CN112747043A

CN112747043A - Multi-plate clutch mechanism with improved sealing performance and multi-plate dual clutch mechanism

Info

Publication number: CN112747043A
Application number: CN202011200238.0A
Authority: CN
Inventors: J.鲍莱特
Original assignee: Valeo Embrayages SAS
Current assignee: Valeo Embrayages SAS
Priority date: 2019-10-31
Filing date: 2020-10-30
Publication date: 2021-05-04
Also published as: FR3102815A1; FR3102815B1

Abstract

The invention relates to a multi-plate clutch mechanism (10) comprising at least, about an axis of rotation: -a torque input disc carrier (6) designed to receive a multi-disc assembly of a clutch mechanism; -a cylindrical hub (7) supporting the input disc carrier; -a piston (40, 50) axially movable with respect to the cylindrical hub between an engaged position and a disengaged position of the clutch mechanism, the displacement of the piston being controlled by a control chamber (32) partially delimited by the piston and by a closing cover (45, 55); the control chamber is partially sealed by means of a seal (80, 80a, 80b) axially interposed between the closing cap and the cylindrical hub, the closing cap being axially fixed with respect to the cylindrical hub by bearing on an elastic ring (70).

Description

Multi-plate clutch mechanism with improved sealing performance and multi-plate dual clutch mechanism

Technical Field

The present invention relates to a multi-plate clutch mechanism having improved sealing at a boost control chamber.

Background

Multi-plate clutch mechanisms of this type are designed to form part of a torque transmission system, in particular for motor vehicles or so-called industrial vehicles, the latter being, for example, heavy goods vehicles, public transport vehicles or agricultural vehicles. The multi-plate clutch mechanism may operate in a dry or wet environment.

Patent application WO2009/148999 a2 discloses a multi-plate dual clutch mechanism for a motor vehicle, comprising a torque input device designed to be coupled to a crankshaft; a first torque output shaft; a second torque output shaft; a first clutch that can couple or decouple the torque input device and the first torque output shaft; a second clutch that can couple or decouple the torque input device and the second torque output shaft. The first and second clutches are each of the multiple-disc type, radially superposed on one another. Each multi-plate clutch includes: a flange rotationally connected to an input disc carrier forming a torque input device; and a friction disc rotationally connected to the output disc carrier. Each clutch also comprises an axially movable piston whose displacement is controlled by a control chamber delimited at least by a closing cover associated with the balancing chamber.

The movable piston slides on a cylindrical hub and is located in an intermediate position between the balance chamber and the control chamber, defining two chambers of the clutch.

The control chamber is supplied with pressurized hydraulic fluid to allow the movable piston to move between a first position corresponding to an engaged configuration of the clutch and a second position corresponding to a disengaged configuration of the clutch. Hydraulic fluid is delivered by piercing through a passage in the cylindrical hub.

The control chamber of the first clutch is formed in part by a cylindrical hub, a closure cap and a movable piston. A lip seal is disposed between the movable piston and the closure cap at the sliding region.

Between the closing cap and the cylindrical hub, the sealing is ensured by using an additional component, in the present case a toothed crown, for the rotation of the hydraulic pump. The sealing is ensured by press-fitting the inner bore of the additional part or by press-fitting the inner bore of the closure cap onto the cylindrical hub. Due to the high pressure in the control chamber, which is between 15 and 20 bar, the press fit is not sufficient to prevent leakage of pressurized hydraulic fluid. It is sometimes necessary to check the control room seal at the end of the assembly chain.

Furthermore, this type of assembly by clamping adjustment between the components requires great dimensional accuracy and increases the production costs of the components.

An alternative to this type of assembly by clamping adjustment is assembly by welding. This assembly by welding entails investing in special tools and the use of thicker parts that can be welded to each other. This limits the choice of materials and the clutch mechanism loses axial compactness.

Disclosure of Invention

A particular object of the invention is to provide a simple, effective and economical solution to this problem.

