Abstract: A motor cover structure sealing a housing of a motor includes a partition wall disposed on one side of a stator disposed within the motor to contact a cover contacting the housing, and a body part mounted with the partition wall, in which an oil recovery line is defined between the partition wall and the body part, and the oil flows to the oil recovery line in a space of one side of a rotor disposed within the motor.

Abstract: A method and a device for operating a drive train of a motor vehicle are provided. The drive train includes at least a first and a second shaft, a first clutch having at least one first friction surface pairing, and an electric drive, the first and the second shaft being coupleable to one another via the at least one first friction surface pairing, wherein for cooling the first clutch, a fluid is used via which a drag torque of the first clutch is influenced after the first clutch is disengaged, the method including: a) Rotating the first shaft and the second shaft when the first clutch is at least partially engaged; b) Disengaging the first clutch; c) Accelerating the first shaft by means of the electric drive and discharging the fluid from an area of the at least one first friction surface pairing; wherein the drag torque of the first clutch is reduced by the accelerated discharge of the fluid.

Abstract: An electric motor rotor for a motor vehicle includes a rotor assembly having a first portion formed from a first material, a second portion formed from a second material coupled to the first portion, and a third portion formed from a third material coupled to one of the first portion and the second portion. At least one of the first material and the third material is distinct from the second material.

Abstract: The present invention relates to a frictionally-acting device (2) comprising a disk pack (32) made from a first disk set (34) and a second disk set (46), wherein disks of the disk sets (34, 46) are arranged alternating one after another and can be frictionally engaged with one another. An intermediate disk (74), provided with a friction lining on one side, is arranged between a support disk (70) and a disk (36) of the first disk set (34) adjacent to the support disk (70), the intermediate disk (74) is in rotary driving connection with a second disk carrier (20), and the friction lining of the intermediate disk (74) faces the support disk (70).

Abstract: A hydraulic control device includes: a mechanical oil pump (O/P) that is driven by a motor/generator (M/G) and that generates a first hydraulic pressure (P1); an electric oil pump (M/O/P) that is driven by a sub-motor (S/M) and that generates a second hydraulic pressure (P2); and a controller (10). When a demanded drive force from a driver is generated while in a low-vehicle-speed region which is lower than a first vehicle speed (V1) at which the output of the mechanical oil pump (O/P) becomes unstable, the controller (10) controls the electric oil pump (M/O/P) such that the second hydraulic pressure (P2) becomes larger than a compensative hydraulic pressure (P?) found by subtracting the first hydraulic pressure (P1) from a necessary hydraulic pressure (Pne) determined in accordance with the demanded drive force.

Abstract: By providing an auxiliary check valve in parallel with a check valve installed in an electric oil pump, it is possible to measure an oil temperature even when the check valve is stuck. A flow resistance of an oil passage of the auxiliary check valve is set so as to be larger than that of the check valve, and a minimum valve open pressure difference of the auxiliary check valve is set so as to be smaller than that of the check valve. Thus, it is possible to further accurately measure an oil temperature and determine a fault. By using a rotation speed of the electric oil pump and an oil temperature in determining whether there is a fault in the electric oil pump or in the oil passage, it is possible to reduce the influence of variations, or the like, in measurement of a temperature sensor.

Abstract: An oil-flooded single-plate or multi-plate lockup clutch is provided in a torque transfer device. The torque transfer device may, for example, be a converter, a dual clutch, a starting clutch, a manual shifter, or power shifting clutch, having a piston to engage the clutch and a damper. In accordance with the present disclosure, the piston together with a housing of the torque transfer device forms a closed pressure chamber when the clutch is engaged and at least one oil flow opening is provided in the piston in an area outside of the pressure chamber. The torque transfer device preferably has a damper and the piston of the clutch forms a part of the damper and may be designed as a retainer for springs of the damper.

Abstract: A torque converter is provided. The torque converter includes an impeller; a turbine axially movable toward and away from the impeller; and a damper coupled to the turbine, the damper including an elastic element forcing the turbine against the impeller in an equal pressure condition. A method of forming a torque converter is also provided. The method includes forming a damper to include an elastic element; providing the damper inside a front cover so the damper contacts the front cover; and providing axially movable turbine between the damper and an impeller such that the elastic element forces the turbine to engage an impeller in an equal pressure condition.

