A power transmission device includes a pinion gear having a large pinion gear and a small pinion gear, a wall part that overlaps a revolution orbit of the large pinion gear in an axial direction, a plate that is provided between the wall part and the large pinion gear, and a bottom part provided on a lower part of the plate and a lower part of the revolution orbit of the large pinion gear with a clearance being interposed. A space on a wall part side of the plate and a space on a large pinion gear side of the plate in the axial direction are in communication with each other via the clearance positioned at the lower part of the plate.

The present invention provides a transmission mechanism that can efficiently lubricate a rotating member with a small amount of a lubricant. The transmission mechanism, which includes a housing, and a first rotating member accommodated in the housing and rotatable about a first rotating member axis, further includes a lubricating member accommodated in the housing and containing a lubricant, wherein while the first rotating member rotates about the lubricating member, the lubricating member applies a preload to and comes into contact with the first rotating member on the basis of an elastic force, so that a part of the first rotating member is lubricated with the lubricant.

An axle assembly having an axle housing, a dam, and a fastener. The dam is disposed in the axle housing and retains lubricant in an arm portion of the axle housing. The fastener that extends from the axle housing and engages a dam mounting feature of the dam to secure the dam to the axle housing.

A control device for an automatic transmission is provided, which includes a vehicle-propelling friction engagement element configured to be engaged when a vehicle starts traveling, an other friction engagement element, a vehicle-propelling friction engagement element temperature detector configured to detect a temperature of the vehicle-propelling friction engagement element, an input speed detector configured to detect an input speed of the automatic transmission, and a processor configured to execute lubricant supply control logic to control supply of lubricant to the vehicle-propelling friction engagement element and the other friction engagement element. The lubricant supply control logic switches the supply amount of lubricant to the vehicle-propelling friction engagement element according to the temperature of the vehicle-propelling friction engagement element, and switches the supply amount of lubricant to the other friction engagement element according to the input speed.

A lubricating liquid manifold for a crankpin of an epicyclic gear train. The epicyclic gear train is lubricated by a lubrication system conveying a first flow of a lubricating liquid towards the manifold and a second flow of the lubricating liquid towards a member to be lubricated. The manifold comprises a hollow body provided with an inlet port intended to receive the first flow and an outlet port designed such that the first flow is conveyed towards a guide device connected to the crankpin. The manifold comprises a barrier comprising a shoulder connected to the body and a deflector protruding radially outwards from the body so as to form, with the shoulder, a diversion space for diverting the second flow and preventing it from penetrating into the manifold.

A hybrid drive unit (HY, G) for a motor vehicle includes a housing (GG), in which a torque converter (TC) and an electric machine (EM) are accommodated. The electric machine (EM) and the torque converter (TC) are arranged directly next to each other such that the electric machine (EM) is arranged at a first face end (TC1) of the torque converter housing (TCG). An oil guide shell (LS) at least partially encompasses a section of the torque converter (TC). The oil guide shell (LS) has an L-shaped cross-section including a first section (LS1) and a second section (LS2) and is arranged in such that the first section (LS1) partially encompasses a second face end (TC2) of the torque converter housing (TCG) and the second section (LS2) partially encompasses a circumferential surface of the torque converter housing (TCG).

Provided is a gear box including a lubricating oil pool arranged at a bottom of the gear box, and at least one oil stirring box that includes an oil storage chamber, the oil storage chamber being provided with an oil scooping port and at least one oil outlet. The at least one oil stirring box is arranged on a rotary component in the gear box and rotatable along with the rotary component. A lubricating oil in the lubricating oil pool is allowed to flow through the oil scooping port into the oil storage chamber when the at least one oil stirring box rotates to the lubricating oil pool. The lubricating oil in the oil storage chamber is further allowed to flow out of the at least one oil outlet to a lubrication point when the oil stirring box rotates to the vicinity of the lubrication point.

A control device for an automatic transmission is provided, which includes a friction engagement element, and a processor configured to execute gear change control logic configured to control a gear change operation by supplying and discharging hydraulic fluid for forming a gear stage to/from the friction engagement element, and lubricant supply control logic configured to control to switching operation of a supply amount of lubricant to the friction engagement element according to an operating state of a vehicle. The processor controls the gear change operation and the switching operation to not overlap with one another.

An axle assembly that includes a differential carrier, a bearing cap, and a lubricant reservoir. The differential carrier has a bearing support. The bearing cap is disposed on the bearing support. The lubricant reservoir is mounted on the bearing cap and is configured to capture lubricant that is splashed by the differential assembly.

A power transmission device for a work vehicle includes: a transmission case; a gear transmission contained in the transmission case and configured to receive motive power from a power source; a differential mechanism contained in the transmission case and configured to receive motive power from the gear transmission and transmit the motive power to a left wheel and a right wheel; and a gear cover covering a lower portion of a ring gear of the differential mechanism.