The object of the present invention is, inter alia, to propose a multi-plate clutch mechanism for a torque transmission system which makes it possible to eliminate at least some of the disadvantages of the prior art.

To this end, the invention proposes a multi-plate clutch mechanism for a torque transmission system, in particular for a motor vehicle, comprising at least around an axis of rotation:

-a torque input disc carrier designed to receive a multi-disc assembly of a clutch mechanism;

-a cylindrical hub supporting an input disc carrier;

-a piston axially movable with respect to the cylindrical hub between an engaged position and a disengaged position of the clutch mechanism, the displacement of the piston being controlled by a control chamber, the control chamber being delimited in part by the piston and by the closing cap;

the control chamber is partially sealed by a seal axially interposed between the closing cap and the cylindrical hub, the closing cap being axially fixed with respect to the cylindrical hub by bearing on the elastic ring.

Compression of the seal is achieved by inserting an elastomeric ring into an annular groove formed in the cylindrical hub.

Such a multi-plate clutch mechanism according to the invention has the following advantages, since a seal is provided between the cylindrical hub and the closing cap: the sealing of the control chamber is ensured without special inspection, and the micro leakage of the pressurized hydraulic fluid in the multi-disc clutch mechanism is prevented. Maintaining the seal in position within the multi-plate clutch mechanism eliminates the need for complex assembly operations, such as press-fitting or welding operations. The compression of the seal now ensures that the closure cap remains in place and ensures sealing of the pressure chamber.

Preferably, the cover for closing the multi-plate clutch mechanism may comprise a radial face, for example a second radial face, formed on one of the side faces of the closing cover, said second radial face being able to receive the support of the seal. In this way, the bearing surface of the seal can be enlarged. The axial force generated by the compression of the seal prevents any rotation of the closure cap during its operation on the vehicle and ensures the sealing of the control chamber.

Preferably, the cylindrical hub may comprise a radial face, for example a first radial face, formed on the cylindrical shoulder, said first radial face being able to receive the support of the seal. In this way, the bearing surface of the seal can be enlarged.

The invention may have one or other of the features described below, in combination with or independent of each other:

the seal may be axially supported on a single side of the closure cap.

The seal may be supported on both the first and second radial faces.

The seal may be a flat seal axially interposed between two parallel faces formed on the shoulder of the cylindrical hub and the closing cap.

In cross section, on a plane passing through the axis of rotation, the seal may have the form of a 90 ° bend, one portion of which is axially interposed between two parallel faces formed on the closing cap and on the cylindrical hub, the other portion of which is supported on the cylindrical surface of the hub.

The first radial face of the cylindrical hub may comprise a cylindrical rim which prevents damage of the seal during insertion of the elastic ring.

The axial offset of the cylindrical rim with respect to the first radial face may correspond to a maximum compression value of the seal. Therefore, the invention has the advantages that: a seal within the control chamber is ensured without the risk of damaging the seal during the complete assembly of the mechanism.

The first radial face of the cylindrical hub may comprise a groove for housing a seal, the seal being compressed between the housing groove and the closing cap.

The seal may be an O-ring seal.

The axial offset of the bottom of the housing groove with respect to the first radial face may correspond to a maximum compression value of the seal. Therefore, the invention has the following advantages: ensuring a seal within the control chamber without risking damage to the seal during complete assembly of the mechanism.

The seal may be inserted in a groove or recess formed on the closure cap.

The seal may be a seal overmoulded on the closure and distributed axially on both sides of the closure.

The overmoulded seal may have a "U" shaped form.

The seal may be overmoulded on the inner periphery of the closure.

The sealing means may be sealing means added to the closure cap and axially distributed on both sides of the closure cap.

The added seal may have a "U" shaped form.

The seal may be added to the inner circumference of the closure.

An insert portion may be inserted axially between the elastic ring and the seal. Therefore, the invention has the following advantages: ensuring a seal within the control chamber without risk of damaging the seal during complete assembly of the mechanism.

The insertion portion may be annular.

The insertion portion may be a crown or a flat washer.

The elastic ring may be an open metal ring.

