Vehicle wheel assembly

Abstract

An assembly (1) comprises: at least one vehicle wheel (2) adapted to rotate about a vehicle wheel axis (X2) and adapted to perform at least a rolling motion on a forward surface of the vehicle; at least one flywheel (4) adapted to rotate about a flywheel axis (X4) and operatively connected to at least one vehicle wheel (2) so that the vehicle wheel (2) can transfer kinetic energy to the flywheel (4); at least one kinetic energy recovery device (10) operatively associated with the flywheel (4) and adapted to store kinetic energy transferred to the flywheel (4). ) to make it available for subsequent applications; at least one clutch (8) which is suitable for selectively and operatively connecting and disconnecting the vehicle wheel (2) and the flywheel (4), thereby decoupling the flywheel (4) from the vehicle wheel (2) to allow the flywheel (4) to rotate due to inertia when the vehicle wheel (2) is stopped, and coupling the vehicle wheel (2) to the flywheel (4) rotating due to inertia when stationary to transmit the starting rotational motion from the flywheel (4) to the vehicle wheel (2).

Description

Technical Field

[0001] The invention relates to an assembly for a vehicle.

[0002] Furthermore, the invention relates to a vehicle comprising at least one assembly.

[0003] The invention also relates to a vehicle wheel assembly comprising said assembly and to a system for controlling said assembly.

[0004] Furthermore, the invention relates to a braking method.

[0005] Furthermore, the present invention relates to a kinetic energy recovery method.

[0006] Furthermore, the invention relates to a method for increasing the instantaneous power of a vehicle. Background Art

[0007] Generally, motor-driven vehicles (eg, driven by an electric motor) dissipate kinetic energy as heat when braking, which overheats the brake system components, rendering them inefficient and less ready to respond to braking commands.

[0008] In the case of racing vehicles equipped with carbon-ceramic brake discs, by contrast, a certain predetermined overheating of such brake discs is preferred in order to achieve the required braking action.

[0009] Therefore, the braking parameters need to be customized as needed.

[0010] In a riding vehicle, such as a motorcycle or a bicycle, controlling the vehicle's attitude in a forward motion state is a complex phenomenon based on a dynamic balance biased by the gyroscopic effect. In fact, the rolling of the vehicle wheels of the riding vehicle on the vehicle's forward surface, such as the road surface, generates gyroscopic momentum through the rotation of the vehicle wheels themselves around the corresponding rotation axis.

[0011] In fact, in order to make a turn, the driver of a riding vehicle (e.g., a motorcycle) must tilt sideways or tilt the motor vehicle in the direction of the turn so that the rotation of a steering wheel (or a plurality of steering wheels in more than one case) produces a gyroscopic momentum that is intended to help the steering device of the front wheel frame of the motorcycle rotate in the direction of the turn. Similarly, during the roll, the gyroscopic effect produced by the vehicle wheel tilted relative to the vertical direction, i.e., relative to the direction of gravity, produces a momentum that is intended to make the motorcycle straighten, in other words, to reduce or eliminate the roll angle through gyroscopic reaction. Therefore, when the motorcycle leaves the curve and drives in a straight line, the gyroscopic momentum produced by a steering wheel (or a plurality of steering wheels in more than one case) tends to make the riding vehicle straighten. In addition, the gyroscopic effect of the motorcycle wheel movement tends to make the vehicle yaw when the motorcycle is in a roll state (e.g., when turning).

[0012] For these reasons, the gyroscopic effect provides a stabilizing effect for a riding vehicle in a roll state when entering and leaving a curve and when turning. Due to the gyroscopic effect, the behavior of a motorcycle in a turn becomes more rigid as the forward speed of the motorcycle increases. In fact, due to this stabilizing effect given by the gyroscopic momentum generated by one or more rotating vehicle wheels of the motorcycle, as the forward speed of the motorcycle, and therefore the angular rotation speed of the motorcycle wheels, increases, the driver is usually unable to resist this gyroscopic effect that tends to straighten the motorcycle in a roll state, for example, when turning, so the driver cannot or at least needs to slow down to tilt the motorcycle to a favorable roll angle that allows turning at a faster forward speed. Therefore, not only in racing applications, the stabilizing effect given by the gyroscopic momentum generated by the rotating motorcycle wheels is generally undesirable because it produces a slowed forward speed in a roll state, for example, when turning. The gyroscopic momentum is further increased by a motor which is integrally arranged in the vehicle wheel (known as an in-wheel motor), wherein generally one of the stator or the rotor is integral and fixed relative to the vehicle chassis or a part thereof, and the other of the stator or the rotor rotates integrally with the vehicle wheel, thereby increasing its mass and, in the worst case, significantly increasing the gyroscopic effect. On the other hand, during forward travel of the motorcycle at a lower forward speed, the gyroscopic stabilizing effect is reduced by the effect of the lower rotational speed of the motorcycle wheels, so that the motorcycle is in an unstable equilibrium state. Therefore, it is generally undesirable to have no stabilizing effect at a lower forward speed on a straight path.

[0013] Furthermore, in the case of an automobile (i.e., a vehicle not adapted to roll), gyroscopic stabilization is undesirable when cornering, for example, creating lateral pulls that may limit the vehicle's ability to negotiate tighter corners (i.e., with a reduced radius of curvature) at high speeds. Furthermore, still in the automotive context, providing at least one such in-wheel motor creates an increased gyroscopic effect, which further reduces the vehicle's maneuverability when cornering, for example, by requiring the vehicle to make larger turns (i.e., with a larger radius of curvature) when the vehicle is traveling at a faster forward speed (such as in the case of a racing or emergency vehicle).

[0014] In response to the need to provide a solution for regulating the gyroscopic momentum generated by the rotating vehicle wheels of a vehicle, for example, document EP-2085037 shows a toy motorcycle having a magnetic transmission equipped with a flywheel connected to a programmable logic controller to stabilize the toy vehicle when the vehicle is decelerated. In addition, document WO-2014-041326 discloses a solution based on a continuously variable transmission (CVT) of a drive train to allow the flywheel to rotate in the same plane but in opposite directions relative to the vehicle wheels.

[0015] Furthermore, starting a stationary vehicle requires that a specified amount of mechanical energy be transferred from the motor or from other (multiple) components to the vehicle's (multiple) drive wheels in a very short time. In order to meet the need for a solution capable of storing at least a portion of the kinetic energy dissipated during the braking action so that it can help start the vehicle from a stationary state, a variety of regenerative braking systems have been proposed, for example, start-stop type with a flywheel that can be connected to the vehicle wheel and is suitable for rotating by inertia when decoupled from the vehicle wheel, such as shown in documents WO-2005-100068, DE-3126487, WO-2015-19803, EP-2848835, WO-2013-083885 and WO-2016-157146 for application on railway vehicles. The above-mentioned regenerative braking systems still require the flywheel to be equipped with an emergency brake, thereby dissipating a large amount of the stored energy. An example of a document showing an emergency brake for a flywheel is WO-2019-010306, which is used to stop the flywheel when it is decoupled from the vehicle wheels.

[0016] Electric vehicles equipped with accumulator or battery charging systems based on the recovery of a portion of the kinetic energy that may be dissipated by friction during braking are also known. However, during the braking phase of such vehicles, the performance of such known systems is limited by the large peak currents generated by the conversion of existing accumulators that are generally not suitable for storing a portion of the kinetic energy that must otherwise be dissipated as heat in the short available time. Moreover, in the known kinetic energy recovery systems, the battery instead requires the movement of the vehicle to be charged.

[0017] Therefore, there is a need to provide a flexible and versatile solution that is able to store at least a portion of the kinetic energy dissipated during service braking action so that it can be converted into electrical energy and stored in a dedicated electrical energy storage unit when needed, even when the vehicle is decelerating or stationary.

[0018] Similarly, there is a need to provide a solution that is able to store at least a portion of the kinetic energy that would be dissipated during the braking action, making it available to the vehicle during the acceleration phase after service braking, if required.

[0019] There is also a need to provide a solution that can reduce the fuel consumption of internal combustion engines and the electrical energy consumption of electrically driven motors, and generally reduce the consumption of any type of energy used.

[0020] Furthermore, there is a need to reduce the fuel consumption of vehicles and the environmental impact of the disposal of parts and components that necessarily have a limited operating life, such as battery-driven electronic components. Summary of the invention

[0021] The object of the present invention is to address the deficiencies of the prior art and to provide a solution that meets the needs described herein for the prior art.

[0022] These and other objects are achieved by an assembly according to claim 1 , a vehicle, a vehicle wheel assembly and a method according to the dependent claims.

[0023] Advantageous embodiments are the subject matter of the dependent claims.

[0024] According to one aspect of the assemblies, devices, vehicles and methods of the present invention, an assembly comprises at least one vehicle wheel and at least one further rotating member operatively connected to said vehicle wheel, and at least one transmission implementing a gear ratio which may be equal to or different from +1.

[0025] According to one aspect of the assembly, device, vehicle and method of the invention, at least one braking device is provided which acts on the at least one further rotating component so that the vehicle wheel can be braked by the braking action on the at least one further rotating component, possibly until it is stopped.

