WO2022002631A1

WO2022002631A1 - Torque transmission module

Info

Publication number: WO2022002631A1
Application number: PCT/EP2021/066573
Authority: WO
Inventors: Rabah Arhab
Original assignee: Valeo Embrayages
Priority date: 2020-06-29
Filing date: 2021-06-18
Publication date: 2022-01-06
Also published as: FR3111851A1; CN115867733A; FR3111851B1

Abstract

The invention relates to a torque transmission module (1) for a motor vehicle, comprising: - a first clutch (E1) which rotates about an axis (O) and is controlled by an actuating system (30), and a second coaxial clutch (E2); - a housing (33) of the actuating system, which housing is axially arranged between the first clutch (E1) and the second clutch (E2); - a first piston (31) of the actuating system, comprising a ball bearing (50a) interposed between the first piston and the multi-disc assembly of the first clutch (E1); - a second piston (32) of the actuating system, comprising a ball bearing (50b) interposed between the second piston and the multi-disc assembly of the second clutch (E2).

Description

DESCRIPTION

TITLE OF THE INVENTION: TRANSMISSION MODULE

COUPLE

[1] [The present invention relates to a torque transmission module, in particular for a motor vehicle. The motor vehicle can also be a so-called industrial vehicle, the latter being for example a heavy goods vehicle, a public transport vehicle, or an agricultural vehicle.

[2] The present invention relates in particular to the field of torque transmission chains for motor vehicles, for example arranged between an internal combustion engine and a gearbox differential in which at least one rotating electrical machine is arranged parallel to the main axis of the transmission.

[3] In the state of the art, it is known motor vehicles equipped with a hybrid transmission comprising an internal combustion engine and at least one a rotating electric machine coupled within a torque transmission chain. The output of the torque transmission chain can include a mechanical differential which distributes the power and the torque to the wheels of the motor vehicle. In managing the transmission of torque, it may be advantageous to couple or disconnect one or the other from the electric or internal combustion motor using torque cut-off clutches. The juxtaposition of these torque cutoff clutches generally increases the footprint and cost of manufacturing the hybrid drivetrain.

[4] The object of the present invention is to respond at least to a large extent to the problems cited above and to further lead to other advantages by proposing an improved torque transmission module which would replace the existing torque cut-off clutches within hybrid transmission.

[5] An object of the invention is to reduce the axial size of such a torque transmission module.

[6] Another object of the invention is to facilitate the integration of such a torque transmission module within the hybrid transmission. [7] Another object of the invention is to improve the reliability and the lubrication of such a torque transmission module.

[8] According to one of its aspects, the invention provides a torque transmission module for a motor vehicle, comprising:

- a first multi-disc type clutch rotating about an axis O, controlled by an actuation system for coupling a first rotating electrical machine to a torque output shaft;

- a second multi-disc type clutch coaxial with the axis of rotation O, controlled by the actuation system to couple an internal combustion engine or a second rotating electrical machine to the torque output shaft common to the first and second clutches ;

- a casing of the actuating system disposed axially between the first clutch and the second clutch;

- a first piston of the actuation system movable axially relative to the housing between an engaged position and a disengaged position of the first clutch, on which bears a ball bearing interposed between the first piston and the multi-disc assembly of the first clutch;

- a second piston of the actuation system movable axially relative to the housing between an engaged position and a disengaged position of the second clutch, on which bears a ball bearing interposed between the second piston and the multiple disc assembly of the second clutch.

[9] The torque transmission module according to the invention has the advantage of facilitating integration into the hybrid transmission thanks to the arrangement of the actuator housing in the center of the module. The architecture of the torque transmission module is substantially symmetrical and allows the internal combustion engine and the first rotating electrical machine to be connected to either side of the module.

[10] This torque transmission module, according to the invention, also has the advantage of reducing the axial size. The use of an actuation system housing common to both clutches reduces the number of components and frees up space inside the module. [11] The installation of ball bearings between the pistons and the multi-disc clutch assemblies has the advantage of being able to transmit more axial force within the module while allowing misalignment at the level of the piston support, so that the reliability of the torque transmission module is improved.

[12] Advantageously, the first clutch, the second clutch and the housing can be arranged to be traversed right through by the torque output shaft. The connection of the torque transmission module to another component of the hybrid transmission, for example a mechanical differential, can thus be made on one of the two axial ends of the module. In this way, the integration of the torque transmission module within the hybrid transmission is facilitated.