The elastic ring may be a split ring-shaped piece made of spring steel.

The closure cap may comprise on its outer periphery a lip seal, obtained for example by overmoulding.

The multi-plate clutch may comprise: a flange rotatably connected to the input disc holder; and a friction disc rotationally connected to the output disc carrier.

According to another aspect thereof, the invention also relates to a multi-plate double clutch mechanism for a torque transmission system, in particular for a motor vehicle, comprising, about a rotation axis O:

-first and second clutch mechanisms controlled so as to selectively couple the drive shaft to the first and second driven shafts, said shafts being radially superposed on each other, at least one of the two clutch mechanisms comprising:

-a cylindrical hub supporting an input disc carrier;

The first clutch mechanism and/or the second clutch mechanism have all or some of the features mentioned previously in the context of the multi-plate clutch mechanism according to the invention.

Drawings

The invention will be better understood upon reading the following description. This description is intended to be exemplary only and should be read in conjunction with the accompanying drawings, in which:

figure 1 is an axial section of a multi-plate dual clutch mechanism according to a first embodiment of the invention;

figure 2 is a partial view in axial section of a multi-plate dual clutch mechanism according to a second embodiment of the invention;

figure 3 is a partial view in axial section of a multi-plate dual clutch mechanism according to a third embodiment of the invention.

Detailed Description

In the description and in the claims that follow, as a non-limiting example, and for the sake of easy understanding, the terms "front" or "rear" will be used with reference to the direction of the axis orientation determined with respect to the main axis O of rotation of the transmission of the motor vehicle, and the terms "inner/inner" or "outer/outer" will be used with reference to the axis O and with reference to the radial direction orthogonal to said axial orientation.

Fig. 1 shows a first embodiment of a multi-plate clutch mechanism 10 according to the invention. More specifically, this is a multi-plate dual clutch mechanism 10 having a principal axis of rotation O and operating in a wet environment within the transmission case housing 100.

About the axis O, the multi-plate dual clutch mechanism 10 for the torque transfer system 1 comprises at least one input element 2, which is rotationally connected to a drive shaft (not shown). The input member 2 is located at the rear of the multi-plate dual clutch mechanism 10.

According to a first embodiment, the input element 2, which is generally "L" shaped, comprises a radially oriented portion formed by the input web 3 and an axially oriented portion formed by the hub 4.

The input hub 4 is connected in rotation, for example by means of ribs, at the output of a damping device (for example a dual-mass flywheel or the like), the input of which is connected, in particular by means of a driving flywheel, to a drive shaft formed by a crankshaft rotated by an electric motor with which the motor vehicle is equipped.

The input web 3 comprises teeth 9 at its axially oriented outer radial end, the teeth 9 extending radially outwards and being supported on the torque input disc carrier 6.

The multi-plate dual clutch mechanism 10 is controlled to selectively couple the drive shaft to the first driven shaft a1 and the second driven shaft a 2.

The multi-plate dual clutch mechanism 10 includes a first clutch mechanism E1 and a second clutch mechanism E2, which are of a multi-plate type, respectively.

Preferably, the first driven shaft a1 and the second driven shaft a2 are coaxial. When the first clutch mechanism E1 is closed, the first driven shaft a1 rotates, and when the second clutch mechanism E2 is closed, the second driven shaft a2 rotates, and the first and second driven shafts a1, a2 are respectively connected to a transmission equipped for a motor vehicle.

The multiple disk assembly of the first clutch mechanism E1 includes: a flange 11 rotatably connected to the input disc holder 6; and a friction disc 12 rotationally connected to the output disc carrier 13. The friction discs 12 are individually inserted axially between two consecutive flanges 11.

The output disc carrier 13 of the first clutch mechanism E1 is rotationally connected to the first driven shaft a1 by engagement with the friction discs 12 and by a ribbed connection.

The output disc support 13 is generally "L" shaped with its inner radial end integral with a ribbed output hub.

The multiple disk assembly of the second clutch mechanism E2 includes: a flange 21 rotatably connected to the input disc holder 6; and a friction disc 22 rotationally connected to an output disc carrier 23.