[0026] According to one aspect of the assembly, device, vehicle and method of the invention, the at least one further rotating component preferably comprises at least one braking surface designed to exchange frictional forces with a friction material of the braking system comprising or formed by a friction braking system.

[0027] According to one aspect of the assembly, device, vehicle and method of the present invention, the at least one further rotating component comprises at least one of the following: a flywheel, a brake disc, a brake drum, or a combination thereof.

[0028] According to one aspect of the assembly, device, vehicle and method of the invention, there is provided a kinetic energy recovery device operatively associated with the flywheel and adapted to store the kinetic energy transferred to the flywheel so as to make it available for subsequent use.

[0029] According to one aspect of the assembly, apparatus, vehicle and method of the invention, further flywheels are provided so as to provide one or more flywheel pairs, wherein the flywheels in a pair can rotate in opposition to each other.

[0030] According to one aspect of the assembly, device, vehicle and method of the present invention, there is provided a single further rotating member associated with a single braking device, such that the single braking device is the only device associated with the vehicle wheel that can provide braking of the vehicle wheel until it is stopped.

[0031] According to one aspect of the assembly, device, vehicle and method of the present invention, the transmission is or can be formed integrally with the vehicle chassis.

[0032] According to one aspect of the components, devices, vehicles and methods of the present invention, the transmission device includes a planetary gear system having planetary gears and a planet carrier, wherein the planet carrier is composed of at least one of the following: a vehicle wheel; a vehicle chassis; a suspension system, such as a fork or a rocker arm; a fork leg; a brake caliper bracket, such as a floating brake caliper bracket; a preferably friction-based braking device; or a combination of the above elements.

[0033] According to one aspect of the assemblies, devices, vehicles and methods of the present invention, at least one clutch is adapted to selectively and operatively connect and disconnect the vehicle wheels from the flywheel.

[0034] According to one aspect of the assemblies, devices, vehicles and methods of the present invention, at least one clutch is adapted to selectively and operatively connect and disconnect flywheels of the at least one flywheel pair.

[0035] According to one aspect of the assemblies, devices, vehicles and methods of the present invention, at least one clutch is adapted to selectively and operatively connect and disconnect the first flywheel pair from the second flywheel pair.

[0036] According to one aspect of the assembly, apparatus, vehicle and method of the present invention, a vehicle (eg, a motorcycle) includes a brake caliper disposed forward of a fork.

[0037] According to one aspect of the assembly, device, vehicle and method of the present invention, a transmission is provided, which preferably includes a gear train adapted to operatively connect a vehicle chassis, a vehicle wheel and at least one further rotating member to each other, thereby achieving a transmission ratio which may be different from +1.

[0038] According to one aspect of the assembly, device, vehicle and method of the invention, at least one planetary gear of the gear train of the transmission system forms a clutch. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] Further features and advantages of the present invention will become apparent from the following description of preferred embodiments of the invention given by way of non-limiting examples and with reference to the accompanying drawings, in which:

[0040] Figure 1A is a block diagram of components according to one embodiment;

[0041] Figure 1B is a block diagram of components according to one embodiment;

[0042] Figure 1C is a block diagram of components according to one embodiment;

[0043] Figure 1D is a block diagram of components according to one embodiment;

[0044] Figure 1E is a block diagram of components according to one embodiment;

[0045] Figure 1F is a block diagram of components according to one embodiment;

[0046] Figure 1G is a block diagram of components according to one embodiment;

[0047] Figure 2A schematically illustrates a vehicle including an assembly according to one embodiment;

[0048] Figure 2B schematically illustrates a vehicle including an assembly according to one embodiment;

[0049] Figure 3A schematically illustrates an assembly according to one embodiment;

[0050] Figure 3B schematically illustrates an assembly according to one embodiment;

[0051] Figure 4A is an exploded isometric view of an assembly according to one embodiment;

[0052] Figure 4B Shows Figure 4A Exploded vertical elevations of the components;

[0053] Figure 4C shows an assembly according to one embodiment;

[0054] Figure 5A is a cross-sectional view taken along an axial-radial plane showing an assembly according to one embodiment;

[0055] Figure 5B is a cross-sectional view taken along an axial-radial plane showing an assembly according to one embodiment;

[0056] Fig. 6A is a cross-sectional view taken along an axial-radial plane showing an assembly according to one embodiment;

[0057] Figure 6B is a cross-sectional view taken along an axial-radial plane showing an assembly according to one embodiment;

[0058] Fig. 7A is a cross-sectional view taken along an axial-radial plane showing an assembly according to one embodiment;

[0059] Figure 7B yes Fig. 7A an enlarged view of a detail in which some parts are not shown for clarity;

[0060] Fig. 8A is a cross-sectional view taken along an axial-radial plane showing an assembly according to one embodiment;

[0061] Figure 8B is a cross-sectional view taken along an axial-radial plane showing an assembly according to one embodiment;

[0062] Fig.9A is a cross-sectional view taken along an axial-radial plane showing an assembly according to one embodiment;

[0063] Fig. 9B yes Fig.9A Exploded vertical elevations of the components in the

[0064] Fig. 9C yes Fig.9A or Fig. 9B A plan view of the assembly of the components;

[0065] Fig.10 is a cross-sectional view of a clutch and a planetary gear of a transmission according to one embodiment. DETAILED DESCRIPTION

[0066] According to a first general embodiment there is provided an assembly 1 for a vehicle 40. With reference to the drawings, the assembly 1 is indicated by reference numeral 1. Identical elements or identical parts of elements will be indicated by the same reference numerals.

[0067] The assembly 1 comprises at least one vehicle wheel 2 adapted to rotate about a vehicle wheel axis X2 and adapted to perform at least rolling motion on a forward surface 39 (e.g. a road surface) of a vehicle 40. The vehicle wheel axis X2 is transverse to a forward travel direction Y of the vehicle 40 or in the opposite direction.

[0068] The vehicle wheel 2 preferably includes a rim body 42 and a tire 41 (e.g., tubeless) associated with the rim body 42. The axle 3 can support the vehicle wheel 2 by rotatably connecting the vehicle wheel 2 to the chassis 15 (e.g., a vehicle suspension and / or a fork or a swing arm) of the vehicle 40. The axle 3 is preferably formed as one piece with the chassis 15. The rolling element 43 can be inserted between the axle 3 and the rim body 42 of the vehicle wheel 2. The vehicle wheel 2 can be a driving wheel, for example, driven by a motor, for example, by an electric motor (e.g., an in-wheel electric motor), or can be a driven wheel of a vehicle.

[0069] The vehicle wheels 2 are provided to generate a gyroscopic force which has a stabilizing effect on the posture of the vehicle 40 when the vehicle 40 is traveling forward on the forward surface 39 (eg, a road) or in a reverse state Y.

[0070] The assembly 1 is particularly suitable, but not exclusively, for use on a vehicle 40 adapted to tilt or roll when turning, such as a bicycle, a motorcycle and / or a scooter and / or a scooter with at least two or at least three vehicle wheels (e.g. a scooter with steering and / or driving vehicle wheels) and a quadricycle. Preferably, the assembly 1 is particularly suitable, but not exclusively, for use on a motorcycle.

[0071] Preferably, the assembly 1 is suitable for use in automobiles. Preferably, the assembly 1 is suitable for use in vehicles 40 equipped with a plurality of vehicle wheels, such as trucks, trains and aircraft.

[0072] The assembly 1 is particularly suitable, but not exclusively, for use in motor vehicles (eg with an internal combustion engine and / or an electric motor).

[0073] The assembly 1 is particularly suitable, but not exclusively, for use in racing vehicles 40 and high-performance vehicles 40 .

[0074] An axial direction XX substantially coincides with the vehicle wheel rotation axis X2, a radial direction RR orthogonal to and associated with the axial direction XX, an inner radial direction RI toward the axial direction XX and an outer radial direction RO opposite to the inner radial direction RI, and a tangential direction CC or a circumferential direction CC orthogonal to both the axial direction XX and the radial direction RR are defined.

[0075] The assembly 1 further comprises at least one flywheel 4, which can be operatively connected to the at least one vehicle wheel 2 and is adapted to rotate about an axis of rotation X4 of a further flywheel axis. The axis of rotation X4 of the further rotating member is transverse to the forward travel direction Y or the opposite direction of the vehicle 40 and is preferably parallel to the vehicle wheel axis X2. According to one embodiment, the vehicle wheel axis X2 and the axis of rotation X4 of the further rotating member are parallel. According to one embodiment, the vehicle wheel axis X2 and the axis of rotation X4 of the further rotating member are substantially coincident.

[0076] The operative connection between the at least one further rotational member 4 and the at least one vehicle wheel 2 may comprise a first transmission 6 and a first clutch 8 .

[0077] According to one embodiment, for example Figure 1D As schematically shown, the operative connection between the at least one further rotating member 4 and the at least one vehicle wheel 2 comprises both a transmission 6 and a clutch 8. For example, the transmission 6 may be designed to multiply the revolutions per minute of the further rotating member 4 relative to the vehicle wheel 2.

[0078] The further rotating member 4 can be rotationally associated with the axle 3 by means of interposed rolling elements 43 .

