position with the axis of rotation as the axis of origin. The pressure and compensation space for the separating clutch is preferably also located axially next to that of the double clutch, but on a significantly larger diameter or radius. The supply of pressure and cooling oil is integrated into the rotor as a rotary feedthrough in the area of the gearbox wall. The inventive solution therefore consists in particular in that all three clutches are supplied by this rotary feedthrough.

The inventive connection of the three clutches to the oil network increases the complexity of the rotor, but it has been found that the number of parts and the space requirement are reduced. In addition, the coupling arrangement can be better connected to the oil supply because of the shorter distances to the valve block.

The clutch arrangement according to the invention is particularly suitable for the hybridization of an automatic transmission with an electric motor arranged axially parallel.

According to a preferred embodiment of the invention it is provided that the rotary leadthrough is arranged along the axis of rotation on the end piece of the rotor provided for the gear to be connected. The end piece here is to be understood as the part of the rotor which is at least partially covered by the housing and which extends beyond the housing along the axis of rotation.

According to a preferred embodiment of the invention it is provided that the first pressure oil inlet is arranged at the same radial distance to the axis of rotation as an oil pump wheel to be mounted.

According to a preferred embodiment of the invention it is provided that the clutch arrangement has an adapter for supplying the first pressure oil inlet.

According to an alternative embodiment of the invention, it is provided that the clutch arrangement has a receiving facility for an adapter of a transmission to be connected for supplying the first pressure oil inlet.

The arrangement of the first pressure oil inlet axially next to the pump wheel using the adapter has the advantage that the interfaces from the existing dual clutch transmission can be retained. The larger diameter is based on the assembly of the drive wheel of the oil pump, which should take place before the assembly of the clutch arrangement in the hybrid module. At the same time, a very compact design can be achieved.

According to a preferred embodiment of the invention it is provided that the first pressure oil inlet, the second pressure oil inlet, the third pressure oil inlet and the cooling oil inlet are arranged in the rotor pointing radially to the axis of rotation. In particular, it can be provided that the first pressure oil inlet, the second pressure oil inlet, the third pressure oil inlet and the cooling oil inlet are arranged on the rotor at the same radial distance from the axis of rotation.

The aforementioned designs enable particularly compact coupling arrangements.

According to a preferred embodiment of the invention, it is provided that the cooling oil inlet is arranged on an end face of the adapter or of the rotor which faces a gear to be mounted. This further increases the compactness and also reduces the manufacturing costs. Both the adapter and the rotor allow a compact design with a cooling oil inlet arranged on the face.

According to a preferred embodiment of the invention it is provided that the clutch arrangement has at least one damper unit which is arranged within the housing delimiting the wet area and interacts with the carrier body, the at least one damper unit being connected in particular to the carrier body for vibration damping.

By integrating the damper unit in the wet area, it is possible, in particular, to save axial installation space along the axis of rotation.

In particular, a damper unit that is normally used in torque converters is suitable. This has the advantage that the wet room separation between the damper unit and clutches and an additional sheet metal level for the clutch drive are not required. The triple clutch is arranged next to the damper.

The damper unit can particularly preferably be a dual-mass flywheel. Technically, this means that the primary mass and the secondary mass, which is coupled to the primary mass in a limitedly rotatable manner via the energy storage element, in particular designed as an arc spring, can form a mass-spring system which, in a certain frequency range, produces rotational irregularities in the speed and torque of a motor vehicle engine Can dampen drive power. The mass moment of inertia of the primary mass and / or the secondary mass and the spring characteristic of the energy storage element can be selected such that vibrations in the frequency range of the dominant engine orders of the motor vehicle engine can be dampened. The mass moment of inertia of the primary mass and / or the secondary mass can in particular be influenced by an attached additional mass. The primary mass can have a disk to which a cover can be connected, as a result of which a substantially ring-shaped receiving space for the energy storage element can be delimited. The primary mass can, for example, tangentially strike the energy storage element via impressions protruding into the receiving space. An output flange of the secondary mass can protrude into the receiving space, which flange can tangentially strike the opposite end of the energy storage element. If the torsional vibration damper is part of a dual mass flywheel, the primary mass can have a flywheel that can be coupled to a drive shaft of a motor vehicle engine. If the torsional vibration damper as a pulley decoupler is part of a pulley arrangement for driving ancillary units of a motor vehicle with the aid of a traction device, the primary mass can form a pulley on whose radially outer surface the traction device, in particular a V-belt, can act to transmit torque. If the torsional vibration damper is used as a disc damper, in particular a clutch disc of a friction clutch, the primary mass can be coupled to a disc area bearing friction linings, while the secondary mass can be coupled to a transmission input shaft of a motor vehicle transmission.