The output disc carrier 23 of the second clutch mechanism E2 is rotationally connected to the second driven shaft a2 by engagement with the friction discs 22 and by a ribbed connection.

The output disc carrier 23 has generally the form of an "L" with its inner radial end integral with a ribbed output hub.

Further, the input disc carrier 6 includes the outer disc carrier 14 of the first clutch mechanism E1 and the inner disc carrier 24 of the second clutch mechanism E2. The outer and inner two disc holders are connected, for example by welding, to a cylindrical hub 7 having an axis of rotation O.

The outer disc carrier 14 of the first clutch mechanism E1 includes in particular an axial extension 15 designed to receive the multi-disc assembly of the first clutch mechanism. The axial extension 15 forms an internal rib which receives the flange 11 of the multi-disc assembly.

The inner disc carrier 24 of the second clutch mechanism E2 particularly includes an axial extension 25, the axial extension 25 being designed to receive the multi-disc assembly of the second clutch mechanism. The axial extension 25 forms an outer rib which receives the flange 21 of the multi-disc assembly.

The cylindrical hub 7 is common to the first clutch mechanism E1 and the second clutch mechanism E2. The cylindrical hub 7 is inserted into a hole provided in the transmission case housing 100.

As shown in fig. 1, the first clutch mechanism E1 is disposed radially above the second clutch mechanism E2.

Preferably, the first and second clutch mechanisms E1 and E2 are in an open state, also referred to as "normally open," and they are selectively actuated by pressurized fluid (typically oil) in operation. A control device incorporated in the transmission case housing 100 hydraulically powers the clutch mechanism.

The control device controls the supply of pressurized oil to the mechanism 10 in order to selectively control the state changes of the first clutch mechanism E1 and the second clutch mechanism E2 between the disengaged position and the engaged position. The control device is connected to a cylindrical hub 7, which cylindrical hub 7 comprises

channels

71a, 71b and 71c for oil supply, for example as shown in fig. 1, three channels being shown.

Passages

71a, 71c axially located at the front and rear ends of the cylindrical hub 7 are associated with the control chamber 32 of the first clutch mechanism E1 and the control chamber 36 of the second clutch mechanism E2, respectively. The passage 71b, which is axially between the

passages

71a, 71c, is associated with the balance chamber 34 of the first clutch mechanism E1 and the balance chamber 38 of the second clutch mechanism E2, respectively.

The first clutch mechanism E1 of the multi-disc type includes a piston 40 that is axially movable in this case from front to rear between a disengaged position and an engaged position, which correspond to the open and closed states of the first clutch mechanism E1, respectively.

Advantageously, the piston 40 comprises, at its radially external end, a support 41 extending axially rearwards. The support 41 is supported on the end flange 11 of the multiple disk assembly of the first clutch mechanism E1. In the example shown in fig. 1, the support 41 is discontinuous.

The control chamber 32 of the piston 40 of the first clutch mechanism E1 is associated with a balance chamber 34, which balance chamber 34 is bounded by a portion of the cylindrical hub 7, a portion of the input disc carrier 6 and a portion of the piston.

The piston 40 of the first clutch mechanism E1 extends radially and is disposed axially between the axially forward control chamber 32 and the axially rearward balance chamber 34. The piston 40 is concentric with respect to the input disc carrier 6.

The

balance chambers

34, 38 are supplied with cooling oil through the passage 71 b.

The first clutch mechanism E1 includes an elastic return means, which in the example of fig. 1 is made in the form of a helical spring, in order to return the piston 40 automatically to the disengaged position.

The piston 40 is controlled so as to clamp, in the engaged position, said multi-disc assembly of the first clutch means E1 axially against the reaction means 18 formed directly in the input web 3.

As shown in fig. 1, the displacement of the piston 40 is controlled by a control chamber 32 formed in part by a cylindrical hub 7. The control chamber 32 is axially delimited by a front face of the inner radial portion of the piston 40 and by a rear radial face of the closing cap 45.