[0079] When more than one further rotating member 4 is provided, an operative connection may be provided between at least some but not all of the further rotating members. The operative connection between at least some of the further rotating members may include a further transmission 106 and a further clutch.

[0080] According to a preferred embodiment (which need not be combinable with all the embodiments described above), the transmission 6 is adapted to transmit mechanical power, preferably rotational kinetic energy, between the at least one further rotating member 4 (e.g. at least one flywheel) and / or the vehicle wheel 2 and / or other further rotating members 4 directly connected and / or equipped with at least one flexible connection (e.g. a flexible joint). In other words, the transmission is adapted to transmit kinetic energy directly or indirectly (e.g. by interposing at least one flexible joint (e.g. a flexible joint)) from the vehicle wheel 2 to at least one further rotating member device 4 (e.g. at least one flywheel) and / or to other further rotating member devices 4. For example, at least three further rotating members may be provided, one of which is associated with the brake device 18 and the other two are associated with each other to form a flywheel pair which preferably rotates in opposite directions relative to each other, and wherein the transmission is preferably provided between the further rotating member acting as a brake and at least one flywheel of the flywheel pair. For example, at least two further rotating components may be provided, one of which is associated with the brake device 18 and the other forms a flywheel, preferably the at least two counter-rotating rotating components, with a transmission preferably interposed between them and with a clutch also interposed between them.

[0081] The at least one additional rotating member 4 can be used as a brake disc and / or a brake drum and / or a flywheel and / or a rotor / stator of an electric motor. When more than one additional rotating member 4 is provided, they can have different functions, generating the final gyroscopic force that affects the attitude of the vehicle 40, and at least one additional rotating member 4 can be used as a brake disc and / or a flywheel and / or a rotor / stator of an electric motor.

[0082] According to a preferred embodiment, the assembly 1 comprises a transmission 6 adapted to transmit mechanical power, preferably rotational kinetic energy, between the at least one vehicle wheel 2 and the at least one further rotating member 4. The transmission 6 may be adapted to transmit mechanical power in only one direction, preferably in both directions.

[0083] The transmission ratio achieved by the transmission device 6 can be positive or negative.

[0084] The term "negative gear ratio" means a counter-rotating gear ratio. In this way, the vehicle wheel 2 and the further rotating member 4 rotate in opposite directions relative to a common reference object, which is essentially stationary relative to the chassis 15 of the vehicle 40, such as the wheel axle 3 or the vehicle suspension or motorcycle fork, through the action of the transmission device 6. Therefore, the term "counter-rotating" does not mean that one of the vehicle wheel 2 or the further rotating member 4 is stationary relative to the chassis 15 and the other rotates, but rather that the vehicle wheel 2 and the further rotating member device 4 both rotate in opposite directions relative to the chassis 15.

[0085] Providing a negative transmission ratio establishing a counter-rotation between the vehicle wheel 2 and the further rotating component 4 allows compensating at least a portion of the gyroscopic forces of the vehicle wheel 2 producing a stabilizing effect on the vehicle 40. In this way, a destabilizing effect can be achieved on the vehicle 40 by appropriately setting the negative transmission ratio and the size of the mass distribution in the radial direction of at least one vehicle wheel 2 and / or at least one further rotating component 4.

[0086] Depending on the negative transmission ratio and the magnitude of the mass distribution in the radial direction of the at least one vehicle wheel 2 and / or the at least one further rotating component 4 , a further stabilizing or superstabilizing effect can also be achieved on the vehicle 40 .

[0087] According to a preferred embodiment, the transmission 6 achieves a transmission ratio equal to −1. In this way, the vehicle wheel 2 and the further rotating member 4 rotate at the same angular speed.

[0088] The positive transmission ratio between the vehicle wheel 2 and the further rotating member allows a further stabilizing effect to be produced on the vehicle 40 .

[0089] Those skilled in the art will appreciate that a further stabilizing effect can be achieved on the vehicle 40, for example by providing a negative multiplication gear ratio (i.e. a gear ratio less than -3) and also by providing a negative gear ratio and a negative gear ratio of appropriate size and a mass distribution in the radial direction of at least one vehicle wheel 2 and / or at least one further rotating component 4.

[0090] According to one embodiment, the additional rotating member 4 used as a brake disc is made of carbon fiber and / or carbon ceramic material. For example, a suitable operating temperature of a brake disc made of carbon fiber and / or carbon ceramic material can be achieved by setting the size of the multiplication ratio.

[0091] According to one embodiment, said assembly 1 also comprises flywheel braking means 18 associated with said flywheel 4, suitable for exerting a braking action on said flywheel 4 through said transmission 6 implementing a transmission ratio, making it possible to brake the vehicle wheels 2 until they are stopped.

[0092] According to a preferred embodiment, the transmission 6 realizes a transmission ratio different from +1.

[0093] The absolute value of the transmission ratio may be greater than 1, i.e. greater than +1 and / or less than -1, so that the transmission ratio is a speed multiplying transmission ratio. For the purposes of the present invention, a speed multiplying transmission ratio refers to a state in which the angular velocity of the further rotating member 4 is multiplied relative to the angular velocity of the vehicle wheel 2 by the transmission ratio achieved by the transmission device 6 in the case of a positive and a negative transmission ratio.

[0094] The absolute value of the transmission ratio may be less than 1, i.e. comprised between -1 and 1 and different from zero, so that the transmission ratio is a speed multiplying transmission ratio. For the purposes of the present invention, a speed reducing transmission ratio refers to a state in which the angular velocity of the further rotating member 4 is reduced relative to the angular velocity of the vehicle wheel 2 by said transmission ratio achieved by said transmission device 6 in the case of a positive and a negative transmission ratio.

[0095] The transmission 6 may include a continuously variable drive, such as a CVT, so that the transmission ratio is variable.

[0096] The transmission 6 may comprise a simple gear train, such as a pair of gears, a first of the pair of two gears being connected to the vehicle wheel 2 or at least one further rotating member 4 and a second of the pair of two gears being connected to the at least one further rotating member 4 or another of the vehicle wheels 2 .

[0097] According to one embodiment, the transmission 6 comprises at least one gear train suitable for transmitting a rotational motion. According to one embodiment, the at least one gear train comprises at least one pair of pulleys (e.g. toothed pulleys) and a belt (e.g. toothed belt) in contact with each other, wherein at least a portion of the rotation axis of the pulleys is formed integrally with the chassis 15 of the vehicle. For example, such an assembly 1 is suitable for forming a vehicle wheel assembly, wherein the rotation axis X2 of the wheel 2 and the rotation axis X4 of the flywheel 4 are parallel.

[0098] According to a preferred embodiment, the assembly 1 comprises at least one braking device 18, preferably a friction braking device, which is suitable for applying a braking action, preferably a friction braking action, on the at least one further rotating member 4, so that the at least one vehicle wheel 2 can be braked by braking the at least one further rotating member 4 until it stops. For example, the braking action can be applied by an electromagnetic mechanism.

[0099] The braking effect applied by the brake device 18 on at least one other rotating member 4 is transmitted to the vehicle wheel 2 via the transmission device 6 that realizes the transmission ratio. When the transmission ratio realized by the transmission device 6 is different from +1 and -1, the braking effect applied by the brake device 18 is transmitted to the vehicle wheel 2 according to the transmission ratio.

[0100] The braking device 18 is arranged in connection with at least one further rotating component 4 such that the further rotating component 4 is simultaneously suitable for generating gyroscopic forces having a stabilizing or destabilizing effect on the vehicle 40 and for generating a braking torque on the at least one vehicle wheel 2 .

[0101] Preferably, the at least one further rotating component 4 comprises at least one braking surface 5, which is for example adapted to receive friction material from a friction braking device 18, so as to brake the vehicle wheel 2 until it is brought to a standstill.

[0102] When further rotating components 4 are provided, not all of them are necessarily associated with the braking device 18. In this way, the gyroscopic effect on the attitude of the vehicle 40 and the braking action on the vehicle 40 are adjusted.

[0103] Those skilled in the art will understand that when the transmission device 6 realizes an angular velocity multiplication transmission ratio, the braking action applied to the other rotating member 4 , preferably the braking torque generated by friction braking, is multiplied and transmitted to the vehicle wheel 2 .

[0104] According to a preferred embodiment, the braking device is a friction braking device 18 .

[0105] According to a variant, the braking device is a braking device comprising a hydraulic transmission.

[0106] According to a variant, the braking device is a braking device comprising an electromagnetic braking system.

[0107] The transmission 6 preferably includes at least one portion that is integrated with the chassis 15 of the vehicle 40, which is integral with a portion of the chassis 15 or can be integral with it, such as through the clutch 108. This integration can be a continuous and gradual process. The transmission 6 can function as a differential.

[0108] By appropriately configuring the transmission 6 and its components it is possible to allow the vehicle wheel 2 or at least one further rotating member 4 not to rotate in specified operating conditions.