Abstract: A magnetic brake has an outer stator surrounding an inner stator with a circumferential slot between the outer stator and the inner stator. A coil is provided in the inner stator adjacent to the circumferential slot. A drag plate assembly is attached to a rotatable shaft extending centrally through the inner stator. A drag ring joined to the drag plate extends into the circumferential slot. A liquid flow path extends through the a first rotary coupling, the shaft, a plurality of holes in the drag ring, and through a second rotary coupling, for cooling the brake.

Abstract: Two brakes of a transmission utilize the transmission front support as a clutch housing. One brake, which selectively holds a sun gear against rotation, is located on the inside of a cylindrical wall of the front support. A second brake, which selectively holds a ring gear against rotation, is located on the outside of the cylindrical wall. The clutch pack of the inner brake is splined to the inner surface of the cylindrical wall. The reaction plate of the first clutch pack includes radial fingers that extend between axial fingers of the cylindrical wall. The portion of the reaction plate that extends to the outer side of the cylindrical wall provides a reaction for a return spring of the outer brake.

Abstract: Provided is a vehicle control apparatus. To start an engine by a motor-generator under the state that a vehicle is stopped, the vehicle control apparatus synchronizes a rotation of the engine with a rotation of the motor-generator at a synchronous rotational speed lower than a target rotational speed to start the engine, and increases a rotational speed of the engine by the motor-generator from the synchronous rotational to the target rotational speed, and starts the engine at the target rotational speed.

Abstract: A clutch, in particular for a motor vehicle, for transmitting torque from an input shaft to an output shaft, includes a wet chamber which is at least partially filled with a cooling medium, and at least one piston, the piston and a component located opposite the piston being rotatable around an axis, and the piston being movable in the direction of the axis to disengage and engage the clutch, is characterized in that on at least one of the following elements: a) the piston and b) the component located opposite the piston on a side facing the other element, at least one web is formed, which extends in the direction of the axis in the direction of the other component, and whose path has at least one radial part in reference to the axis.

Abstract: A dual clutch transmission, in particular of a motor vehicle, includes a hydraulic circuit for cooling the dual clutch transmission, wherein the hydraulic circuit includes at least one pump for conveying a hydraulic medium flow, at least one cooler for cooling the hydraulic medium flow, and a volume control valve for adjusting the hydraulic medium flow for at least one cooling system associated with clutches of the dual clutch transmission. The volume control valve is designed to convey the hydraulic medium flow in a first switching state to a first cooling system associated with a first of the clutches, and in at least one second switching state to a second cooling system associated with a second of the clutches.

Abstract: A brake for a rotating member is disclosed. The brake is used with a liquid coolant, and includes a housing for containing the liquid, a stationary element disposed in the housing, a wear plate disposed on the stationary element, a friction element coupled to the rotating member for contacting the wear plate, and a removable heat transfer insert disposed adjacent the wear plate and in fluid communication with the coolant, the heat transfer insert consisting of a non-galvanic material.

Abstract: An arrangement of a dual clutch transmission that incorporates a positive pressure lubrication cooler heat exchanger that is integrated into a cover of a wet clutch module of the transmission is provided. Additionally, a method of assembling a wet dual clutch transmission assembly is provided.

Abstract: A torque transmission system, particularly for a vehicle, includes a housing arrangement (26) with a hub region (36) which engages in a shaft opening (22) of the gearbox housing (16) and is rotatably supported so as to be substantially fluid-tight with respect to the gearbox housing (16) by means of a bearing/seal arrangement (42); at least one first fluid port (97) which opens toward an intermediate space region (98) formed between the housing arrangement (26) and the gearbox housing (16) is provided in the housing arrangement (26) in or in the vicinity of the hub region (36), and at least one second fluid port (104) which bypasses the bearing/seal arrangement (42) and opens toward the intermediate space region (98) is provided in the gearbox housing (16) and/or in the bearing/seal arrangement (42).

Abstract: Power takeoff lubrication devices and methods are disclosed. Embodiments include an accumulator connected to a power takeoff fluid supply line and storing fluid (which may be under pressure) for selective use independent of the fluid being supplied by the fluid supply line. In some embodiments, the fluid in the accumulator is supplied to various components within the power takeoff, including the clutch plates (which may have fluid supplied prior to and/or during engagement), which can decrease wear and/or clutch temperature. In some embodiments, the fluid in the accumulator is supplied to the clutch piston to actuate the clutch piston when the pressure in the supply line is less than optimal and/or to stabilize the pressures in the hydraulic lines connected to the clutch piston. In still further embodiments, the fluid in the accumulator is supplied to the clutch when the fluid supply line pressure is less than optimal.