The closure cover 45 comprises on its outer periphery a lip seal, obtained for example by overmoulding. A lip seal is disposed between the movable piston and the closure cap at the sliding region.

The control chamber 32 is sealed by a seal 80b axially interposed between the closing cap 45 and the cylindrical hub 7, the closing cap 45 being axially fixed with respect to the cylindrical hub 7 by bearing on the elastic ring 70. The closure cap 45 includes a radial surface 46, and the seal 80b is supported on the radial surface 46.

Compression of the seal 80b is obtained by inserting the elastic ring 70 into an annular groove 72 formed in the cylindrical hub 7.

In the embodiment of control chamber 32 in fig. 1, seal 80b is a seal that is overmolded onto the inner periphery of closure cap 45. The seals 80b are distributed axially on both sides of the closure cap 45. In particular, the overmolded seal 80b has a "U" shaped form.

As a variant, a "U" shaped seal may simply be added to the closure. More specifically, a seal may be added to the inner periphery of the closure.

An insert portion 90 having an annular shape is axially inserted between the elastic ring 70 and the "U" -shaped seal 80 b. Since the elastomeric ring 70 is an open annular member, the "U" shaped seal may be damaged when it is inserted into the annular groove 72.

In the present case, the insertion portion 90 is a crown designed to rotate the hydraulic pump of the control device. The groove of the elastic ring 70 rubs on the radial face of the insertion portion 90, preventing any contact with the seal 80 b.

The second clutch mechanism E2 of the multi-plate dual clutch mechanism 1 has a similar design to the first clutch mechanism E1, the second clutch mechanism E2 being of the multi-plate type.

Advantageously, for the description of the second clutch mechanism E2, reference will be made to the detailed description of the first clutch mechanism E1 given earlier, if so desired.

The second clutch mechanism E2 includes a piston 50, which in this case is axially movable from rear to front between a disengaged position and an engaged position, which correspond to the open and closed states of the second clutch mechanism E2, respectively.

The piston 40 of the first clutch mechanism E1 and the piston 50 of the second clutch mechanism E2 of the multi-plate dual clutch mechanism 10 are axially displaced in opposite directions to move from the disengaged position to the engaged position, for example.

Advantageously, the piston 50 comprises, at its radially outer end, a support 51 extending axially forward. The support 51 is supported on the end flange 21 of the multiple disk assembly of the second clutch mechanism E2.

The second clutch mechanism E2 also includes elastic return means to automatically return the piston 50 to the disengaged position.

The piston 50 is controlled to clamp the multi-plate assembly of the second clutch mechanism E2 axially against the reaction device 28 in the engaged position. The reaction device 28 is formed directly on the annular portion of the outer disc carrier 14 of the first clutch mechanism E1.

The displacement of the piston 50 is controlled by means of a control chamber 36, which is axially delimited by the rear face of the inner radial portion of the piston 50 and the front radial face of the closure cap 55.

The control chamber 36 is partially sealed by a seal 80, which is axially interposed between the closing cap 55 and the cylindrical hub 7, the closing cap 55 being axially fixed with respect to the cylindrical hub 7 by bearing on the elastic ring 70.

In the embodiment of the control chamber 36 in fig. 1, the cylindrical hub 7 comprises a first radial face 74 and the closing cap 55 comprises a second radial face 56, on which the seal 80 is supported simultaneously.

The elastic ring 70 is an open metal ring, which is made of spring steel, for example. Compression of the seal 80 is obtained by inserting the elastic ring 70 in an annular groove 72 formed in the cylindrical hub 7.

With reference to fig. 2, a multi-plate dual clutch mechanism 10 according to a second embodiment of the present invention will now be described, which is substantially similar to the first embodiment, except that the first radial face 74 of the cylindrical hub 7 comprises a cylindrical rim 75.

As shown in fig. 2, the cylindrical hub 7 includes a first radial surface 74 formed on the cylindrical shoulder 73. The first radial surface 74 is flat and continuous so as to receive support from the seal 80.