[0109] By appropriately configuring the transmission 6 and its components, it is possible to allow the further rotating member 4 not to rotate relative to the vehicle wheel 2, i.e. to remain integral with the vehicle wheel 2 (e.g. temporarily). For example, the planet carrier 34 can be decoupled from the chassis 15 which is driven in rotation together with the vehicle wheel 2 and the further rotating member 4. For example, at least one planet gear 33 of the plurality of planet gears comprises a motion transmission shaft which integrates the at least one planet gear with the vehicle 40, thereby transmitting the rotational motion from the at least one further rotating member 4 to the at least one planet gear, and vice versa. A variable speed drive (e.g. a centrifugal variable speed drive and / or an electronic variable speed drive and / or a mechanical variable speed drive) can be associated with the transmission 6, thereby changing the ratio between the angular momentum of the vehicle wheel 2 and the angular momentum of the at least one further rotating member 4. Preferably, the variable speed drive is included in the transmission 6 and, for example, is inserted into the rim body 42 of the vehicle wheel 2.

[0110] According to a preferred embodiment, the transmission 6 comprises a gear train (e.g., a planetary gear set) comprising a pinion 37, an internal gear or drum gear 31, and a plurality of planetary gears 33 forming a planetary gear train 32 operatively associated with the ring gear 31. Preferably, there are three planetary gears 33 associated with a planet carrier 34. The planet carrier 34 may include a bracket that cooperates with a "Y"-shaped key snap-fit ​​device to lock the rotation of the gear train, and preferably the planet carrier 34 is associated with a rotation locking device 35, which can be connected to the chassis 14 of the vehicle 40, for example, to the fork leg 25 of a motorcycle, so as to prevent the planetary gear train 34 from rotating relative to the vehicle chassis 15. A reinforcement ring 36 can be associated with the planet carrier 34. A fastening element 44 (e.g., a threaded fastener) can be provided to integrate at least a portion of the transmission 6 with the vehicle chassis 15.

[0111] According to one embodiment, the ring gear 31 of the transmission 6 is formed integrally with the vehicle wheel 2 or can be formed integrally with it, for example by means of a clutch, the pinion 37 rotates integrally with the at least one threaded rotating member 4 or can rotate integrally, for example by means of a clutch, and the planetary gear set 32 ​​rotates integrally with the vehicle chassis 15 (for example, a suspension device of a vehicle 40 or a fork 25 of a vehicle 40) or can rotate integrally, for example by means of a clutch. In this way, a counter-rotation between the vehicle wheel 2 and at least one further rotating member 4 can be achieved. For example, an assembly 1 provided with such a transmission 6 is suitable for forming a vehicle wheel assembly for an in-wheel motor.

[0112] According to one embodiment, the ring gear 31 of the transmission 6 is or can be formed as one piece with the vehicle chassis 15, the pinion 37 or one of the planetary gear sets 32 rotates or can rotate as one piece with the vehicle wheel 2, and the other of the pinion 37 or the planetary gear set 32 ​​is or can be formed as one piece with the at least one other rotating member 4. In this way, coordinated rotation between the vehicle wheel 2 and the at least one other rotating member 4 can be achieved. For example, the assembly 1 provided with such a transmission 6 is suitable for forming a vehicle wheel assembly for an in-wheel motor.

[0113] According to one embodiment, the pinion 37 is or can be formed integrally with the vehicle chassis 15, the ring gear 31 or one of the planetary gear sets 32 rotates or can rotate integrally with the vehicle wheel 2, and the other of the ring gear 31 or the planetary gear set 32 ​​is or can be formed integrally with the at least one further rotating member 4. In this way, coordinated rotation between the vehicle wheel 2 and the at least one further rotating member 4 can be achieved, and the assembly 1 is suitable for forming an in-wheel motor for a vehicle wheel assembly 30.

[0114] For example, counter-rotation of the vehicle wheel 2 and the further rotating member 4 can be achieved by fixing the planet carrier to the chassis 15 .

[0115] According to a preferred embodiment, the ring gear 31 or the pinion 37 is formed or can be formed as one piece with the vehicle wheel 2, and the other of the ring gear 31 or the pinion 37 is formed or can be formed as one piece with the at least one other rotating member 4, and wherein the planetary gear set 32 ​​is formed or can be formed as one piece with respect to the vehicle chassis 15 (for example, it is formed or can be formed as one piece with the suspension device of the vehicle 40). In this way, the reverse rotation between the vehicle wheel 2 and the at least one other rotating member 4 can be achieved.

[0116] According to one embodiment, the ring gear 31 or the pinion 37 is or can be formed as one piece with the vehicle wheel 2, and the other of the ring gear 31 or the pinion 37 is or can be formed as one piece with the at least one other rotating component 4, and wherein the planetary gear set 32 ​​can, for example, rotate integrally or freely relative to the vehicle chassis 15 with the aid of a clutch 108 (for example, it is or can be formed as one piece with a suspension device of the vehicle 40), for example, by determining when the planetary gear set 32 ​​is formed as one piece relative to the vehicle chassis 15, the vehicle wheel 2 and the other rotating component 4 rotate in opposite directions to each other, however, when the planetary gear set 32 ​​rotates freely relative to the vehicle chassis 15, the vehicle wheel 2, the other rotating component 4 and the planetary gear set 32 ​​rotate in the same direction.

[0117] According to one embodiment, the transmission device 6 comprises a ratchet 23 (or flywheel) and / or a ratchet mechanism 23 or ratchet teeth or the like, which is suitable for transmitting rotational motion in only one direction. Preferably, the ratchet mechanism 23 comprises at least one barb biased by a spring against one side of at least one tooth of the gear, so that the barb and the tooth cooperate to allow the gear to rotate in only one direction. In this way, mechanical rotational power can be transmitted in only one direction, and the at least one additional rotating member 4 can be braked without braking the vehicle wheel 2 to adjust the gyroscopic effect generated by the additional rotating member 4 (which acts as a flywheel). In addition, the vehicle wheel 2 can be decelerated without decelerating the flywheel, so that a specified gyroscopic torque generated by the flywheel can be obtained, which tends to keep the vehicle 40 stable when the vehicle wheel 2 has a lower angular velocity than the flywheel (for example, when the vehicle 40 is traveling at a low speed). At the same time, the higher angular velocity of the at least one additional rotating member 4 relative to the wheel 2 can be used for energy recovery without decelerating the vehicle wheel 2. For example, at least one of the plurality of planetary gears 33 includes a ratchet 23 that allows the planetary gear to rotate in a single direction. In this way, if the planetary carrier 32 is formed integrally with the frame 15, when the planetary gear 33 is driven in rotation in the free direction, it will turn on its axis, thereby transmitting a rotational movement in the opposite direction between the drum gear 31 and the pinion 37; on the contrary, if the planetary carrier 32 can rotate freely relative to the chassis 15 and the planetary gear 33 is driven in rotation in the locked direction, it will be prevented from rotating on its axis, thereby transmitting this rotational movement to the entire planetary carrier 32, to the pinion 37 and to the drum gear 41 (which will therefore rotate in the same direction).

[0118] According to a preferred embodiment, the angular momentum of the vehicle wheel 2 is different from the angular moment of the at least one further rotating component 4, for example at least one flywheel. Preferably, the ratio between the angular momentum of the vehicle wheel 2 and the angular momentum of the at least one further rotating component 4 is substantially equal to 2, and is preferably comprised between 2 and 4, preferably equal to 4. Preferably, the ratio between the angular momentum of the at least one further rotating component 4 and the angular momentum of the vehicle wheel 2 is substantially equal to 2, and is preferably comprised between 2 and 4, preferably equal to 4. According to an embodiment, the vehicle wheel 2 has a larger diameter and / or radius than the at least one further rotating component 4. According to an embodiment, the vehicle wheel 2 and the at least one further rotating component 4 have substantially the same mass. According to a preferred embodiment, the vehicle wheel 2 and the at least one further rotating component 4 have different masses, and preferably the vehicle wheel 2 has a larger mass than the at least one further rotating component 4.

[0119] According to one embodiment, the at least one additional rotating member 4 and / or the parts required for its movement are housed in a flywheel housing, immersed in a fluid, to minimize friction acting on the at least one additional rotating member 4 and / or the parts required for its movement. For example, the fluid may be in the form of a gas, a gel, a powder, a fluid, and a combination thereof. For example, the fluid comprises an inert atmosphere, an oil, a vacuum atmosphere, a pressurized atmosphere, and a combination thereof. According to one embodiment, the fluid is a lubricant.

[0120] According to one embodiment, when the vehicle 40 comprises at least one fork with a fork leg 25, the fork leg 25 is made of a particularly strong material, such as hardened or tempered steel, and preferably Steel-39-Nickel-Chromium-Molybdenum Steel. For example, the fork leg 25 can also be made of Steel-C40, Steel-39NiCrMo3, Steel-42CrMo4, Steel-36CrMn5.

[0121] According to one embodiment, when the vehicle 40 comprises at least one fork with one fork leg 25 and the at least one further rotating member 4 rotates or counter-rotates at a higher speed (preferably at least twice as fast) than the vehicle wheel 2, it is possible to use the at least one further rotating member 4 comprising at least one braking surface 5 exclusively, thereby avoiding the provision of other braking and stopping systems for the wheel 2 and allowing the wheelbase value of the fork to be reduced as much as possible. The term "fork" may also be understood as "swing arm" and is generally any system for fixing or wheel suspension of a vehicle 40 equipped with more than one wheel, such as a car or truck.