The use of a centrifugal pendulum with at least one pendulum mass is preferably also provided. Under the influence of centrifugal force, the at least one pendulum mass of the centrifugal pendulum strives to assume a position as far away as possible from the center of rotation. The “zero position” is the position furthest radially from the center of rotation, which the pendulum mass can assume in the radially outer position. With a constant drive speed and constant drive torque, the pendulum mass will assume this radially outer position. In the event of speed fluctuations, the pendulum mass deflects due to its inertia along its pendulum path. The pendulum mass can thereby be shifted towards the center of rotation. The centrifugal force acting on the pendulum mass is divided into a tangential component and a further component normal to the pendulum path. The tangential force component provides the restoring force that wants to bring the pendulum mass back into its "zero position", while the normal force component acts on a force introduction element that initiates the speed fluctuations, in particular a flywheel connected to the drive shaft of the motor vehicle engine, and generates a counter-torque there that counteracts the speed fluctuation counteracts and dampens the speed fluctuations initiated. In the case of particularly strong fluctuations in speed, the pendulum mass can therefore have swung out to the maximum and assume the position that is furthest in the radial direction. The tracks provided in the carrier flange and / or in the pendulum mass have suitable curvatures for this purpose, in which a coupling element designed in particular as a roller can be guided. At least two rollers are preferably provided, each of which is guided on a track of the carrier flange and a pendulum track of the pendulum mass. In particular, more than one pendulum mass is provided. A plurality of pendulum masses are preferably guided on the carrier flange in a uniformly distributed manner in the circumferential direction. The inertial mass of the pendulum mass and / or the relative movement of the pendulum mass to the carrier flange is designed in particular to dampen a certain frequency range of rotational irregularities, in particular an engine order of the motor vehicle engine. In particular, more than one pendulum mass and / or more than one carrier flange is provided. For example, two pendulum masses connected to one another via bolts or rivets designed in particular as spacer bolts are provided, between which the carrier flange is positioned in the axial direction of the torsional vibration damper. Alternatively, two flange parts of the carrier flange, in particular connected to one another in a substantially Y-shape, can be provided, between which the pendulum mass is positioned.

The two output shafts can in particular be designed as a coaxial solid gear shaft and hollow gear shaft.

According to a preferred embodiment of the invention, it is provided that the clutch arrangement has a gearwheel which is arranged radially on the outside of the rotor, the gearwheel being designed to transmit torque between an electric motor and the clutch arrangement. Thus, for the connection of an electric motor, a gear can be used which is arranged on the transmission side of the clutch arrangement. An intermediate gear between the gear of the clutch arrangement and the gear of the electric motor can also be used for torque transmission. Alternatively, a chain can also be used for torque transmission via the gearwheel of the clutch arrangement.

To actuate the clutch arrangement designed as a friction clutch, in particular to close the friction clutch, a hydraulic fluid, in particular oil, can be pumped into a pressure chamber, whereby the pressure in the pressure chamber increases. The increasing pressure in the pressure chamber can overcome the spring force of the spring element acting on the pressure pot outside the pressure chamber and axially displace the pressure pot. As a result, the pressure pot can press against a pressure plate and frictionally press a friction lining between the pressure plate, which is axially displaced by the pressure pot, and a counter-plate that is fixed in the axial direction, in order to close the friction clutch and produce a torque flow via the friction clutch. The friction clutch can in particular be designed as a multi-disk clutch, in which outer disks which are non-rotatably connected to an outer disk carrier but are axially displaceable, in particular designed as friction linings or steel plates, and inner disks which are rotationally fixed to an inner disk carrier but axially displaceable, in particular designed as steel plates or friction linings, are provided alternately one behind the other , which can be frictionally pressed between the counter plate and the pressure plate in order to bring about a torque flow between the outer disk carrier and the inner disk carrier. In traction mode, the torque generated in an internal combustion engine and / or an electrical machine can be introduced via the outer disc carrier and passed out via the inner disc carrier, in particular to a transmission input shaft of a motor vehicle transmission, or vice versa. When the pressure in the pressure chamber is reduced, the spring force of the spring element can move the pressure pot back into its, in particular the open position of the friction clutch corresponding, axial starting position, whereby the hydraulic fluid previously pumped into the pressure chamber can be displaced to an outlet.

