A power transfer assembly for an engine is provided. The power transfer assembly includes a first flywheel coupled to a crankshaft of the engine. The power transfer assembly includes a second flywheel selectively coupled to the first flywheel. The power transfer assembly also includes a first transmission unit coupled to the first flywheel and the second flywheel. The first transmission unit is adapted to selectively transfer mechanical power between the first flywheel and the second flywheel. The power transfer assembly further includes a second transmission unit coupled to the first transmission unit, the second flywheel, and an engine accessory. The second transmission unit is adapted to selectively transfer mechanical power between any one of the first transmission unit and the second flywheel, and the engine accessory.

The present invention relates to an epicyclic speed reducer (1), comprising a casing (4) comprising a first (2a) and a second opening (2b) arranged on opposite faces of said casing (4). The casing (4) houses inside it: a first sun gear (20) fastened inside the casing (4) at said first opening (2a); a second sun gear (30) coaxial with the first sun gear (20) with the axis passing from the first opening (2a) to the second opening (2b); a first planet gear (8a, 8b) adapted to describe a circular orbit around the first sun gear (20); a second planet gear (9a, 9b) adapted to describe a circular orbit around the second sun gear (30); a supporting element (5) interposed between the first (20) and second (30) sun gear and adapted to rotate around the axis, the supporting element (5) connected to the first (8a, 8b) and second (9a, 9b) planet gear in such a way as to allow a relative rotation of the supporting element (5) with respect to the first (8a, 8b) and second (9a, 9b) planet gear; a first belt (10) connected to the first planet gear (8a, 8b) and to the first sun gear (20); a second belt (11) connected to the second planet gear (9a, 9b) and to the second sun gear (30). Moreover the supporting element (5) is provided with a seat (21) coaxial with the axis and adapted to be fitted on one end (2) of a driving shaft such that when the seat is fitted on the driving shaft the supporting element (5) and the driving shaft are rigidly connected.

The present invention relates to an epicyclic speed reducer (1), comprising a casing (4) comprising a first (2a) and a second opening (2b) arranged on opposite faces of said casing (4). The casing (4) houses inside it: a first sun gear (20) fastened inside the casing (4) at said first opening (2a); a second sun gear (30) coaxial with the first sun gear (20) with the axis passing from the first opening (2a) to the second opening (2b); a first planet gear (8a, 8b) adapted to describe a circular orbit around the first sun gear (20); a second planet gear (9a, 9b) adapted to describe a circular orbit around the second sun gear (30); a supporting element (5) interposed between the first (20) and second (30) sun gear and adapted to rotate around the axis, the supporting element (5) connected to the first (8a, 8b) and second (9a, 9b) planet gear in such a way as to allow a relative rotation of the supporting element (5) with respect to the first (8a, 8b) and second (9a, 9b) planet gear; a first belt (10) connected to the first planet gear (8a, 8b) and to the first sun gear (20); a second belt (11) connected to the second planet gear (9a, 9b) and to the second sun gear (30). Moreover the supporting element (5) is provided with a seat (21) coaxial with the axis and adapted to be fitted on one end (2) of a driving shaft such that when the seat is fitted on the driving shaft the supporting element (5) and the driving shaft are rigidly connected.

A hydraulic pressure control device for a continuously variable transmission of a vehicle which a continuously variable transmission mechanism; a stepwise variable transmission mechanism; a shift control means, the hydraulic pressure control device includes: the shift control means including a line pressure control section configured to increase the line pressure to be greater than the line pressure before a generation of an oil vibration when the oil vibration is generated in at least one of actual hydraulic pressures of the primary pressure and the secondary pressure, and the line pressure control section being configured to continue the increase of the line pressure until the shift of the stepwise variable transmission mechanism is finished when the stepwise variable transmission is shifted in a state where the line pressure is increased.

The present disclosure may relate to centerless wheel assembly that includes a centerless rim including a first center point laying in a first plane generally defined by the centerless rim. The centerless wheel assembly may also include a centerless ring gear coupled to the centerless rim such that rotation of the centerless ring gear causes a corresponding rotation of the centerless rim. The centerless ring gear may include a second center point laying in a second plane generally defined by the centerless ring gear, and the first plane may be generally parallel to the second plane. Additionally, the centerless ring gear may be shaped to interface with a drive gear that drives the centerless ring gear.

An object of the present invention is to provide a simple-structured tensioner capable of consistently exhibiting the check valve function irrespective of the form of oil supply passages. The tensioner includes a plunger, a housing, a biasing unit, an oil supply passage, and a check valve. The check valve includes a plurality of valve members and a ball seat member. The ball seat member includes a plurality of oil passages and a plurality of seat parts. The check valve further includes a passage forming member having an oil inlet disposed between the plurality of oil passages and the oil supply passage.

The present disclosure may relate to centerless wheel assembly that includes a centerless rim including a first center point laying in a first plane generally defined by the centerless rim. The centerless wheel assembly may also include a centerless ring gear coupled to the centerless rim such that rotation of the centerless ring gear causes a corresponding rotation of the centerless rim. The centerless ring gear may include a second center point laying in a second plane generally defined by the centerless ring gear, and the first plane may be generally parallel to the second plane. Additionally, the centerless ring gear may be shaped to interface with a drive gear that drives the centerless ring gear.

A motor vehicle planetary axis transfer gearbox system includes a connective housing connecting an engine to a transmission of a motor vehicle with the transmission being positioned forward of the engine. An axis of an engine output shaft is oriented substantially parallel to an axis of a transmission input shaft. Both the axis of the engine output shaft and the axis of the transmission input shaft are oriented substantially perpendicular to a central axis of the motor vehicle. A planetary gear set is connected to one of the engine output shaft or the transmission input shaft acting to reverse a direction of rotation of either the engine output shaft or the transmission input shaft to match a direction of rotation of both the engine output shaft and the transmission input shaft. A drive chain connects the engine output shaft to the transmission input shaft.

A sprocket assembly which is either driven by a drive chain or which drives the drive chain includes a hub centered about a sprocket axis and defining a hub radially outer surface; a plurality of sprocket teeth extending radially outward from the hub; and a cushion ring assembly adjacent to the plurality of sprocket teeth and circumferentially surrounding the hub radially outer surface. The cushion ring assembly includes a cushion ring adjacent to the plurality of sprocket teeth and circumferentially surrounding the hub radially outer surface; the cushion ring being resilient and compliant. The cushion ring assembly also each includes a retention ring which is partially embedded within the cushion ring and which engages the hub radially outer surface in an interference fit, the retention ring providing axial and radial retention of the cushion ring to the hub.

The present invention provides improved, real time sensing of pressure supplied to the hydraulic operator of a clutch for a motor vehicle driveline power take off. A proportional sensor in the hydraulic line to the power take off clutch actuator provides a data signal in real time of the actual pressure applied to the clutch actuator. This signal is provided to the power take off control module (PCM) and/or to the transmission control module (TCM). The power take off control module, having instantaneous data regarding the pressure applied to the hydraulic operator achieves two important operating functions: monitoring and feedback.