[0122] According to one embodiment, the assembly 1 further comprises a clutch 8 adapted to selectively and operatively connect at least one vehicle wheel 2 to the at least one further rotating member 4 .

[0123] According to one embodiment, in addition to and as an alternative to the clutch 8 , the assembly 1 comprises a clutch 108 adapted to selectively and operatively connect the at least one further rotating member 4 to the vehicle chassis 15 .

[0124] By means of the connection provided by the clutch 8 and at least two further rotating members 4 each associated with a braking device 18 (e.g. a friction braking device), it is possible to activate the at least two further rotating members 4 in sequence to allow regulation of the braking torque delivered and transmitted to the vehicle wheel 2 so that it can be braked until it stops.

[0125] Providing at least one clutch allows selecting which and how many further rotating members 4 are operatively connected to the vehicle wheels 2 to adjust gyroscopic forces and thus stabilizing or destabilizing effects on the vehicle 40 .

[0126] According to a preferred embodiment (not necessarily combinable with all the embodiments described above), the assembly 1 comprises at least one kinetic energy recovery device 10 or KERS 10 or inertia motor 10 suitable for storing the kinetic energy transmitted to the at least one further rotating member 4, making it available for subsequent applications, the kinetic energy recovery device 10 being operatively connected to the at least one further rotating member 4. In this way, the at least one further rotating member 4 acts as a flywheel suitable for rotating by inertia, storing the kinetic energy of the vehicle wheels 2.

[0127] According to one embodiment, the assembly 1 comprises at least two further rotating members 4 acting as flywheels, forming a flywheel pair operatively connectable to the vehicle wheel 2. Additional weights 29 or radial weights 29 may be placed on the further rotating members 4 to adjust the mass distribution of the further rotating members 4, thereby adjusting the resulting gyroscopic effect and adjusting the inertia for rotating the further rotating members 4.

[0128] According to one embodiment, the at least two additional rotating members may be operatively connected by at least one additional transmission device 106 that implements a transmission ratio. Preferably, the additional transmission device 106 implements a negative transmission ratio, so that the at least two additional rotating members 4 rotate in opposite directions; in other words, the two additional rotating members 4 that rotate in opposite directions form a pair of counter-rotating flywheels. In this way, the gyroscopic forces generated by the counter-rotation of the flywheel pair can be substantially offset, and at the same time a specified amount of kinetic energy can be stored, thereby forming an inertial motor. The at least two additional counter-rotating rotating members 4 may be associated with at least one braking device. The braking device is not necessarily used to brake the vehicle wheel 2 by a braking action acting on the two additional rotating members 4, for example, the braking device can be designed to dissipate the rotational kinetic energy stored in the two counter-rotating flywheels.

[0129] According to a preferred embodiment, at least one additional rotating member 4 (e.g., a brake disc) is associated with the brake device 18 and is operatively coupled to the vehicle wheel 2 through a transmission 6 that transmits a multiplication and reverse rotation ratio, for example, a transmission ratio substantially equal to -2. A clutch 8 may be inserted between the first additional rotating member 4 (e.g., a brake disc) and at least one additional pair of additional rotating members 4 (e.g., a pair of flywheels). The flywheels forming the pair may be operatively connected to each other through an additional transmission 106 that implements a negative transmission ratio, so that the two flywheels rotate in opposite directions. In this way, the gyroscopic forces generated by the reverse rotation of the flywheel pair can be offset, and at the same time a specified amount of kinetic energy can be stored, thereby forming an inertial motor. For example, the gyroscopic forces of the first additional rotating member 4 (e.g., a brake disc) will at least partially balance the vehicle wheel 2, making the vehicle 40 more agile and the reverse rotating flywheel pair will not bias the operation of the vehicle 40. For example, when the angular velocity of the first additional rotating member 4 (e.g., brake disc) is greater than the angular velocity of the flywheel pair, the clutch 8 can be coupled to rotate the additional flywheel pair 4, subtracting kinetic energy from the vehicle wheels 2, thereby decelerating the vehicle 40. For example, in this manner, when the angular velocity of the first additional rotating member 4 (e.g., brake disc) is less than the angular velocity of the flywheel pair 4, the clutch 8 can be coupled to accelerate the first additional rotating member 4 (e.g., brake disc), providing rotational kinetic energy to the wheels 2, thereby accelerating the vehicle 40. For example, when the clutch 8 is coupled during deceleration of the vehicle 40 and the angular velocity of the first additional rotating member 4 is the same as the flywheel pair, the clutch 8 can be decoupled and the brake device 18 of the first rotating member 4 can be used to further decelerate until the vehicle wheels 2 stop rotating; in this case, the counter-rotating flywheel pair will not bias the operation of the vehicle 40. For example, with the vehicle 40 stationary, when the angular velocity of the first further rotating member 4 (eg brake disc) is zero and the angular velocity of the counter-rotating flywheel pair is greater than zero, the clutch 8 may be coupled to impart rotational start motion to the vehicle wheels 2 .

[0130] According to one embodiment, the vehicle wheel 2 and the at least one further rotating component 4 form an electric machine 12. Preferably, one of the vehicle wheel 2 or the at least one further rotating component 4 forms a rotor of the electric machine and the other of the vehicle wheel 2 or the at least one further rotating component 4 forms a stator of the electric machine.

[0131] Wiring 46 may be provided to collect the electrical energy generated by the electric machine 12 (which may thus act as an electrical generator) and transfer the electrical energy to an accumulator.

[0132] Wiring 46 may be provided for delivering electrical energy to the electric machine 12 so that it may function as an electric motor for moving the vehicle wheels 2 .

[0133] According to a preferred embodiment, the assembly 1 comprises a rim body 42 forming a housing containing at least one further rotating member 4, thus forming an in-wheel solution.

[0134] Alternatively or additionally, the housing formed by the rim body 42 of the assembly 1 accommodates at least one further rotating component 4 and at least one braking device 18 acting on the further rotating component 4 so as to brake the vehicle wheel 2 until it is stopped, forming an in-wheel braking device.

[0135] Alternatively or additionally, the housing formed by the rim body 42 of the assembly 1 accommodates at least a portion of the kinetic energy recovery device 10 (e.g. a flywheel, which is formed by the at least one further rotating member 4 and is connected to the clutch 8 to connect and disconnect it from the vehicle wheel 2), thereby forming an in-wheel inertia motor.

[0136] Alternatively or additionally, the housing formed by the rim body 42 of the assembly 1 accommodates the electric machine 12 , thereby forming an in-wheel electric motor.

[0137] According to one embodiment, for example, Figure 3A As shown, the assembly 1 comprises a vehicle wheel 2 operatively and coaxially connected to at least one further rotating member 4 such that the wheel rotation axis X2 and the rotation axis X4 of the further rotating member are substantially coincident.

[0138] According to one embodiment, for example, Figure 3B As shown, the assembly 1 comprises a vehicle wheel 2 operatively and eccentrically connected to at least one further rotating member 4 such that the wheel rotation axis X2 and the rotation axis X4 of the further rotating member are radially spaced apart by a predetermined radial distance R4.

[0139] According to one embodiment, for example, Figure 5AAs shown, the assembly 1 comprises a vehicle wheel 2, which is operatively connected to two further rotating members 4, which are arranged coaxially with the vehicle wheel 2 and are arranged on opposite sides of the vehicle wheel 2 in the axial direction XX through a transmission 6 associated with each of the two further rotating members 4 and achieving a transmission ratio different from +1, wherein the assembly 1 comprises a friction braking device 18 (not shown), which is associated with each of the two further rotating members 4 so that the vehicle wheel 2 can be braked until it is stopped. The friction braking device 18 may include at least one service brake caliper, which is suitable for being arranged across at least one further rotating member 4 having a braking surface 5 facing the axial direction XX. The friction braking device 18 may include at least one pair of drum brake shoes, which are suitable for pressing at least one braking surface 5 of at least one further rotating member 4, wherein the braking surface 5 faces the inner radial direction RI towards the rotation axis X2, X4. The friction braking device 18 may include at least one pad, which is suitable for pressing at least one braking surface 5 of at least one further rotating member 4. The embodiment shown here can be considered as being retrofittable, since the braking surface 5 is in this example arranged on a brake disc, so that the vehicle wheel 2 can be braked until it is stopped. Each transmission device 6 can achieve a negative transmission ratio, so that the two further rotating members 4 rotate in a direction consistent with each other and in a direction inconsistent with respect to the vehicle wheel 2, so that the resulting gyroscopic force produces a destabilizing effect on the vehicle 40. Each transmission device 6 can achieve a positive transmission ratio, so that the two further rotating members 4 rotate in a direction consistent with each other and in a direction consistent with respect to the vehicle wheel 2, so that the resulting gyroscopic force produces a super-stabilizing effect on the vehicle 40, for example for applications such as small motorcycles with a rim 42 with a relatively small radius. The gyroscopic effect generated by the rotation of each further rotating member 4 can be increased and / or adjusted and / or balanced by adjusting / removing the additional weight 29 or the radial weight 29.