• 1: eine Schnittansicht einer ersten Ausführungsform einer bevorzugten Kupplungsanordnung,
• 2: eine Schnittansicht einer zweiten Ausführungsform einer bevorzugten Kupplungsanordnung und
• 3: eine Schnittansicht einer dritten Ausführungsform einer bevorzugten Kupplungsanordnung.

In the following, the invention is explained by way of example with reference to the attached drawings using preferred exemplary embodiments, wherein the features shown below can represent an aspect of the invention both individually and in combination. Show it:

• 1 : a sectional view of a first embodiment of a preferred coupling arrangement,
• 2 : a sectional view of a second embodiment of a preferred coupling arrangement and
• 3 : a sectional view of a third embodiment of a preferred coupling arrangement.

• ein Gehäuse 12, das einen Nassraum begrenzt,
• einen zu dem Gehäuse 12 relativ drehbar um eine Drehachse D gelagerten Trägerkörper 14,
• vorzugsweise eine zu dem Gehäuse 2 relativ drehbar um die Drehachse D gelagerte Eingangswelle 16,
• eine erste Kupplung 18, die über den Trägerkörper 14 einen drehfest mit der Eingangswelle 16 verbundenes erstes Erstkupplungsbestandteil 20 und einen mit dem ersten Erstkupplungsbestandteil 20 drehverbindbaren zweiten Erstkupplungsbestandteil 22 aufweist,
• eine zweite Kupplung 24, die zwei miteinander drehverbindbare Zweitkupplungsbestandteile 26, 28 aufweist und mit einem ersten Zweitkupplungsbestandteil 26 drehfest an beziehungsweise zu dem zweiten Erstkupplungsbestandteil 22 der ersten Kupplung 18 angeordnet ist, und die mit einem zweiten Zweitkupplungsbestandteil 28 mit einer ersten Abtriebswelle verbindbar ist, und
• eine dritte Kupplung 30, die zwei miteinander drehverbindbare Drittkupplungsbestandteile 32, 34 aufweist und mit einem ersten Drittkupplungsbestandteil 32 drehfest an beziehungsweise zu dem zweiten Erstkupplungsbestandteil 22 der ersten Kupplung 18 angeordnet ist, und die mit einem zweiten Drittkupplungsbestandteil 34 mit einer zweiten Abtriebswelle verbindbar ist.

1 shows a first embodiment of a coupling arrangement 10 for a drive train of a motor vehicle. The clutch arrangement 10 on:

• a housing 12 that delimits a wet room,
• one to the case 12 relatively rotatably mounted about an axis of rotation D carrier body 14th ,
• preferably one to the housing 2 Input shaft mounted relatively rotatably about axis of rotation D. 16 ,
• a first clutch 18th that are over the support body 14th one rotatably with the input shaft 16 connected first first coupling component 20th and one with the first first clutch component 20th rotatable second first coupling component 22nd having,
• a second clutch 24 , the two second coupling components that can be rotated with one another 26th , 28 having and with a first second clutch component 26th rotatably on or to the second first coupling component 22nd the first clutch 18th is arranged, and with a second second clutch component 28 can be connected to a first output shaft, and
• a third clutch 30th , the two rotatable third coupling components 32 , 34 having and with a first third clutch component 32 rotatably on or to the second first coupling component 22nd the first clutch 18th is arranged, and with a second third clutch component 34 can be connected to a second output shaft.

Furthermore having a rotor 36 , which rotatably on or with the second first coupling component 22nd , the first second clutch component 26th and the first third clutch component 32 connected is.