[13] Advantageously, the casing of the actuating system may include a central orifice arranged to be traversed by the torque output shaft so that the torque output shaft is free to rotate relative to the casing. The actuation system housing is fixed to a fixed part of the hybrid transmission of the motor vehicle. In this way, the integration of the torque transmission module within the hybrid transmission is facilitated.

[14] Preferably, the first piston and the second piston may be mounted axially in opposition to each other.

[15] Advantageously, the first piston can be controlled in movement by means of a first control chamber delimited in part by the first piston and the housing, the second piston can be controlled in movement by means of a second control chamber delimited in part by the second piston and the casing, the first chamber and the second control chamber being separated by a thinned wall of the casing. In this way, the axial size of the torque transmission module is reduced.

[16] Preferably, the first clutch can comprise a first output disc holder comprising a splined portion arranged to mesh with the friction discs or the plates of the multi-disc assembly, the implantation diameter of the balls of the ball bearing. the first clutch being located inside the splined portion of the first output disc carrier. the positioning the ball bearing of the first clutch within a free space available inside the splined portion makes it possible to reduce the axial size of the torque transmission module.

[17] Preferably, the second clutch may include a second output disc holder comprising a splined portion arranged to mesh with the friction discs or the plates of the multi-disc assembly, the implantation diameter of the balls of the ball bearing. of the second clutch being located inside the splined portion of the second output disc carrier. Positioning the ball bearing of the second clutch within an available free space within the splined portion reduces the axial bulk of the torque transmission module.

[18] Advantageously, the first clutch can include a first torque input disc holder comprising a toothed ring gear arranged to be kinematically linked with the rotor of the first rotating electrical machine, the second clutch can include a second disc holder d 'torque input comprising a toothed ring gear arranged to be kinematically linked with the drive shaft of the internal combustion engine or the rotor of the second rotating electrical machine, said first input disc holder and said second disc holder d 'inlet being distributed axially on either side of the casing of the actuation system. The kinematic connection of the torque transmission module to the first rotating electrical machine and to the internal combustion engine can thus be done on both sides of the module. The use of toothed rings allows a reduction in the speed of rotation of the torque output shaft relative to the drive shafts. In this way, the integration of the torque transmission module within the hybrid transmission is facilitated.

[19] Advantageously, the toothed ring of the first torque input disc holder and the toothed ring of the second torque input disc holder may include support surfaces of guide bearings arranged facing the shaft. torque output. [20] Preferably, the toothed rings can be guided in rotation by the output shaft coupled by means of bearings, for example needle bearings.

[21] Advantageously, the ring gear of the first torque input disk carrier can include helical teeth.

[22] Advantageously, the ring gear of the second torque input disk carrier can include helical teeth.

[23] According to one embodiment of the invention, the torque transmission module can comprise the torque output shaft common to the first and to the second clutches, the multi-disc assembly of the first clutch being kinematically linked to this. torque output shaft via a first output disc holder and the multidisc assembly of the second clutch being kinematically linked to this torque output shaft via a second output disc holder. The multi-disc assemblies for the first and second clutches are radially offset from the torque output shaft to free up space inside the module.

[24] The invention may have any of the characteristics described below in combination or taken independently of each other:

- the first clutch and the second clutch can include friction linings operating in a humid environment.

- the first clutch may include a first torque output disc carrier rotatably linked to the torque output shaft common to the two clutches.

- the multi-disc assembly of the first clutch can be interposed radially between the first input disc holder and the first output disc holder.

- the second clutch may include a second torque output disc carrier rotatably linked to the torque output shaft common to the two clutches.

- The multi-disc assembly of the second clutch can be interposed radially between the second input disc holder and the second output disc holder. - The first output disk carrier and the second output disk carrier can be distributed axially on either side of the casing of the actuation system.

- the ring gear can be force-fitted onto the torque input disc carrier of the first clutch.

- the ring gear can be welded to the torque input disc carrier of the first clutch.

- the ring gear can be force-fitted onto the torque input disc carrier of the second clutch.

- the ring gear can be welded to the torque input disc carrier of the second clutch.

- the ball bearing of the first clutch may include an inner ring formed directly by the first piston and an outer ring directly resting on the multi-disc assembly.

- the ball bearing of the first clutch may include an inner ring separate from the first piston and an outer ring indirectly bearing on the multi-disc assembly.