[0140] According to one embodiment, for example, Figure 5BAs shown, the assembly 1 comprises a vehicle wheel 2, which is operatively connected to two further rotating members 4, which are arranged coaxially with the vehicle wheel 2 and are arranged on the side of the vehicle wheel 2 opposite to the axial direction XX through the transmission 6 that realizes a transmission ratio different from +1, wherein the assembly 1 comprises a friction braking device 18 (such as a brake caliper), which is associated with each of the two further rotating members 4, so that the vehicle wheel 2 can be braked until it stops, and wherein the clutch 8 is arranged to selectively and operatively connect and disconnect the vehicle wheel 2 with each of these further rotating members 4, so that these further rotating members 4 can form a kinetic energy recovery device 10. Additional weights 29 or radial weights 29 can be installed on or removed from the further rotating members 4 (which can be used as brake discs or flywheels). The transmission 6 can include a ratchet 23 or the like, which allows the further rotating member 4 to rotate only in one direction. Each transmission 6 may include a gear train (e.g., a planetary gear set) having a planet carrier 34 that rotates integrally with the axle 3, which in turn is integrally formed with the vehicle chassis 15 (e.g., the fork leg 25 of a motorcycle), and a ring gear carrier 31' that rotates integrally with the rim body 42 and, therefore, with the vehicle wheel 2. The transmission 6 achieves a transmission ratio that is preferably greater than 1 in absolute value, i.e., greater than 6 in absolute value, such as greater than +6 or less than -6. The transmission ratio may also be greater than 10 in absolute value.

[0141] Those skilled in the art will appreciate that a continuously variable drive or CVT may be arranged to increase the absolute value of the transmission ratio.

[0142] According to one embodiment, for example, Fig. 6AAs shown, the assembly 1 comprises a vehicle wheel 2, which is operatively connected to two further rotating members 4, which form a kinetic energy recovery device 10 and are each arranged coaxially with the vehicle wheel 2 through a transmission device 6, so that the two further rotating members 4 rotate in opposite directions to each other, thereby at least partially compensating the final gyroscopic forces generated by the two further rotating members 4, and wherein a friction braking device 18 is associated with each of the two further counter-rotating rotating members 4, so that the vehicle wheel 2 can be braked until it is stopped, and wherein the rim body 42 of the vehicle wheel 2 forms a housing for accommodating the at least two rotating members 4, and wherein at least one clutch 8 is arranged for selectively connecting and disconnecting each further rotating member 4. In this way, the further rotating member 4 acts as a flywheel and a brake disc. Additional weights 29 or radial weights 29 can be arranged on the further rotating member 4. Each transmission 6 may include a gear train, such as a planetary gear set, having a planet carrier 34 rotating integrally with the axle 3 , and thus the vehicle chassis 15 , and a ring carrier 31 ′ rotating integrally with the rim body 42 , and thus the vehicle wheel 2 .

[0143] According to one embodiment, for example, Figure 6B As shown, Fig. 6A The assembly 1 of the illustrated embodiment may also include an electric motor 12 formed by at least one additional rotating component 4 and the vehicle wheel 2 (e.g., a rim body 42), such that the additional rotating component 4 or one of the vehicle wheel 2 forms a first portion 12' of the motor, and the other of the additional rotating component 4 or the vehicle wheel 2 forms a second portion 12" of the motor associated with the portion 12' of the motor. In this way, the at least one additional rotating component 4 functions as a brake disc, a flywheel, and a rotor / stator. Sliding or inductive contacts 47 and / or wiring 46 may be provided, for example within the body of an axle 3 integrally formed with the chassis 15 of the vehicle 40. The additional counterweight 29 may include a battery, thereby storing the electrical energy generated by the electric motor 12 and at the same time allowing the counterweight to adapt to a specific radial height of at least one additional rotating component 4. The additional counterweight 29 may be used as a portion 12" or 12" of the electric motor 12.

[0144] According to one embodiment, for example, Fig. 7A and 7BAs shown, the assembly 1 includes a vehicle wheel 2 and a plurality of additional rotating members 4, wherein a transmission device 6 realizes a transmission ratio different from +1 between the additional rotating member 4, which is a brake disc associated with a friction brake device 18, and the vehicle wheel 2, and wherein a pair of additional rotating members used as flywheels are selectively and operatively connected to the additional rotating member 4 associated with the friction brake device 18 through a clutch 8, and wherein an additional transmission device 106 operatively connects the additional rotating members of the pair of additional rotating members 4 to realize a negative transmission ratio. The motor 12 may be configured to include the pair of additional rotating members 4 and the vehicle wheel 2 (e.g., a rim body 42). A tone wheel of the wheel 22 and the additional rotating member 24 may be provided. In Figure 7B In the example shown, a portion of the rim body 42 is removed for clarity, and the transmission 6 comprises an annular gear carrier 31 'rotating integrally with the rim body 42, a planet carrier 34' formed integrally with the axle 3, and thus with the vehicle chassis 15 (e.g. a motorcycle fork leg 25), and wherein the further transmission 106 comprises a planet carrier 34 formed integrally with the axle 3 and achieves a transmission ratio preferably equal to -1, so that the flywheels of a pair of further rotating members 4 rotate in opposite directions to each other, thereby at least partially compensating for the gyroscopic forces generated by the two further rotating members themselves, counteracting or substantially counteracting their bias to the gyroscopic balance of the assembly 1. The clutch 8 may be associated with the further transmission, which may include a continuously variable drive or CVT. The rotation of the further rotating member 4 as a brake disc may generate gyroscopic forces having a destabilizing effect on the vehicle 40, for example, suitable for at least partially compensating for the gyroscopic forces generated by the vehicle wheel 2, thereby making the vehicle 40 more maneuverable. According to one embodiment, at least one further transmission 6 operatively connects at least one further rotational member 4 associated with at least one braking device 18 relative to said pair of further rotational members 4 of said plurality of further rotational members coupled via said transmission 106 .

[0145] According to one embodiment, for example, Fig. 8AAs shown, the assembly 1 comprises a vehicle wheel 2, which is operatively connected to a pair of further rotating members 4 via a transmission 6 achieving a transmission ratio different from +1, and wherein a clutch 8 operatively connects the transmission 6 to the pair of further rotating members 4 as flywheels forming a kinetic energy recovery device 10, and wherein a further transmission 106 operatively connects the further rotating members 4 to each other, thereby achieving a negative transmission ratio (e.g. equal to -1), thereby at least partially compensating and preferably canceling out the final gyroscopic forces generated by the pair of counter-rotating flywheels, and wherein a rim body 42 of the vehicle wheel 2 forms a housing for accommodating the further rotating members, thereby forming a kind of in-wheel inertia motor. A brake disc and a friction brake device 18 are integrally arranged with the vehicle wheel 2, so that the vehicle wheel 2 can be braked until it is stopped.

[0146] According to one embodiment, for example, Figure 8B As shown, the assembly 1 includes a vehicle wheel 2, which can be operatively connected to a pair of additional rotating members 4 through a pair of transmission devices 6 each associated with a clutch 8, wherein the transmission device 6 realizes a negative gear ratio, so that the additional rotating members 4 rotate in the opposite direction, thereby at least partially compensating the final gyroscopic force generated by the pair of counter-rotating flywheels. The motor 12 can be formed by at least the additional rotating member 4 and the vehicle wheel 2 (e.g., the rim body 42).

[0147] According to one embodiment, for example, Fig.9A , 9B As shown in Figures 9C and 9C, the assembly 1 includes: a vehicle wheel 2; at least one other rotating member 4, which can be operatively connected to the vehicle wheel 2 through a transmission 6 that realizes a gear ratio different from +1; at least one friction brake device 18, which acts on at least one other rotating member 4; and at least one clutch 108, which selectively combines the transmission 6, preferably the planet carrier 34 of the gear train (e.g., planetary gear set) of the transmission 6, with the vehicle chassis 15. In the example shown, the clutch 108 includes a brake disc formed integrally with the planet carrier 34 and a brake caliper formed integrally with the vehicle chassis 15, but may alternatively or additionally include a double-disc clutch and / or a centrifugal clutch and / or a clutch controlled manually or by an electronic control device.

[0148] In e.g. Fig.9A , 9BIn the operating state of the assembly 1 shown in Figures 9C and 9C, when the clutch 108 operatively decouples the vehicle chassis 15 from the transmission 6, the additional rotating member 4 and the planetary gear set 32 ​​are driven by the vehicle wheel 2 and rotate in unison with the vehicle wheel 2, generating a gyroscopic force having an ultra-stabilizing effect on the vehicle 40, for example, suitable for the case where the vehicle 40 is a motorcycle traveling at a relatively low forward speed. When the clutch 108 mutually couples the chassis 15 and the planetary carrier 34 of the transmission 6, the additional rotating member 4 counter-rotates relative to the vehicle wheel 2 at a preferably high gear ratio (e.g., less than -6) and is suitable as a brake disc associated with the friction brake device 18. In this way, the gyroscopic force generated by the additional rotating member 4 counter-rotating relative to the vehicle wheel 2 is suitable for providing a destabilizing effect on the vehicle 40 on which the assembly 1 is installed, for example, suitable for relatively fast forward speeds and / or braking with the purpose of braking the vehicle wheel 2 until it stops. The clutch 108 can preferably be controlled by an electronic control device. A person skilled in the art will appreciate that when the clutch 108 is activated, i.e. when the clutch 108 combines the chassis 15 with the planet carrier 34 of the transmission 6, a braking effect will be achieved on the vehicle wheels 2, but this is not suitable for stopping them. The clutch 108, when activated, i.e. when the clutch 108 combines the frame 15 with the planet carrier 34 of the transmission 6, essentially acts as a selectively operated anti-rotation device 35.