Abstract: A brake assembly comprises a brake ring piston (30) and at least one coupling (33?, 33). The brake ring piston (30) is provided with at least one channel (40, 43) through which a cooling agent can be supplied. The at least one channel leads to a surface of the brake piston which faces the at least one coupling.

Abstract: The work vehicle includes a braking device, a lubricant feeding section, and a controlling section. The controlling section configured to execute a first control in which an amount of the lubricant fed to the braking device is controlled based on a temperature of a rotating member of the braking device. The controlling section sets the amount of the lubricant to a predetermined first feed amount when the braking device is in a braking state, calculates the temperature of the rotating member, and makes a decision in the first control, based on the calculated temperature of the rotating member, to change the amount of the lubricant from the first feed amount to a second feed amount, which is smaller than the first feed amount, when the braking device is switched from the braking state to a non-braking state.

Abstract: A brake device lubrication device includes a lubricant supply unit and a control unit. The control unit includes a braking timer, a release timer and a storage unit. The control unit is configured to control the lubricant supply unit so as to supply a predetermined first supply amount of lubricant to a brake device when the brake device is in a braking state, to acquire a delay time corresponding to a braking time counted by the braking timer from a relationship of correspondence between the braking time and the delay time stored by the storage unit when the brake device is switched from the braking state to a released state, and to switch a supply amount of lubricant from the first supply amount to a second supply amount which is smaller than the first supply amount when the release time counted by the release timer reaches the acquired delay time.

Abstract: A system for providing a constant flow of cooled hydraulic fluid to a dual clutch assembly of a transmission of a motor vehicle includes a hydraulic fluid cooler, a pressure control valve and a logic valve. The system is also capable of providing additional hydraulic fluid to the dual clutch assembly. The hydraulic fluid cooler provides hydraulic fluid to each clutch of a dual clutch assembly and to a logic valve. The logic valve is operable to divert additional fluid flow to either of the clutches of the dual clutch assembly.

Abstract: A wet friction clutch-lubricant system wherein a wet friction clutch having a cellulose-based friction lining, or a device including such a clutch, is lubricated with a lubricant composition a major amount of oil of lubricating viscosity and minor effective amounts of performance enhancing additives including (a) one or more ashless dispersant; (b) one or more organic phosphorus compound and (c) one or more sodium salt of an organic acid; and optionally, (d) an auxiliary friction modifier.

Abstract: A hydraulic system for controlling a double-clutch transmission operating with wet clutches. A pump provides a system pressure in a supply line, and a control valve for applying to individual clutch actuators an actuation pressure that is derived from the system pressure and that is modulated in accordance with the operating conditions. A charging valve directs hydraulic fluid delivered by the pump into a return line when the system pressure is reached, wherein the hydraulic fluid flowing through the return line can be fed to the clutches to cool them.

Abstract: A hybrid drive apparatus includes a case with first and second friction plates that can be soaked with oil. A communication mechanism allows or cuts off the communication between an internal space of the case and outside, and discharges the to the outside when the internal space communicates with the outside. A controller controls an engagement pressure to obtain a disengaged state in which the first and second friction plates are disengaged and a slipping state in which the first and second friction plates slip and rotate. An oil adjustment portion adjusts an oil amount supplied to the internal space, based on a control state of the friction engagement device, and adjusts the oil amount to a first amount when the friction engagement device is disengaged, and adjusts the oil amount to a second amount larger than the first amount when the friction engagement device starts to slip.

Abstract: A transmission configuration for a vehicle with at least a wet clutch (7) functioning as starting element. A coolant and a lubricant supply is provided via at least a pump device (5) which can be driven by a drive motor (1) of the vehicle. The pump device (5) can be driven in such a way that the conveyed flow volume of the pump device (5) is proportional to the rotational speed difference between the rotational speed of the drive motor (1) and the rotational speed of the clutch (7) which is designed and functions as the starting element.

Abstract: A vehicle drive device configured with an input member drivably coupled to an internal combustion engine, an output member drivably coupled to wheels, and a friction engagement device that selectively drivably couples the input member and the output member to each other. A rotary electric machine is connected between the input member and the output member. A housing oil chamber houses at least friction members of the friction engagement device and is filled with oil. A housing space houses the rotary electric machine, a first oil passage through which oil is supplied to the housing oil chamber, a second oil passage through which oil is discharged from the housing oil chamber; and a third oil passage through which oil discharged from the second oil passage is supplied to the housing space.