- the ball bearing of the first clutch may include an inner ring separate from the first piston and an outer ring directly resting on the multi-disc assembly.

- the ball bearing of the first clutch can be inserted into a bore formed on the first piston.

- the implantation diameter of the balls of the first clutch ball bearing may be less than the support diameter of the ball bearing on the multi-disc assembly of the first clutch.

- A self-centering device for the ball bearing of the first clutch can maintain the inner ring of the ball bearing in position relative to the first piston. - The self-centering device of the ball bearing may comprise an elastic washer for applying an axial load interposed between the first piston and the inner ring of the ball bearing.

- the ball bearing of the second clutch may include an inner ring formed directly by the second piston and an outer ring directly resting on the multi-disc assembly.

- the ball bearing of the second clutch may include an inner ring separate from the second piston and an outer ring indirectly resting on the multi-disc assembly.

- the ball bearing of the second clutch may include an inner ring separate from the second piston and an outer ring directly resting on the multi-disc assembly.

- the ball bearing of the second clutch can be inserted into a bore formed on the second piston.

- the implantation diameter of the ball bearing balls of the second clutch may be less than the bearing diameter of the ball bearing on the multiple disc assembly of the second clutch.

- a self-centering device for the ball bearing of the second clutch can hold the inner ring of the ball bearing in position relative to the second piston.

- The self-centering device of the ball bearing may include a spring washer for applying axial load interposed between the first piston and the inner ring of the ball bearing.

the first piston and the ball bearing of the first clutch may be identical to the second piston and to the ball bearing of the second clutch.

- A first fluid supply channel can pass radially through the casing of the actuation system and open into the first control chamber of the first clutch.

- The first fluid supply channel may include a fluid introduction orifice disposed radially beyond the first clutch. - A second fluid supply channel can pass radially through the casing of the actuation system and open out into the second control chamber of the second clutch.

- The second fluid supply channel may include a fluid introduction port disposed radially beyond the second clutch.

- The casing of the actuating system may include fixing lugs located on its outer periphery and arranged to be fixed to the structure of the motor vehicle.

[25] According to another of its aspects, the invention provides a torque transmission module for a motor vehicle comprising:

- a first clutch rotating about an axis O, controlled by an actuation system to couple a first rotating electric machine to a torque output shaft;

- a second clutch coaxial with the axis of rotation O, controlled by the actuation system to couple an internal combustion engine or a second rotating electric machine to the torque output shaft;

- a casing of the actuation system comprising a central orifice through which the torque output shaft common to the two clutches passes through, said torque output shaft being free to rotate relative to the casing;

- A first piston movable axially relative to the housing between an engaged position and a disengaged position of the first clutch, the first piston being controlled in movement by means of a first control chamber delimited in part by the first piston and the housing;

- a second piston movable axially relative to the housing between an engaged position and a disengaged position of the second clutch, the second piston being controlled in movement by means of a second control chamber delimited in part by the second piston and the housing; the first clutch and the second clutch being distributed axially on either side of the actuator housing.

[26] The torque transmission module, according to this other aspect of the invention, has the advantage of facilitating integration within the hybrid transmission. thanks to the arrangement of the actuation system housing in the center of the module. The architecture of the torque transmission module is substantially symmetrical and makes it possible to connect the internal combustion engine and the first rotating electrical machine on either side of the module.

[27] The torque transmission module, according to this other aspect of the invention, can take all or part of the characteristics mentioned above in the context of the first aspect of the invention.

[28] The invention will be better understood on reading the description which follows, given solely by way of example and made with reference to the accompanying drawings in which:

- the figure [Fig. 1] is an axial sectional view of a torque transmission module according to a first embodiment of the invention;

- the figure [Fig. 2] is an isometric view of the torque transmission module according to the first embodiment of the invention of Figure 1;

- the figure [Fig. 3] is a detail view in axial section of a torque transmission module according to a second embodiment of the invention;

- the figure [Fig. 4] is a detail view in axial section of a torque transmission module according to a third embodiment of the invention.

[29] In the remainder of the description and of the claims, the terms "front" or "rear" will be used without limitation and in order to facilitate understanding thereof in the direction relative to an axial orientation determined by the main axis O of rotation of the transmission of the motor vehicle and the terms “interior / internal” or “exterior / external” with respect to the axis O and in a radial orientation, orthogonal to said axial orientation.