[0149] According to one embodiment, for example, Fig.10 As shown, the clutch 8, 108 comprises a first part 51 and a second part 52, which are adapted to contact each other when the clutch is activated by a clutch drive 45, such as a Bowden cable, which overcomes the elastic force generated by the friction spring 38. The friction material 48 can be arranged on the first part 51 of the clutch so as to contact the friction abutment 49 of the second part 52. In the embodiment represented by the clutch 8, there is also a planetary gear 33 of the transmission 6, which has gears meshing with both the first part 51 and the second part 52, and the planetary gear can be used for high transmission ratios (for example, an absolute value greater than 8).

[0150] According to one embodiment, the clutch 8, 108 can be driven by a manually driven control device. In other words, the assembly 8, 108 comprises at least one manual control and drive system of the at least one clutch 8, 108. For example, the clutch 8, 108 can be driven by a control button and / or a control lever and / or a control pedal. For example, the clutch 8, 108 can be driven by a thumb controller.

[0151] According to one embodiment, the clutch 8 , 108 may be actuated by an automatically operable control device, for example in response to various conditions of a vehicle 40 that may be associated with the assembly 1 .

[0152] According to one embodiment, the assembly 1 further comprises a control and drive detection system unit 20 adapted to detect state information of the vehicle 40 and process the state information of the vehicle 40 to automatically send control signals to the at least one clutch 8, 108. The detection, control and drive system 20 may also send control information to the brake device 18.

[0153] According to one embodiment, the control and drive detection system 20 comprises at least one inertial platform, which is suitable for detecting dynamic parameters of a vehicle 40 that can be associated with the assembly 1. Preferably, the inertial platform of the control and drive detection device 20 comprises one or more gyroscopes and / or one or more accelerometers. For example, the inertial platform is suitable for detecting the lateral inclination and / or yaw of the vehicle 40 relative to the road surface in substantially real time, and the instantaneous amount of acceleration to which the vehicle 40 or its parts are subjected, for example, without limitation, during braking and / or during starting from a stationary state. Preferably, the term "inertial platform" refers to a detection system of the inertial measurement unit or IMU type, preferably including one or more micro-electromechanical sensors or MEMS. In this way, the control and drive detection system 20 can send control signals to the clutch 8, 108, and preferably to the brake device 18 based on the information detected by the inertial platform in substantially real time. For example, the inertial platform sends information about parameters of the vehicle 40 to the data processing unit of the control system, such as the relative spatial position of the vehicle wheel 2 and / or at least one other rotating component 4 of the wheel and / or the anti-rotation system 35 relative to a predetermined reference object, the instantaneous angular velocity and the direction of rotation (for example, when turning), the instantaneous roll angle, instantaneous angular velocity and / or deceleration of the vehicle wheel 2 and / or the at least one other rotating component 4 and / or the anti-rotation system 35, the instantaneous angular acceleration and / or deceleration of the vehicle 40, the yaw angle of the vehicle 40 and other data of the vehicle 40, thereby sending a control signal to the data processing unit of the control and drive detection system 20 to control the degree of activation of the at least one clutch 8, 108. In this way, it is possible to achieve a fine adjustment of the possible angular velocity (if any, and the direction of rotation) of the at least one further rotating member 4, for example depending on the roll angle of the vehicle 40, preferably a vehicle suitable for rolling when turning, so as to obtain the desired gyroscopic torque in order to make the vehicle 40 more agile when turning.

[0154] According to a preferred embodiment, the control and drive detection system 20 comprises a detection device, which includes at least one tone wheel of a further rotating member 24 associated with at least one further rotating member 4, and at least one tone wheel 24' associated with the anti-rotation device 35, and the tone wheel 22 of at least one wheel associated with the vehicle wheel 2, and at least one tone wheel reading sensor is suitable for obtaining information on the angular velocity and / or rotation direction of at least one, preferably all, of the tone wheel of the further rotating member 24, the tone wheel 24' of the anti-rotation device 35 or the tone wheel 22 of the wheel.

[0155] According to one embodiment, such a control and drive detection system 20 comprises at least one data processing unit, for example comprising at least one programmable logic processor or PLC, adapted to process the information detected by the detection device in order to automatically send control signals to the assembly 1, and preferably to at least one clutch 8, 108. In this way, the control and drive detection system 20 can regulate the continuous drive of the at least one clutch 8, thereby allowing a step-by-step engagement between the at least one further rotating member 4 and the vehicle wheel 2, and also allows the control and drive detection system 20 to regulate the continuous drive of the at least one clutch 108, thereby allowing a step-by-step engagement between the planetary gear set 32 ​​and the vehicle chassis 15 through the anti-rotation device 35. According to one embodiment, the anti-rotation device 35 and the planet carrier 34 of the planetary gear set 32 ​​can be the same device.

[0156] Providing such a control and drive detection system 20 is particularly advantageous when, for example and without limitation, the at least one further rotating member 4 is used, for example, as a flywheel, as an inertia motor for accelerating the vehicle when the service brakes cease to be applied, when in a stationary vehicle state.

[0157] Providing such a control and drive detection system 20 is particularly advantageous, for example and without limitation, when the vehicle is stationary, in the case where the at least one further rotating member 4 is used, for example, as a flywheel and as a component of the electric motor 12, and simultaneously as an inertia motor and an electric motor for accelerating the vehicle when the service brakes cease to be applied.

[0158] Acceleration of the vehicle may be achieved through any combination of contributions from the inertial motor 10 , the pneumatic motor, and the electric motor 12 , which may cooperate with the energy source of the vehicle 40 to accelerate the wheels 2 and the vehicle 40 .

[0159] Providing such a control and drive detection system 20 and the clutch 108 allowing coupling and decoupling between the planetary gear set 32 ​​and the vehicle chassis 15 is particularly advantageous, for example and without limitation, when the at least one further rotating member 4 is used, for example, as a flywheel or as an inertia motor to accelerate the vehicle when the service brakes are no longer applied, when in reverse.

[0160] According to one embodiment, the control and drive detection system 20 comprises the detection means comprising at least one inclinometer adapted to acquire information on the roll angle of the vehicle 40 to send it to the data processing unit of the control and drive detection system 20, so as to regulate the actuation of the at least one clutch 8. In this way, a fine regulation of the angular velocity of the at least one further rotating member 4 can be achieved, so as to obtain the required gyroscopic moment as a function of the roll angle of the vehicle 40, preferably a vehicle adapted to roll when turning, so as to make the vehicle 40 more maneuverable when turning.

[0161] According to one embodiment, the assembly 1 comprises a plurality of further rotating members 4 (e.g. a plurality of flywheels 4) adapted to be started sequentially by control signals preferably sent by the control and drive detection system 20 based on information processing detected by the detection means comprising at least one tone wheel 22, 24, 24'. Preferably, the flywheels of the plurality of flywheels are connected in series with one another, and at least one clutch and / or further transmission 6 and / or centrifugal variable speed drive and / or CVT transmission etc. capable of transmitting a gear ratio different from +1 is inserted between two adjacent flywheels of the plurality of flywheels. Preferably, the control and drive detection system 20 sends a control signal to the at least one clutch between adjacent flywheels of the plurality of flywheels. According to one embodiment, at least one flywheel of the plurality of flywheels can be operatively connected to the vehicle wheel 2. Preferably, the vehicle wheel 2 is associated with a brake disc formed integrally therewith and at least one brake caliper is positioned to straddle it so as to be able to exert a friction braking action on the vehicle wheel 2 even when the at least one clutch 8 decouples the at least one flywheel 4 from the vehicle wheel 2. According to one embodiment, the plurality of flywheels is an even number, wherein at least one of the plurality of flywheels 4 that can be operatively connected to the vehicle wheel 2 rotates in the opposite direction relative to the other flywheels. In this way, at least one flywheel is arranged to rotate in the opposite direction relative to the other flywheels of the plurality of flywheels. Preferably, the counter-rotating flywheel is formed as a pair with another flywheel to compensate, preferably cancel out, the corresponding gyroscopic forces and not bias the handling of the vehicle 40. By acting on the size and / or form factor, mass and angular velocity of a single flywheel 4, the gyroscopic response can be calibrated even in the case of flywheels with different angular characteristics and velocities. According to one embodiment, the plurality of flywheels is an even number, wherein at least one of the plurality of flywheels 4 that can be operatively connected to the vehicle wheel 2 via the clutch has a reverse rotation relative to the other flywheels by means of an additional transmission 106, which can have a transmission ratio equal to or different from -1 between the individual flywheels depending on the balance of gyroscopic forces. In this way, at least one flywheel is provided that rotates in the opposite direction relative to the other flywheels in the plurality of flywheels. Preferably, the counter-rotating flywheel forms a pair with another flywheel to compensate, preferably offset, the corresponding gyroscopic forces and not bias the maneuverability of the vehicle 40. These additional flywheels can be connected to the vehicle wheel 2 in sequence and simultaneously between the two flywheels constituting a pair of flywheels, and preferably no clutch is provided between them, while the clutch 8 is preferably provided between a pair of flywheels that can be subsequently connected thereto. For example, by acting on the size and / or shape factor, mass and angular velocity of a single flywheel 4, the gyroscopic response can be calibrated even in the case of flywheels with different angular characteristics and velocities.For example, in this way, when the angular velocity of the vehicle wheel 2 is greater than the angular velocity of the flywheel to which it is connected and which belongs to a pair of further flywheels, the clutch is coupled, which is able to decelerate the vehicle by causing the further flywheel 4 to rotate, and when they reach the maximum angular velocity allowed by the transmission ratio at which they can no longer contribute to the deceleration or when they are no longer needed to decelerate the wheel 2, the clutch will be decoupled, and then during acceleration or restarting or, for example, when the angular velocity of the wheel is less than the angular velocity of the flywheel 4 to which it can be coupled, the clutch 8 can advantageously be gradually coupled to utilize the rotational force of the further flywheel 4 to rotate the wheel 2 and the vehicle 40 or to provide further drive torque.