The closing cover 55 of the second clutch mechanism E2 includes a second radial face 56 formed on one of its sides. The second radial face 56 is flat and continuous so that it can receive the support of the seal 80.

The seal 80 is a flat seal that is axially interposed between the two

parallel faces

56 and 74 formed on the shoulder 73 of the closure cap and cylindrical hub.

In a complementary manner, the first radial face 74 of the cylindrical hub 7 comprises a cylindrical rim 75, the function of which is to prevent damage to the seal during insertion of the elastic ring. The axial offset of the cylindrical rim 75 with respect to the first radial face 74 corresponds to the maximum compression allowed by the seal.

During the insertion of the elastic ring 70 into the annular groove 72, the seal 80 is compressed and the second radial face 56 of the closure is supported on the cylindrical rim 75. The annular groove 72 in the end of the cylindrical hub 7 is wide enough to accommodate the resilient ring. After insertion, the closing cap 55 is pushed axially back to the elastic ring under the load exerted by the compression of the seal. The seal 80 is then simultaneously supported on the first radial face 74 and the second radial face 56, thereby ensuring sealing of the control chamber 36.

The closure cap 55 further includes a recess 57, and the seal 80 is inserted into the recess 57. The annular form of the recess 57 makes it possible to radially retain the seal 80 when the rotational speed of the multi-disc dual clutch mechanism 10 is high. Above 5000rpm, the seal 80 is deformed and its outer diameter is supported on the edge of the recess 57, thus ensuring sealing of the control chamber 36.

Referring to fig. 3, a multi-plate dual clutch mechanism 10 according to a third embodiment of the present invention will now be described, substantially similar to that of the first embodiment, except that the first radial face 74 of the cylindrical hub 7 includes a recess 76 for receiving a seal 80 a.

As shown in fig. 3, the cylindrical hub 7 includes a first radial surface 74 formed on the cylindrical shoulder 73. The first radial surface 74 extends circumferentially and includes a groove 76 for receiving a seal 80 a.

An O-ring seal 80a is inserted into the receiving groove 76.

The closing cover 55 of the second clutch mechanism E2 includes a second radial face 56 formed on one of its sides. The second radial face 56 is flat and continuous so that it can receive the support of the seal 80 a.

The O-ring seal 80a is compressed between the receiving groove 76 and the second radial surface 56 of the closure cap 55.

In a complementary manner, the housing recess 76 forms a protective cylindrical rim whose function is to prevent damage to the seal during insertion of the elastic ring. The axial offset of the base of the housing groove 76 with respect to the first radial face 74 corresponds to the maximum compression allowed by the seal 80 a.

During insertion of the elastic ring 70 into the annular groove 72, the seal 80a is compressed and the second radial face 56 of the closure cap is supported on the first radial face 74. The annular groove 72 in the end of the cylindrical hub 7 is wide enough to accommodate the resilient ring. After insertion, the closure cap 55 is pushed axially back into the elastomeric ring under the load applied by the compression of the O-ring seal 80 a. Then, the seal 80a is simultaneously supported on the base of the housing groove 76 and the second radial face 56, ensuring the sealing of the control chamber 36.

The receiving groove 76 makes it possible to radially hold the seal 80a when the rotation speed of the multi-plate dual clutch mechanism 10 is high. Above 5000rpm, the seal 80a is deformed and its outer diameter is supported on the edge of the receiving groove 76. Thus, the sealing of the control chamber 36 is ensured.

According to a variant not shown, the O-ring seal can be inserted in a housing groove formed in the closure cap.

The invention is not limited to the exemplary embodiments that have been described above. The multi-plate clutch mechanism according to the invention may also be applied to a cut-off clutch mechanism of the type K0, which is used in a hybrid transmission to couple a heat engine with an electric motor after a start-up phase of the vehicle. The multi-plate clutch mechanism according to the invention can also work in dry or wet environments. In the case where the multi-disc clutch mechanism operates in a dry condition, the cooling oil is replaced by the air flow.