[30] Figures 1 and 2 illustrate a first embodiment of a torque transmission module 1, according to the invention, integrated in a torque transmission chain. In the example illustrated in FIG. 1, the torque transmission module 1 with axis of rotation O comprises a first clutch E1 and a second clutch E2 arranged axially one beside the other. [31] The first clutch E1 and the second clutch E2 include friction linings operating in a humid environment. The first clutch E1 and the second clutch E2 are for example adapted to operate in an oil bath or in an enclosure comprising oil.

[32] In a variant not shown, the torque transmission module can operate in a dry environment.

[33] The torque transmission module 1 is kinematically linked in rotation with a first drive shaft 3, for example a rotor of a first rotating electric machine via the first clutch E1 and also kinematically linked in rotation with a second driving shaft 4 of an internal combustion engine via the second clutch E2. The second drive shaft 4 can be a crankshaft-type drive shaft or even a secondary web of a double damping flywheel arranged at the outlet of the internal combustion engine.

[34] The first clutch E1 comprises in particular:

- a first torque input disc holder 10 arranged to be connected in rotation to the first rotating electrical machine via a toothing,

a first torque output disc holder 16 rotatably linked to a torque output shaft 2, and

- a multi-disc assembly radially interposed between the first input disc holder 10 and the first output disc holder 16.

[35] The multi-disc assembly of the first clutch E1 comprises plates 11 connected in rotation to the input disc holder 10 and friction discs 12 connected in rotation to the output disc holder 16. The friction discs 12 are, individually, axially interposed between two successive plates 11.

[36] The kinematic connection of the first clutch E1 with the first drive shaft 3 is effected by means of a toothed ring 13 disposed at an axial end of the de-coupled transmission module. In the example illustrated, the toothed ring 13 is welded to the first input disc holder 10. As a variant, the toothed ring can be force-fitted onto the first input disc holder. [37] The second clutch E2 comprises in particular:

- a second torque input disk holder 20 arranged to be linked in rotation to the internal combustion engine by means of a toothing,

- a second torque output disc holder 26 rotatably linked to the torque output shaft 2, and

- a multi-disc assembly radially interposed between the second input disc holder 20 and the second output disc holder 26.

[38] The multi-disc assembly of the second clutch E2 comprises plates 21 connected in rotation to the input disc holder 20 and friction discs 22 connected in rotation to the output disc holder 26. The friction discs 22 are, individually, axially interposed between two successive plates 21.

[39] The kinematic connection of the second clutch E2 with the second drive shaft 4 is effected by means of a ring gear 23 disposed at the other axial end of the de-coupled transmission module. In the example illustrated, the ring gear 23 is welded to the second input disc holder 20. Any other fastening means can be used for this assembly.

[40] The torque transmission module 1 is kinematically linked to a torque output shaft 2 which is common to the first clutch E1 and to the second clutch E2. The torque output shaft 2 is rotatably integral with the first torque output disk carrier 16 and the second torque output disk carrier 26 via a spline connection. In particular, the output disc carriers 16, 26 include internal splines connected to splines formed on the common torque output shaft 2.

[41] The torque transmission module 1 is controlled to selectively or jointly couple the first drive shaft 3 and the second drive shaft 4 to a single driven shaft corresponding to the torque output shaft 2 connected to a mechanical differential (no shown) fitted to the motor vehicle.

[42] The torque transmission module 1 is hydraulically controlled by means of a pressurized fluid, generally oil. The torque transmission module 1 is also cooled by means of a cooling fluid. cooling, usually oil. The pressurized oil and the cooling oil come from the transmission of the motor vehicle to which the torque transmission module 1 is attached. The cooling oil is conveyed within the first clutch E1 by a pipe 5a formed in the torque output shaft 2. The cooling oil thus passes directly through the clutch E1 without undergoing any pressure drop. For the second clutch E2, the cooling oil is conveyed through a pipe 5b formed in the torque output shaft 2. The cooling oil thus passes directly through the clutch E2 without undergoing any pressure drop.

[43] The torque transmission module 1 also includes an actuation system 30 arranged to engage or disengage said first and second clutches E 1, E2.

[44] The actuation system 30 comprises:

a first piston 31 arranged to configure the first clutch E1 in a configuration between the engaged configuration and the disengaged configuration;

a second piston 120 arranged to configure the second clutch E2 in a configuration between the engaged configuration and the disengaged configuration;

- a housing 33 in which are housed at least the first piston 31 and the second piston 32.