Abstract: An engine with a centrifugal clutch which can efficiently cool and lubricate the centrifugal clutch. The engine supports a pair of journal portions of a crankshaft by a bearing such as a ball bearing, a roller bearing, or the like, as well as a bearing metal. There is provided first oil supplying means formed in the crankshaft. The first oil supplying means has an oil passage for the first oil supplying means which is communicated with a main oil passage through an oil hole formed in the bearing metal and extends through a fitting portion of a crankpin to reach the centrifugal clutch.

Abstract: To provide a lubricating device which can be made compact. In a lubricating device 1-1, as a clutch engagement pressure increases, the degree of opening of a flow rate adjusting valve 13 is mechanically increased. Thus, as the clutch engagement pressure increases, the flow rate of an oil sucked from an oil pan 12 to a suction portion 11b of a jet pump 11 is increased. Therefore, as the clutch engagement pressure increases, the flow rate of the oil ejected from an ejection portion 11d of the jet pump 11 is increased. That is, as the clutch engagement pressure increases, the flow rate of the oil for lubricating a lubrication portion 20a of a friction clutch 20 is increased. Accordingly, even if a torque/oil flow rate conversion mechanism, for example, a torque sensor is not used, the flow rate of the oil ejected from the jet pump 11 can be changed only by a flow rate adjusting valve 13. With the configuration, the device can be made compact.

Abstract: A wrap spring device includes a first hub and a second hub located axially to the first hub. A wrap spring is located externally and concentrically about the first and second hubs and glycol-based solution surrounds the spring. The spring is engaged and disengaged thereby causing the first and second hubs to engage and disengage each other.

Abstract: A low-pressure pump supplies oil stored in a steering case to a steering device as lubricating oil via a steering lubricating circuit. A high-pressure pump supplies the oil stored in the steering case to a clutch via a high-pressure circuit. A transmission lubricating circuit branches off from the high-pressure circuit via a relief valve and supplies lubricating oil to a transmission device. A transmission-lubricating assist circuit is provided so as to branch off from the steering lubricating circuit and is connected to the transmission lubricating circuit. A transmission case stores the oil used to lubricate the transmission device. A scavenging pump returns the oil stored in the transmission case to the steering device.

Abstract: A hydraulic arrangement for controlling a twin-clutch transmission of a motor vehicle. The hydraulic arrangement has a hydraulic energy source for supplying the hydraulic arrangement with hydraulic energy with a hydraulic medium; a pressure accumulator for storing the hydraulic energy; and a clutch cooling device for cooling clutches of the twin-clutch transmission with the hydraulic medium. A transmission lubrication process and/or a transmission cooling process for cooling and/or lubricating a transmission of the twin-clutch transmission with the hydraulic medium is/are carried out, in addition to a prioritization process for prioritizing the supply of the pressure accumulator before the clutch cooling, and the clutch cooling before the transmission lubrication and/or transmission cooling by means of the hydraulic medium.

Abstract: A heat exchanger comprising at least one pipe (1) and at least one lamina (2), for exchanging heat between a first coolant that flows through the pipe (1) and a second coolant that wets the heat exchanger under the influence of centrifugal forces in order to be cooled and to be available to further cool a rotating machine element (3) that is situated in a housing (4). The heat exchanger is of approximately ring-shaped design, essentially surrounds the rotating machine element (3) and is integrated into the housing (4).

Abstract: In clutch or brake cooling, a conductive brush (104) is arranged between a plate (102) and a separate cooled component (106), in order to reduce the temperature of the plate. The applied pressure from said conductive element may be responsive to the temperature of the plate. For example, the brush may be operable to move to an active, rubbing position from a non-rubbing position under predetermined temperature conditions. Similar brushes can be incorporated into bearing assemblies for clutches and brakes.

Abstract: A pump system that pressurizes a fluid includes a shaft, a first rotor and a second rotor that is selectively driven by the shaft. Relative rotation between the first rotor and the second rotor generates variable sized pockets therebetween to pressurize the fluid. A clutch regulates a degree of coupling of the rotor to the shaft between a decoupled state and a coupled state to regulate the relative rotation between the first and second rotors.

