The controller forms a control device for a vehicle with which torque generated in an engine and a motor generator is transmissible to a continuously variable transmission in accordance with a driving force request from a driver. The controller includes an engine controller forming a motor control unit adapted to control an output of the motor generator in accordance with the driving force request, and a transmission controller forming a transmission capacity control unit adapted to control a transmitted torque capacity of the continuously variable transmission, and, in a case where motor assistance is performed and when stability of the transmitted torque capacity of the continuously variable transmission is detected, performs the motor assistance.

A gas turbine engine for an aircraft, including the following:

a core engine including a turbine, a compressor, and a core shaft connecting the turbine to the compressor;
a fan, which is positioned upstream of the core engine, wherein the fan includes a plurality of fan blades; and
a gear box which can be driven by the core shaft, wherein the fan can be driven at a lower rotational speed than the core shaft by means of the gear box, wherein
the core shaft is designed as a drive shaft for the gear box and has at least one axial first region which has a diameter greater than the diameter of at least one axial second region, wherein the at least one first region is arranged axially between the drive side of the gear box and a mounting and/or attachment on a static part of the gas turbine engine.

A continuously variable transmission for a vehicle includes a drive clutch, a driven clutch operably coupled to the drive clutch, and a belt extending between the drive and driven clutches. The continuously variable transmission also includes an inner cover and an outer cover removably coupled to the inner cover. At least one of the inner and outer covers includes an air inlet for providing cooling air to the drive and driven clutches and the belt.

A continuously variable transmission for a vehicle includes a drive clutch, a driven clutch operably coupled to the drive clutch, and a belt extending between the drive and driven clutches. The continuously variable transmission also includes an inner cover and an outer cover removably coupled to the inner cover. At least one of the inner and outer covers includes an air inlet for providing cooling air to the drive and driven clutches and the belt.

A continuously variable transmission for a vehicle includes a drive clutch, a driven clutch operably coupled to the drive clutch, and a belt extending between the drive and driven clutches. The continuously variable transmission also includes an inner cover and an outer cover removably coupled to the inner cover. At least one of the inner and outer covers includes an air inlet for providing cooling air to the drive and driven clutches and the belt.

A method for producing an over-running decoupler that is configured to transmit rotary power between a rotary member and a hub. The over-running decoupler includes a one-way clutch having a clutch spring, a carrier that is coupled to the clutch spring and at least one spring that resiliently couples the carrier to the hub. The method includes: establishing a desired fatigue life of the at least one spring; establishing a design deflection of the at least one spring during resonance, wherein deflection of the at least one spring at the design deflection during resonance does not reduce a fatigue life of the at least one spring below the desired fatigue life; and preventing resonance in the over-running decoupler by controlling a maximum deflection of the at least one spring such that the maximum deflection is less than or equal to the design deflection.

A transmission system for vehicles, including bicycles, is disclosed. The system aligns a chain or other drive means to a center of each of a plurality of provided sprockets, allows for a smaller, lighter and more durable shifter/controller, and reduces various complications associated with cable slack and shifting. A derailleur is provided with linear actuated features to directly translate drive means from one position to another along a desired path.

A continuously variable transmission for a vehicle includes a drive clutch, a driven clutch operably coupled to the drive clutch, and a belt extending between the drive and driven clutches. The continuously variable transmission also includes an inner cover and an outer cover removably coupled to the inner cover. At least one of the inner and outer covers includes an air inlet for providing cooling air to the drive and driven clutches and the belt.

A decoupler assembly that includes a hub, a pulley and a mechanism for transmitting rotary power between the hub and the pulley. The mechanism includes a torsion spring and a one-way clutch. The torsion spring is configured to dampen vibration in the rotary power that is transmitted from the pulley to the hub. The one-way clutch has a wrap spring that is smaller in diameter than the torsion spring.

The derailleur has a damper that breaks the angular movements of a chain guide. Variable volume chambers in the damper are filled with a damping fluid and connected through a controlled fluid passage system so that fluid flows between chambers in response to angular movement of the chain guide. The damper comprises a dividing body in a mobile body coaxial to the axis X, mechanically constrained so that each rotation of the dividing body about the axis X is accompanied by a translation of the dividing body along the axis X. The dividing body is mechanically constrained to the chain guide and moves with it in the angular direction about the axis X. The chambers are formed in the mobile body on opposite sides of the dividing body and change volume in opposite directions when the dividing body moves along the axis X.