[45] The housing 33 is supported on a fixed element of the torque transmission chain (not shown). As illustrated in Figure 2, the actuating system 30 comprises fixing lugs 34 located on the outer periphery of the housing 33. The three fixing lugs 34 are distributed angularly around the module.

[46] The casing 33 of the actuating system is arranged axially between the first clutch E1 and the second clutch E2 so that the first piston 31 and the second piston 32 are mounted axially in opposition to each other . The housing 33 also includes a central orifice 35 arranged to be traversed by the torque output shaft 2 so that the torque output shaft is free to rotate relative to the housing.

[47] We will now describe the operation of the torque transmission module 1 according to the first embodiment of the invention as illustrated in Figures 1 and 2.

[48] When starting the motor vehicle, the starting torque comes from the first rotating electric machine which is transmitted to the torque output shaft 2 by closing the first clutch E1. The transmitted torque values are for example of the order of 50 to 150 Nm. The first piston 31 is then controlled in movement by means of a first control chamber 41 delimited in part by the first piston 31 and the housing 33.

[49] The first control chamber 41, of annular shape, is supplied with pressurized oil by a first fluid supply channel 36 which passes radially through the casing. The first fluid supply channel 36 notably comprises a fluid introduction orifice 36a disposed radially beyond the first clutch. The pressurized oil opens into the first control chamber 41 and moves the first piston 31 towards the multi-disc assembly. The axial force generated by the pressurized fluid is transmitted by a ball bearing 50a on the friction discs 12 and the plates 11 of the multi-disc assembly. The ball bearing 50a is interposed between the first piston 31 and the multi-disc assembly. The axial force passes through the first input disc carrier 10 before being finally taken up by the end of the torque output shaft 2.

[50] In the first embodiment of the invention, the ball bearing 50a of the first clutch comprises an inner ring 51a formed directly by the first piston 31 and an outer ring 52a directly resting on the multi-disc assembly. In order to reduce the axial bulk of the torque transmission module, the implantation diameter d of the balls of the ball bearing 50a is located inside a splined portion 17 of the first output disc holder 16, the portion splined 17 serving to engage the friction discs 12. [51] The implantation diameter d of the balls of the ball bearing 50a of the first clutch is also less than the bearing diameter of the ball bearing on the multi-disc assembly of the first clutch E1. The radial offset of the ball bearing from the multiple disc assembly also improves ball lubrication. As shown in the figure by arrows, the cooling oil passes directly through the ball bearing.

[52] In the running phase of the motor vehicle, the driving torque of the motor vehicle can come from the internal combustion engine which is transmitted to the torque output shaft 2 by closing the second clutch E2. The values of the drive coupling transmitted are for example of the order of 250 to 500 Nm. The second piston 32 is then controlled in movement by means of a second control chamber 42 delimited in part by the second piston 32 and the housing 33.

[53] The second control chamber 42, of annular shape, is supplied with pressurized oil by a second fluid supply channel 37 which radially passes through the casing. The second fluid supply channel 37 notably comprises a fluid introduction orifice 37a disposed radially beyond the first clutch. The pressurized oil opens into the second control chamber 42 and moves the second piston 32 toward the multi-disc assembly. The axial force generated by the pressurized fluid is transmitted by a ball bearing 50b on the friction discs 22 and the plates 21 of the multi-disc assembly. The ball bearing 50b is interposed between the second piston 32 and the multi-disc assembly.

[54] The first and second oil supply channels 36, 37 are separate and pass through the central body of the crankcase 33 of the actuation system. The fluid introduction ports 36a, 37a are arranged close to each other.

[55] The ball bearing 50b of the second clutch comprises an inner ring 51b formed directly by the second piston 32 and an outer ring 52b directly resting on the multi-disc assembly. In order to reduce the axial bulk of the torque transmission module, the implantation diameter of the balls of the ball bearing 50b is located inside a splined portion TI of the second output disc holder 26, the splined portion TI serving to engage the friction discs 22.

[56] The implantation diameter of the balls of the ball bearing 50b of the second clutch E2 is also less than the bearing diameter of the ball bearing on the multi-disc assembly of the second clutch E2.

[57] Figure 3 shows a torque transmission module 1 according to a second embodiment of the invention similar to the first mode in its general operation.