Abstract: A vehicle control device includes an actual drag torque calculating unit, which calculates the drag torque of a power transfer mechanism. A lubricating oil flow rate calculating unit determines the flow rate of lubricating oil according to the actual torque, and a reference drag torque calculating unit calculates a reference drag torque. In addition, a reference lubricating oil flow rate calculating unit calculates a reference lubricating oil flow rate according to the reference drag torque. A correction rate calculating unit then calculates a correction value corresponding to the rate of correction of the lubricating oil flow rate according to the lubricating oil flow rate and reference lubricating oil flow rate. A flow rate correction unit outputs a drive signal to an actuator which controls a lubrication oil flow rate according to the correction rate.

Abstract: A DCT hydraulic power control system has a pump, a high pressure section for providing oil to actuators of the DCT, a low pressure section for providing oil to a lubrication and cooling system of the DCT, and a regulator for directing excess oil from the high pressure section to the lubrication and cooling section. A hydraulic control includes a first directional valve disposed in a main line of the low pressure section between the pump and the lubrication and cooling system, wherein the directional valve is controlled by an ON/OFF valve disposed between a check valve and the directional valve, wherein the check valve is disposed in a branch line of the low pressure section leading to the high pressure section, and wherein a second directional valve connects the second pressure outlet associated to the low pressure section with a suction side of the pump.

Abstract: The invention relates to a method and a device for suppressing transmission noise from automatic transmissions, in particular for motor vehicles, the transmission having at least two alternating multi-disk clutches that control a power flow via a gearing mechanism through which oil flows to cool the clutches and to reduce wear and tear on them. To create a method and a device that are of simple design and that can operate without wear and tear, it is proposed that under defined operating conditions of the transmission, the throughput amount of oil is increased in such a way that a defined drag torque occurs at the multi-disk clutch that is opened.

Abstract: A lubricant discharging mechanism of a clutch apparatus for a transmission, which includes the clutch apparatus having at least one clutch mechanism provided in a clutch housing defined in a transmission case and a gear train provided in a gear train housing defined in the transmission case adjacent to the clutch housing, includes a retainer, a bore, and a guide member. The retainer is provided inside the clutch housing to surround the clutch mechanism for retaining therein a lubricant for lubricating and cooling the clutch mechanism. The bore is formed at an outer circumferential portion of the retainer for discharging therethrough the lubricant lifted radially outwardly by a centrifugal force generated by a rotation of the clutch mechanism to an outside of the retainer. The guide member is connected to the retainer for guiding the lubricant discharged from the retainer towards the gear train.

Abstract: A pump system that pressurizes a fluid includes a shaft, a first rotor and a second rotor that is selectively driven by the shaft. Relative rotation between the first rotor and the second rotor generates variable sized pockets therebetween to pressurize the fluid. A clutch regulates a degree of coupling of the rotor to the shaft between a decoupled state and a coupled state to regulate the relative rotation between the first and second rotors.

Abstract: A piston operating a first clutch is disposed between a first drum accommodating the first clutch and a second drum accommodating a second clutch, and an oil reservoir storing lubricating oil that has lubricated the first clutch is provided on an inner cylindrical surface of a skirt portion of the piston. Barriers having different inner diameters are provided to the axial front and rear of the oil reservoir. When the second clutch is disengaged such that the amount of lubricating oil supplied to the oil reservoir increases, the lubricating oil overflows the barrier having the smaller inner diameter, and thus flows to the second clutch.

Abstract: The invention relates to a transfer case arrangement comprising a first output shaft, a second output shaft, a clutch for the distribution of a torque between the output shafts, a shutdown device for the shutting down of the second output shaft when the clutch is disengaged and a lubrication device for the lubrication of the clutch and/or of another component of the transfer case arrangement.

Abstract: A driving force transmission device for four-wheel-drive vehicle based on the two-wheel drive of front wheels is provided. In the case of the two-wheel drive of front wheels, a multi-disc clutch mechanism for controlling the driving force distribution to a rear wheel output shaft, and a disconnection/connection mechanism for disconnecting and connecting a rear wheel differential and a right rear wheel drive shaft are provided, and in the two-wheel drive of front wheels, the dragging torque of the multi-disc clutch mechanism is made smaller than the friction torque of a rear wheel driving force transmission section, and the front wheel differential and the right rear wheel drive shaft are disconnected by the disconnection/connection mechanism, thereby the rotation of the rear wheel driving force transmission section is stopped.

