Embodiments of the invention are shown in the figures, where a gas turbine engine for an aircraft includes: an engine core including a turbine, a compressor, and a core shaft connecting the turbine to the compressor; a fan including a plurality of fan blades; and a gearbox that receives an input from the core shaft and outputs drive to the fan so as to drive the fan about a rotational axis at a lower rotational speed than the core shaft, wherein the gearbox is an epicyclic gearbox with a plurality of planet gears arranged in first and second sets of planet gears, the planet gears of the first set being positioned displaced relative to the planet gears of the second set in a direction parallel to the rotational axis.

Embodiments of the invention are shown in the figures, where a gas turbine engine for an aircraft includes: an engine core including a turbine, a compressor, and a core shaft connecting the turbine to the compressor; a fan including a plurality of fan blades; and a gearbox that receives an input from the core shaft and outputs drive to the fan so as to drive the fan about a rotational axis at a lower rotational speed than the core shaft, wherein the gearbox is an epicyclic gearbox with a plurality of planet gears arranged in first and second sets of planet gears, the planet gears of the first set being positioned displaced relative to the planet gears of the second set in a direction parallel to the rotational axis.

A transmission having a housing (18), at least a first input (20) rotatable about a first input axis (I.sub.A1), and at least a first output (26) rotatable about a first output axis (O.sub.A1). The transmission further includes a first outer side gear (14) connected to and drivable by the first input, a first planet gear set comprising a first inner planet gear (11) and a first outer planet gear (15) with the inner and outer planet gears being rigidly connected to, and in axial alignment with, one another. The first planet gear set is rotatable (22, 24) via the first outer side gear and is also rotatable (23) about the first output axis. The transmission further includes a second outer side gear (16) in mesh with the first outer planet gear, and a second inner side gear (12) connected to the first output and being rotatable about the first output axis via the first inner planet gear.

A planetary gear mechanism includes a sun gear rotatable about an axis, a first shaft that is fixed to the sun gear and is rotatable integrally with the sun gear, a plurality of planetary gears that mesh with the sun gear and are rotatable about a center line thereof parallel to the axis, an internal gear that includes internal teeth facing inside in a radial direction to mesh with the planetary gears and is rotatable about the axis, a second shaft that extends in the axial direction to be connected to the internal gear and rotates about the axis together with the internal gear, and a reinforcing member that is fixed to an outer peripheral surface of the internal gear and is formed in an annular shape of a material having a higher specific strength than that of a material forming the internal gear.

A planetary gear mechanism includes a sun gear rotatable about an axis, a first shaft that is fixed to the sun gear and is rotatable integrally with the sun gear, a plurality of planetary gears that mesh with the sun gear and are rotatable about a center line thereof parallel to the axis, an internal gear that includes internal teeth facing inside in a radial direction to mesh with the planetary gears and is rotatable about the axis, a second shaft that extends in the axial direction to be connected to the internal gear and rotates about the axis together with the internal gear, and a reinforcing member that is fixed to an outer peripheral surface of the internal gear and is formed in an annular shape of a material having a higher specific strength than that of a material forming the internal gear.

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 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.

There is disclosed an aircraft engine assembly including an engine having an engine shaft; an output shaft; a clutch in driving engagement between the engine shaft and the output shaft. The clutch has a first component in driving engagement with the engine shaft and a second component. The clutch is operable between first and second configurations. In the first configuration, the first component is rotatable relative to the second component and the engine shaft is rotatable relative to the output shaft. In the second configuration, the first and second components are engaged with one another and the engine shaft rotates with the output shaft. A mechanical lock is operable between first and second positions. In the first position, the mechanical lock is disengaged from the first component. In the second position, the first and second components are secured for joint rotation one relative to the other.

There is disclosed an aircraft engine assembly including an engine having an engine shaft; an output shaft; a clutch in driving engagement between the engine shaft and the output shaft. The clutch has a first component in driving engagement with the engine shaft and a second component. The clutch is operable between first and second configurations. In the first configuration, the first component is rotatable relative to the second component and the engine shaft is rotatable relative to the output shaft. In the second configuration, the first and second components are engaged with one another and the engine shaft rotates with the output shaft. A mechanical lock is operable between first and second positions. In the first position, the mechanical lock is disengaged from the first component. In the second position, the first and second components are secured for joint rotation one relative to the other.

An exemplary dual motor input includes a common shaft for coupling to a member to be rotationally driven, a first motor rotationally coupled to a first drive shaft, the first drive shaft coupled to the common shaft, and a second motor rotationally coupled to a second drive shaft, the second drive shaft coupled to the common shaft.