[58] This second embodiment differs from the first in that a self-centering device 53a, 53b of ball bearings 50a, 50b is arranged on the pistons of the actuation system 30. The bearing ball is thus distinct from the piston. Such a self-centering device 53a, 53b makes it possible to axially maintain the inner ring 51a, 51b of the ball bearing resting on the piston 31, 32 while allowing a radial movement between the two components. The self-centering device improves the positioning of the ball bearing relative to the bearing on the multi-disc assembly. The casing 33 being supported on a fixed element of the torque transmission chain, the torque output shaft 2 can be misaligned with respect to the axis of the pistons 31 and 32. The self-centering device allows the ball bearing to reposition itself in relation to the multi-disc assembly and to compensate for a misalignment of the order of ± 1 mm.

[59] The self-centering device 53a of the ball bearing 50a of the first clutch E1 maintains in position the inner ring 51a of the ball bearing relative to the first piston 31. In this example, the ball bearing of the first clutch comprises an inner ring 51a separate from the first piston and an outer ring 52a directly resting on the multi-disc assembly.

[60] The self-centering device 53a of the ball bearing 50a comprises a spring washer for applying axial load interposed between the first piston 31 and the inner ring 51a of the ball bearing.

[61] The self-centering device 53b of the ball bearing 50b of the second clutch E2 maintains the inner ring 51b of the ball bearing in position. relative to the second piston 32. In this example, the ball bearing of the second clutch comprises an inner ring 51b separate from the first piston and an outer ring 52b directly resting on the multi-disc assembly.

[62] In this second embodiment, the first piston 31 and the ball bearing 50a of the first clutch E1 are identical to the second piston 32 and to the ball bearing 50b of the second clutch E2. To gain axial compactness, the first chamber and the second control chamber 41, 42 are separated by a thinned wall 38 of the casing.

[63] Figure 4 shows a torque transmission module 1 according to a third embodiment of the invention similar to the second mode in its general operation.

[64] This third embodiment differs from the second in that the ball bearing supports indirectly on the multi-disc assembly via a force transmission member. The ball bearing is separate from the piston. In this example, the ball bearing may be a standard commercially available ball bearing, which helps to reduce the cost of manufacturing the torque transmission module 1.

[65] The actuation system 30 of the first clutch E1 comprises a first force transmission member 54a made from a stamped sheet. This first force transmission member 54a is fitted onto the outer ring 52a. The bearing of the first force transmitting member 54a on the multi-disc assembly is radially offset from the location of the ball bearing 50a.

[66] Similarly, the actuation system 30 of the second clutch E2 comprises a second force transmission member 54b made from a stamped sheet. This second force transmission member 54b is fitted onto the outer ring 52b. The support of the second force transmission member 54b on the multi-disc assembly is radially offset from the location of the ball bearing 50b.

[67] The invention is not limited to the implementation examples which have just been described. [68] In a different embodiment of the invention, it is possible to envisage that the structure of the torque transmission module 1 is asymmetrical and that the dimensions of the ball bearing 50a of the first clutch E1 are different from dimensions of the ball bearing 50b of the second clutch E2. However, the first clutch E1 and the second clutch E2 are still arranged axially on either side of the housing 33 of the actuation system.

[69] In another embodiment of the invention, it is possible to envisage that the torque output shaft 2 is integrated into the torque transmission module.

Claims

[Claim 1] | / torque transmission module (1) for a motor vehicle comprising:

- a first clutch (E1) of the multi-disc type rotating around an axis (O), controlled by an actuation system (30) to couple a first rotating electric machine to a torque output shaft (2);

- a second clutch (E2) of the multidisc type coaxial with the axis of rotation (O), controlled by the actuation system (30) to couple an internal combustion engine or a second rotating electric machine to the output shaft (2) of torque common to the first and second clutches (E1, E2);

- a housing (33) of the actuating system disposed axially between the first clutch (E1) and the second clutch (E2);

- a first piston (31) of the actuation system movable axially relative to the housing (33) between an engaged position and a disengaged position of the first clutch (E1), on which a ball bearing (50a) interposed between the first piston and the multi-disc assembly of the first clutch (E1);

- a second piston (32) of the actuation system movable axially relative to the housing (33) between an engaged position and a disengaged position of the second clutch (E2), on which a ball bearing (50b) interposed between the second piston and the multi-disc assembly of the second clutch (E2).

[Claim 2] A torque transmission module according to claim 1, wherein the first clutch (E1), the second clutch (E2) and the housing (33) are arranged to be traversed right through by the output shaft. (2) torque.