Abstract: A clutch drum for a multi-plate clutch in an automatic transmission is provided at an inner periphery thereof with splines by which friction plates are engaged. Each of the splines has a tooth tip having two circumferential ends. Only one of the circumferential ends of the tooth tip has a curved surface. The splines of the clutch drum may be formed by form rolling using a tooth forming tool including a tooth root. The tooth root may have a circumferentially leading end and a circumferentially trailing end in a rotational direction, with only the circumferentially leading end having a curved surface.

Abstract: A cooling structure of a clutch apparatus for a transmission includes a housing, a partition wall provided inside the housing, first and second chambers respectively formed inside the housing at first and second sides of the partition wall, a clutch mechanism provided inside the first chamber. A cylindrical clutch case including an opening is provided at an outer circumference of the clutch mechanism. The cooling structure further includes a first communication passage communicating with the first and second sides of the partition wall, at least one helical protrusion provided at an outer cylindrical surface of the clutch case, and a guiding cylinder provided at an outer circumference of the clutch case with a space between the helical protrusion and the guiding cylinder. The helical protrusion guides the coolant existing between the clutch case and the guiding cylinder to the first chamber from an axial end portion of the guiding cylinder.

Abstract: A hydraulic circuit for a motor vehicle transmission, preferably a twin-clutch transmission, is connected for cooling at least one clutch of the transmission. The hydraulic circuit is preferably a low-pressure circuit and it includes at least one hydraulic pump, at least one filter element, for filtering the hydraulic oil, and at least one pressure-regulating valve. The circuit-related control sequence and the power consumption of the hydraulic pump are optimized in that at least one adjusting valve is provided in order to control the volume flow of cooling oil flowing to the clutch, in that a pressure-compensation valve is provided in addition, and in that the pressure-regulating valve, the adjusting valve and/or the pressure-compensation valve are arranged and/or formed within the hydraulic circuit such that the pressure difference between the supply pressure and the establishing cooling-oil pressure is essentially constant.

Abstract: A wrap spring clutch according to some embodiments has a center shaft; a wrap spring wrapped around the center shaft in a direction of winding, and having two wrap spring ends and an abutting surface for co-operation with a friction surface; and a hollow shaft positioned around the wrap spring; and a cooling device positioned adjacent the friction surface.

Abstract: The present invention provides a lubrication controlling method for a starting clutch disposed between a transmission and an engine of a vehicle and having a wet type multi-plate clutch for transmitting a power, the method comprising the steps of detecting a temperature of oil in the starting clutch by means of a first temperature sensor, and controlling a flow amount of lubricant oil of the starting clutch in accordance with the temperature of the oil detected by the first temperature sensor, regardless of a running condition of the vehicle, and wherein the controlling step is performed in such a manner that, if the temperature of the oil is below a first set value, the flow amount is minimized, and, if the temperature of the oil is above a second set value, the flow amount is maximized, and, if the temperature of the oil is between the first and second set values, the flow amount of the lubricant oil is continuously changed in accordance with the temperature of the oil.

Abstract: The invention relates to a clutch transmission and a method of operating the same. The clutch transmission has a transmission element that is accommodated in a transmission chamber, a clutch element accommodated in a clutch chamber, and a hydraulic controller comprising an oil pump. The purpose is to provide pressures and volume flows in the clutch transmission, in which, in order to cool the clutch element, the oil pump sucks in oil and pumps it into the clutch chamber. In order to reduce churning losses in the transmission chamber to prevent air from being sucked in by the oil pump, an intake chamber is operatively connected to an oil outlet of the clutch chamber in order to receive the oil that leaves the clutch chamber.

Abstract: A one-way clutch is provided with an outer ring having a cylindrical wall on an inner circumference thereof, an inner ring having cam surfaces formed thereon, rolling elements arranged between the outer and inner rings to perform transmission of a torque between the outer and inner rings, and springs biasing the rolling elements, respectively. The inner ring is provided on its outer circumferential wall with recesses such that lube-oil receiving and accumulating parts are formed between the cylindrical wall of the outer ring and the outer circumferential wall of the inner ring.

Abstract: A low-friction sliding member in a transmission is at least one of sliding members which are in slidable contact with each other in presence of a transmission oil composition. The low-friction sliding member includes a base material having a sliding section. A hard carbon thin film is coated at a sliding surface of the sliding section of the base material. The hard carbon thin film contains hydrogen in an amount not more than 20 atomic %. The transmission oil composition contains at least one of organic oxygen-containing compound and aliphatic amine compound.