Claims

1. A multi-plate clutch mechanism (10) for a torque transmission system, in particular for a motor vehicle, comprising at least about an axis of rotation (O):

-a torque input disc carrier (6) designed to receive a multi-disc assembly of the clutch mechanism;

-a cylindrical hub (7) supporting the input disc carrier (6);

-a piston (40, 50) axially movable with respect to said cylindrical hub (7) between an engaged position and a disengaged position of said clutch mechanism, the displacement of which is controlled by a control chamber (32, 36) defined in part by said piston (40, 50) and a closing cap (45, 55);

-said control chamber (32, 36) is partially sealed by means of a seal (80, 80a, 80b) axially interposed between said closing cap (45, 55) and the cylindrical hub (7), said closing cap being axially fixed with respect to said cylindrical hub (7) by being supported on an elastic ring (70);

the compression of the seal (80, 80a, 80b) is achieved by inserting the elastic ring (70) into an annular groove (72) formed in the cylindrical hub (7).

2. The multi-plate clutch mechanism (10) according to claim 1, wherein the cylindrical hub (7) includes a first radial face (74) formed on a cylindrical shoulder (73) that is adapted to receive a support of the seal (80, 80a, 80 b).

3. The multi-plate clutch mechanism (10) according to claim 2, wherein the closing cover (45, 55) comprises a second radial face (46, 56) formed on one of its lateral faces, the second radial face being able to receive a support of the seal (80, 80a, 80 b).

4. The multi-plate clutch mechanism (10) according to claim 3, wherein the seal (80, 80a, 80b) is supported on both the first and second radial faces.

5. The multi-plate clutch mechanism (10) according to one of claims 2 to 4, wherein the first radial face (74) of the cylindrical hub (7) comprises a cylindrical rim (75) that prevents damage to the seals (80, 80a, 80b) during insertion of the sealing rings.

6. The multi-plate clutch mechanism (10) according to claim 5, wherein an axial offset of the cylindrical rim (75) with respect to the first radial face (74) corresponds to a maximum compression value of the seal (80, 80a, 80 b).

7. The multi-plate clutch mechanism (10) according to claim 1, wherein the seal is a flat seal (80) axially interposed between two parallel faces formed on the closing caps (45, 55) and the shoulder (73) of the cylindrical hub (7).

8. Multi-disc clutch mechanism (10) according to one of claims 2 to 4, wherein the first radial face (74) of the cylindrical hub (7) comprises a groove (76) for housing the seal (80a), the seal (80a) being compressed between the housing groove (76) and the closing cap (45, 55).

9. The multi-plate clutch mechanism (10) according to claim 8, wherein the seal (80a) is an O-ring seal.

10. The multi-plate clutch mechanism (10) according to claim 8 or 9, wherein an axial offset of a base of the receiving groove (76) relative to the first radial face (74) corresponds to a maximum compression value of the seal.

11. The multi-plate clutch mechanism (10) according to any of the preceding claims, wherein the seal (80, 80a, 80b) is inserted in a groove or recess (57) formed in the closure cap (45, 55).

12. The multi-plate clutch mechanism (10) according to claim 1, wherein the seal is a seal (80b) that is overmolded on the closure cap (45, 55) and axially distributed on both sides of the closure cap.

13. The multi-plate clutch mechanism (10) according to claim 12, wherein the overmolded seal (80b) has a "U" shaped form.

14. The multi-plate clutch mechanism (10) according to claim 12 or 13, wherein an insert portion (90), such as a crown or flat washer, is axially interposed between the elastomeric ring (70) and the overmolded seal (80 b).

15. A multi-plate double clutch mechanism for a torque transmission system, in particular for a motor vehicle, comprising, about an axis of rotation (O):

-a first clutch mechanism (E1) and a second clutch mechanism (E2) controlled so as to selectively couple a drive shaft to a first driven shaft and a second driven shaft, these shafts being radially disposed one above the other, at least one of the two multi-disc clutch mechanisms (E1, E2) being configured according to any one of the preceding claims.