Furthermore having a first pressure chamber 38 and a primary channel 39 to act on the first clutch 18th with pressure oil, the first channel 39 via a first pressure oil inlet 39a is supplied,
a second pressure chamber 40 and a second channel 41 to act on the second clutch 24 with pressure oil, the second channel 41 via a second pressure oil inlet 41a is supplied,
a third pressure chamber 42 and a third channel 43 to act on the third clutch 30th with pressure oil, the third channel 43 via a third pressure oil inlet 43a is supplied,
a first compensation room 44 the first clutch 18th ,
a second compensation room 46 the second clutch 24 ,
a third compensation room 48 the third clutch 30th ,
being the three compensation rooms 44 , 46 , 48 via a common cooling oil inlet 50 to be supplied
wherein the first pressure oil inlet 39a , the second pressure oil inlet 41a , the third pressure oil inlet 43a and the cooling oil inlet 50 in one on the rotor 36 trained rotating union 52 are trained.

A coupling designed in this way is also called a triple coupling.

The phrase wet room means that it is a wet-running, i.e. oil-lubricated, clutch arrangement 10 acts.

The clutch assembly 10 is especially designed such that the rotary leadthrough 52 along the axis of rotation D on the end piece of the rotor provided for the gear to be connected 36 is arranged.

In particular the first embodiment according to 1 is suitable for the first pressure oil inlet 39a is arranged at the same radial distance from the axis of rotation D as an oil pump gear to be mounted.

According to the first embodiment, as in FIG 1 provided that the clutch assembly 10 a receptacle for an adapter 54 a gearbox to be connected to supply the first pressure oil input 39a as part of a hybrid module. Alternatively, it can be provided according to a further embodiment that the clutch arrangement 10 an adapter 54 to supply the first pressure oil inlet 39a having.

According to a second embodiment 2 it is provided that the first pressure oil inlet ( 39a ), the second pressure oil inlet ( 41a ), the third pressure oil inlet ( 43a ) and the cooling oil inlet ( 50 ) in the rotor ( 36 ) are arranged pointing radially to the axis of rotation (D). It is particularly preferred that the first pressure oil inlet 39a , the second pressure oil inlet 41a , the third pressure oil inlet 43a and the cooling oil inlet 50 at the same radial distance to the axis of rotation D on the rotor 36 are arranged.

According to a third embodiment 3 it is provided that the cooling oil inlet 50 on a face facing a gear to be mounted 56 of the adapter 54 or the rotor 36 is arranged.

According to the 1 to 3 it is provided that the clutch assembly 10 at least one damper unit 58 has, within the housing delimiting the wet area 12 is arranged and with the carrier body 14th interacts, the damper unit 58 for damping vibrations with the support body 14th connected is. By integrating the damper unit 58 into the housing designed as a wet room 12 In particular, axial installation space along the axis of rotation D can be saved.

Furthermore, according to the 1 to 3 provided that the clutch assembly 10 a gear 60 has, the radially outside of the rotor 36 is arranged, the gear 60 is designed for torque transmission between an electric motor and the clutch arrangement 10 .

Overall, it is possible that instead of a single gear 60 at least one additional intermediate gear can be used. This can reduce the circumferential speeds of the gears 60 be reduced.

Alternatively, a chain can be used instead of the gear 60 for the torque transmission between the electric motor and the clutch assembly 10 be used.

List of reference symbols

10

Clutch assembly

12

casing

14th

Carrier body

16

Input shaft

18th

First clutch

20th

First first coupling component

22nd

Second first coupling component

24

Second clutch

26th

First second clutch component

28

Second second clutch component

30th

Third clutch

32

First third clutch component

34

Second third coupling component

36

rotor

38

First printing room

39

First channel

39a

First pressure oil input

40

Second printing room

41

Second channel

41a

Second pressure oil inlet

42

Third printing room

43

Third channel

43a

Third pressure oil inlet

44

First compensation room

46

Second compensation room

48

Third compensation room

50

Cooling oil inlet

52

Rotating union

54

adapter

56

Face

58

Damper unit

60

gear

D.

