The present invention relates to a vehicle wheel comprising a hub, a rim and an inflatable tyre, in which the hub is situated around a rotation axle of the wheel, a compressor which is situated substantially inside the hub for compressing outside air, provided with an inlet for taking in air at atmospheric pressure and an outlet for delivering air at an increased pressure; a drive for driving the compressor, in which the drive is movable with respect to the rotation axle, in particular rotatable, more particularly rotatable in a direction opposite to that of the hub; an air reservoir for storing the air at increased pressure, in which the air reservoir is situated inside the rim of the wheel; a connection for connecting the outlet of the compressor to the air reservoir of the inflatable tyre of the wheel.

The present disclosure discloses an electric linear actuator, comprising: an electric motor, a transmission assembly in transmission connection with the electric motor, and a sleeve assembly in transmission connection with the transmission assembly, wherein the sleeve assembly comprises a main shaft, and a clutch device for implementing power connection or disconnection between the main shaft and the transmission assembly is provided between the main shaft and the transmission assembly, the clutch device comprising a ball clutch. The present disclosure solves the problem of poor smoothness of the existing electric linear actuators upon power connection or disconnection; besides, the present disclosure has a higher transmission efficiency and a longer service life.

The present disclosure discloses an electric linear actuator, comprising: an electric motor, a transmission assembly in transmission connection with the electric motor, and a sleeve assembly in transmission connection with the transmission assembly, wherein the sleeve assembly comprises a main shaft, and a clutch device for implementing power connection or disconnection between the main shaft and the transmission assembly is provided between the main shaft and the transmission assembly, the clutch device comprising a ball clutch. The present disclosure solves the problem of poor smoothness of the existing electric linear actuators upon power connection or disconnection; besides, the present disclosure has a higher transmission efficiency and a longer service life.

An electric powertrain includes a first electric motor that has an uninterrupted connection with a drive shaft of a vehicle. The electric powertrain further includes a second electric motor that has an interruptible connection with the drive shaft. In one form, this interruptible connection includes a clutch. The electric powertrain further includes a first gear train in the form of a first planetary gear and a second gear train in the form of a second planetary gear. The clutch in one variation includes a positive clutch in the form of a dog clutch. The dog clutch has a clutch suspension configured to deflect a clutch collar when gearing is misaligned during shifting.

A hybrid vehicle comprises an internal combustion engine, a transmission, at least one driving wheel rotationally connected to the transmission, and a coupling arrangement arranged between the internal combustion engine and the transmission, and controllable between a first state in which a drive shaft of the engine is rotationally connected to the transmission and a second state in which the drive shaft of the engine is rotationally disconnected from the transmission. The vehicle further comprises an energy recovery device connected to the coupling arrangement via a flexible driving member for allowing recovery and storage of energy recovered from deceleration of the at least one driving wheel. The vehicle may further comprise a sensor for sensing a parameter value indicative of desired deceleration, and a control unit for controlling the coupling arrangement to the second state when the sensed parameter value indicates desired deceleration of the hybrid vehicle.

A hybrid vehicle comprises an internal combustion engine, a transmission, at least one driving wheel rotationally connected to the transmission, and a coupling arrangement arranged between the internal combustion engine and the transmission, and controllable between a first state in which a drive shaft of the engine is rotationally connected to the transmission and a second state in which the drive shaft of the engine is rotationally disconnected from the transmission. The vehicle further comprises an energy recovery device connected to the coupling arrangement via a flexible driving member for allowing recovery and storage of energy recovered from deceleration of the at least one driving wheel. The vehicle may further comprise a sensor for sensing a parameter value indicative of desired deceleration, and a control unit for controlling the coupling arrangement to the second state when the sensed parameter value indicates desired deceleration of the hybrid vehicle.

A gear transmission for aeronautical applications comprising an input shaft rotating about an axis, an output shaft rotating about said axis, and a transfer group for transferring the torque from the input shaft to the output shaft; the transfer group comprises a first torque splitting stage, receiving the torque entered from the input shaft, and a second torque splitting stage, receiving the torque entered from the first stage; the first stage presents at least one first rotating member and the second stage presents at least one second rotating member; the input shaft and the first rotating member cooperate with one another at respective interaction surfaces coupled frontally and extending transversely to the first axis; the rotating members cooperate with one another at respective friction surfaces coupled frontally and extending transversely to said axis; one of the interaction surfaces comprises first engagement elements, and another of the interaction surfaces comprises second engagement elements complementary to the first engagement elements, and said engagement elements are clutch coupled to one another.

A two dimensional structure such as a disk or belt is shaped or distorted to form a buckling wave. At least one contact touches the wave, with two contacts squeezing the wave between them providing a firmer connection. The wave is propagated along the structure by any of a variety of means including magnets or piezo actuators. This movement of the wave moves the contacts relative to the two dimensional structure, providing a high leverage ratio.

A two dimensional structure such as a disk or belt is shaped or distorted to form a buckling wave. At least one contact touches the wave, with two contacts squeezing the wave between them providing a firmer connection. The wave is propagated along the structure by any of a variety of means including magnets or piezo actuators. This movement of the wave moves the contacts relative to the two dimensional structure, providing a high leverage ratio.

A method for controlling a positive gearshift unit is disclosed. In an engagement procedure, a coupling element, which is connected to a first coupling half and which has a beveled coupling toothing, is brought into engagement with a blocking element, which has a blocking toothing and which is connected to a second coupling half, and is brought into engagement with a catch element, which is connected to the second coupling half, which has a beveled catch toothing, and which is able to move circumferentially with respect to the blocking element. In the engagement procedure, a touch-point is set which comes after a crossing of a synchronous rotational speed in a rotational speed difference profile.