[Claim 3] The torque transmission module according to one of the preceding claims, wherein the first piston (31) and the second piston (32) are mounted axially in opposition to each other. [Claim 4] Torque transmission module according to one of the preceding claims, in which the first piston (31) is controlled in movement by means of a first control chamber (41) delimited in part by the first piston (31). ) and the housing (33), the second piston (32) is controlled in movement by means of a second control chamber (42) delimited in part by the second piston (32) and the housing (33), the first chamber and the second control chamber (41, 42) being separated by a thinned wall (38) of the housing.

[Claim 5] The torque transmission module according to one of the preceding claims, wherein the first clutch (E1) comprises a first output disc carrier (16) comprising a splined portion (17) arranged to mesh with the discs of friction (12) or the plates (11) of the multi-disc assembly, the implantation diameter (d) of the balls of the ball bearing (50a) of the first clutch (E1) being located inside the splined portion ( 17) of the first output disc holder.

[Claim 6] The torque transmission module according to one of the preceding claims, wherein the second clutch (E2) comprises a second output disc carrier (26) comprising a splined portion (27) arranged to mesh with the discs of friction (22) or the plates (21) of the multi-disc assembly, the implantation diameter (d) of the balls of the ball bearing (50b) of the second clutch (E2) being located inside the splined portion ( 27) of the second outlet disc holder.

[Claim 7] A torque transmission module according to claim 4, wherein a first fluid supply channel (36) radially passes through the casing (33) of the actuation system and opens into the first control chamber ( 41) of the first clutch (E1).

[Claim 8] A torque transmission module according to claim 4 or 7, wherein a second fluid supply channel (37) radially passes through the casing (33) of the actuation system and opens into the second chamber of the actuator. control (42) of the second clutch (E2).

[Claim 9] A decoupled transmission module according to one of the preceding claims, in which the first clutch (E1) comprises a first torque input disk carrier (10) comprising a ring gear (13) arranged to be kinematically linked with the rotor of the first rotating electrical machine, the second clutch (E2) comprises a second torque input disc carrier (20) comprising a ring gear (23) arranged to be kinematically linked with the drive shaft of the internal combustion engine or the rotor of the second rotating electrical machine, said first input disc carrier (10) and said second input disk carrier (20) are distributed axially on either side of the casing (33) of the actuation system (30).

[Claim 10] A decoupled transmission module according to one of the preceding claims, wherein the ball bearing (50a) of the first clutch (E1) comprises an inner ring (51a) formed directly by the first piston (31) and a outer ring (52a) directly resting on the multi-disc assembly.

[Claim 11] A de-coupled transmission module according to one of claims 1 to 9, wherein the ball bearing (50a) of the first clutch (E1) comprises an inner ring (51a) separate from the first piston (31) and a outer ring (52a) directly or indirectly resting on the multi-disc assembly.

[Claim 12] A torque transmission module according to the preceding claim, wherein the ball bearing (50a) of the first clutch (E1) is inserted into a bore formed on the first piston (31).

[Claim 13] A de-coupled transmission module according to one of claims 11 or 12, wherein a self-centering device (53a) of the ball bearing (50a) of the first clutch (E1) maintains the inner ring in position. (51a) of the ball bearing relative to the first piston

(31).

[Claim 14] Decoupled transmission module according to one of the preceding claims, in which the first piston (31) and the ball bearing (50a) of the first clutch (E1) are identical to the second piston

(32) and the ball bearing (50b) of the second clutch (E2).

[Claim 15] Decoupled transmission module according to one of the preceding claims, in which the housing (33) of the actuation system comprises a central orifice (35) arranged to be traversed by the torque output shaft (2) so that the torque output shaft is free to rotate relative to the housing.

[Claim 16] A torque transmission module according to claim 9, wherein the ring gear (13) of the first torque input disk carrier (10) and the ring gear (23) of the second input disk carrier (20) of torque comprise support surfaces of guide bearings arranged facing the output shaft (2) of torque.

[Claim 17] decoupled transmission module according to one of the preceding claims, comprising the torque output shaft (2) common to the first and to the second clutches (E1, E2), the multi-disc assembly of the first clutch (E1 ) being kinematically linked to this torque output shaft by means of a first output disc carrier (16) and the multi-disc assembly of the second clutch (E2) being kinematically linked to this torque output shaft by l 'via a second output disc carrier (26).