Axis of rotation

Claims (10)

Clutch arrangement (10) for a drive train of a motor vehicle, the clutch arrangement (10) having: - a housing (12) which delimits a wet area, - A support body (14) mounted relative to the housing (12) so as to be rotatable about an axis of rotation (D), - A first coupling (18), which via the carrier body (14) has a first first coupling component (20) for rotationally fixed connection to an input shaft (16) and has a second first coupling component (22) which can be rotatably connected to the first first coupling component (20), - A second coupling (24) which has two second coupling components (26, 28) which can be rotatably connected to one another and which is arranged with a first second coupling component (26) in a rotationally fixed manner on the second first coupling component (22) of the first coupling (18), and which has a second second coupling component (28) can be connected to a first output shaft, and - A third coupling (30) which has two third coupling components (32, 34) which can be rotatably connected to one another and which is arranged with a first third coupling component (32) in a rotationally fixed manner on the second first coupling component (22) of the first coupling (18), and which has a second third coupling component (34) can be connected to a second output shaft, - A rotor (36) which is non-rotatably connected to the second first clutch component (22), the first second clutch component (26) and the first third clutch component (32), - A first pressure chamber (38) and a first channel (39) for applying pressure oil to the first clutch (18), the first channel (39) being supplied via a first pressure oil inlet (39a), - A second pressure chamber (40) and a second channel (41) for applying pressure oil to the second clutch (24), the second channel (41) being supplied via a second pressure oil inlet (41a), - A third pressure chamber (42) and a third channel (43) for applying pressure oil to the third clutch (30), the third channel (43) being supplied via a third pressure oil inlet (43a), - A first compensation space (44) of the first clutch (18), - A second compensation space (46) of the second clutch (24), - A third compensation space (48) of the third clutch (30), - The three compensation chambers (44, 46, 48) are supplied via a common cooling oil inlet (50), - The first pressure oil inlet (39a), the second pressure oil inlet (41a), the third pressure oil inlet (43a) and the cooling oil inlet (50) being formed in a rotary leadthrough (52) formed on the rotor (36). Clutch arrangement (10) for a drive train of a motor vehicle according to Claim 1 , characterized in that the rotary leadthrough (52) is arranged along the axis of rotation (D) on the end piece of the rotor (36) provided for the gear to be connected. Clutch arrangement (10) for a drive train of a motor vehicle according to Claim 1 or 2 , characterized in that the first pressure oil inlet (39a) is arranged at the same radial distance to the axis of rotation (D) as an oil pump wheel to be mounted. Clutch arrangement (10) for a drive train of a motor vehicle according to at least one of the preceding claims, characterized in that the clutch arrangement (10) has an adapter (54) for supplying the first pressure oil inlet (39a). Clutch arrangement (10) for a drive train of a motor vehicle according to Claim 1 to 3 , characterized in that the coupling arrangement (10) has a receptacle for a Has adapter of a transmission to be connected for supplying the first pressure oil input (39a). Clutch arrangement (10) for a drive train of a motor vehicle according to Claim 1 to 5 , characterized in that the first pressure oil inlet (39a), the second pressure oil inlet (41a), the third pressure oil inlet (43a) and the cooling oil inlet (50) are arranged in the rotor (36) pointing radially to the axis of rotation (D). Clutch arrangement (10) for a drive train of a motor vehicle according to at least one of the preceding claims, characterized in that the first pressure oil inlet (39a), the second pressure oil inlet (41a), the third pressure oil inlet (43a) and the cooling oil inlet (50) in relation to the axis of rotation ( D) the same radial distance on the rotor (36) are arranged. Clutch arrangement (10) for a drive train of a motor vehicle according to Claim 1 to 5 , characterized in that the cooling oil inlet (50) is arranged on an end face (56) of the adapter (54) or of the rotor (36) facing a gear to be mounted. Clutch arrangement (10) for a drive train of a motor vehicle according to at least one of the preceding claims, characterized in that the clutch arrangement (10) has at least one damper unit (58) which is arranged within the housing (12) delimiting the wet area and is connected to the carrier body ( 14) interacts, the at least one damper unit (58) being connected in particular to the support body (14) for vibration damping. Clutch arrangement (10) for a drive train of a motor vehicle according to at least one of the preceding claims, characterized in that the clutch arrangement (10) has a gear (60) which is arranged radially on the outside of the rotor (36), the gear (60) being formed is for torque transmission between an electric motor and the clutch arrangement (10).

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