[0162] According to one embodiment, the plurality of flywheels should be an odd number, wherein at least one main flywheel of the plurality of flywheels comprises at least one braking surface 5 acting as a brake disc, the main flywheel being operatively connected to the vehicle wheel 2 by means of a transmission 6 and being operatively connected to the other flywheel of the plurality of flywheels by means of a clutch, wherein the other flywheels of the plurality of flywheels form a pair and have opposite rotations to each other by means of a transmission system 106, which may have a transmission ratio equal to or different from -1 according to the balance of gyroscopic forces, so as to compensate, preferably cancel the corresponding gyroscopic forces and not bias the handling of the vehicle. Thus, such flywheels, the other flywheels of the plurality of flywheels, start the main and synchronized flywheels between the flywheel pairs sequentially, and preferably no clutch is provided between the flywheels forming the pair, while a clutch is provided between the consecutive pairs that can be connected thereto. Preferably, among the plurality of flywheels, when arranged in an odd number, at least the "main flywheel" is unbalanced and thus capable of biasing the handling of the vehicle 40. For example, at least one unbalanced flywheel produces a gyroscopic effect that is not balanced by a corresponding flywheel, thereby at least partially balancing a corresponding vehicle wheel rotating in the opposite direction relative to it and / or a component of the vehicle that produces a gyroscopic effect in the opposite direction (for example, by way of non-limiting example, a flywheel of a motor and / or a rotating component of the engine itself). For example, by acting on the size and / or shape factor, mass, angular velocity and number of flywheels in the plurality of flywheels, the gyroscopic response of a vehicle 40 in which the assembly 1 is installed can be calibrated despite flywheels having different characteristics, masses and angular velocities. For example, in this way, when the rotation speed of the further flywheel relative to the main flywheel is less than the rotation speed of the main flywheel itself, by coupling the clutch 8, the vehicle can be decelerated by causing the further flywheel to rotate relative to the main flywheel (which is already rotating), and when they reach a maximum speed at which they can no longer contribute to the deceleration, the clutch 8 will be decoupled and the braking device 18 can be driven on the main flywheel equipped with the braking surface 5, thereby further slowing down and finally stopping the rotation of the wheel 2; next, during restarting, the clutch 8 can be advantageously and gradually coupled, thereby utilizing the rotational force of the further flywheel relative to the main flywheel to rotate the main flywheel and causing the wheel 2 and the vehicle 40, which have been stationary until this moment, to rotate together; in the same way, the clutch can be coupled so as to have a further driving torque when the speed of the further flywheel relative to the main flywheel is greater than the rotational speed of the main flywheel.

[0163] According to one embodiment, the plurality of flywheels is an odd number, wherein at least one of the plurality of flywheels that can be operatively connected to the vehicle wheel 2 has an opposite direction of rotation relative to the other flywheels. In this way, at least one flywheel is arranged to rotate in the opposite direction relative to the other flywheels in the plurality of flywheels. Preferably, the counter-rotating flywheel forms a pair with another flywheel, thereby compensating, preferably counteracting the corresponding gyroscopic forces and not biasing the maneuverability of the vehicle. Preferably, among the plurality of flywheels, when arranged in an odd number, at least one flywheel is unbalanced and can therefore bias the maneuverability of the vehicle 40. For example, the at least one unbalanced flywheel produces a gyroscopic effect that is not balanced by the corresponding flywheel and / or the corresponding counter-rotating vehicle wheel. By acting on the size and / or shape factor, mass, angular velocity and number of the flywheels in the plurality of flywheels, the gyroscopic response of the vehicle 40 equipped with the assembly 1 can be calibrated even when the flywheels have different characteristics and angular velocities.

[0164] According to one embodiment, the assembly 1 comprises at least one further transmission device which transmits mechanical energy between one pair of flywheels and another pair of flywheels 4 by operatively connecting two flywheels belonging to different pairs of flywheels.

[0165] According to one embodiment, the control signal is manually triggered. According to one embodiment, at least one flywheel of the plurality of flywheels is associated with the kinetic energy recovery device 10 .

[0166] By sequentially starting a plurality of flywheels, which are at rest when they are not subsequently driven by a driver's command or by the control and drive detection device 20, the amount of energy subtracted from the vehicle wheels 2 is varied while the revolutions per minute remain constant, and stored by the flywheels in the form of rotational inertial kinetic energy. In addition, the gyroscopic moment and the storage capacity of the rotational inertial kinetic energy generated by the flywheels are adjustable. Preferably, the inertial kinetic energy stored by the flywheels is continuously transferred to the vehicle wheels to accelerate them and / or bias the attitude of the vehicle 40 and / or charge at least one accumulator.

[0167] According to one embodiment, the plurality of further rotating members 4 (eg the plurality of flywheels 4 ) all rotate in the same rotational direction.

[0168] According to one embodiment, each of the plurality of additional rotating members 4 (e.g., the plurality of flywheels 4) rotates around a corresponding flywheel rotation axis X4. Preferably, the corresponding rotation axes X4 are parallel to each other. According to one embodiment, the plurality of additional rotating members 4 (e.g., the plurality of flywheels 4) are coaxial with each other. In other words, the plurality of additional rotating members 4 (e.g., the plurality of flywheels 4) rotate around a single rotation axis X4 or an extension thereof.

[0169] According to a preferred embodiment, the at least one further rotating member 4 is placed coaxially with the vehicle wheel 2, resulting in it being inscribed in a substantially concentric manner. In this way, an in-wheel inertia motor may be constructed.

[0170] According to one embodiment, the rotation axis X2 of the vehicle wheel is parallel to the rotation axis X4 of the further rotating member, which is located at a predetermined radial distance R4 relative to the wheel rotation axis X2. In this way, the overall size of the assembly 1 in a direction parallel to the rotation axes X2, X4 can be reduced. For example, when the vehicle wheel 2 is the wheel of the front axle of a vehicle, it is possible to place at least one further rotating member 4 behind the vehicle wheel 2. For example, it is possible to place at least one further rotating member 4 above the vehicle wheel 2. According to one embodiment, the vehicle wheel rotation axis (X2) is parallel to the flywheel rotation axis (X4) and is located at a predetermined distance (R4) relative to the flywheel axis, wherein the diameter of the flywheel (4) is smaller than the difference between the diameter of the vehicle wheel (2) and the predetermined distance and is contained within the radial size of the vehicle wheel (2).

[0171] According to one embodiment, the kinetic energy recovery device 10 is formed by the at least one additional rotating member 4. In this way, the at least one additional rotating member 4 forms at least a part of an inertial motor. In this way, the kinetic energy transferred from the vehicle wheel 2 to the at least one additional rotating member 4 can be stored in the form of inertial energy of the body (preferably the at least one rotating flywheel). According to one embodiment, the kinetic energy recovery device 10 includes windings and magnets to form an electric motor 12, such as an electric generator. In this way, the kinetic energy transferred from the vehicle wheel 2 to the at least one additional rotating member 4 can be stored in the form of electrical energy. According to one embodiment, the kinetic energy recovery device 10 includes an electric motor 12, such as a generator (dynamo), which is suitable for converting kinetic energy into electrical energy, preferably into direct current. According to one embodiment, the kinetic energy recovery device 10 also includes at least one accumulator, which is suitable for storing the electrical energy generated by the motor 12 to charge itself. Preferably, the electrical energy storage accumulator or battery is operatively connected to the at least one additional rotating member 4. For example, the energy store formed by the at least one further rotating component 4 can store a portion of the generated electrical energy, preferably all of the electrical energy.

[0172] According to one embodiment variant, the electrical energy storage accumulator or battery is located on board the vehicle and is electrically connected to the rest of the electric machine 12. For example, the accumulator on board the vehicle 40 can store some, preferably all, of the electrical energy generated. According to one embodiment, the electrical energy accumulator is formed by the further rotating member 4, such as a flywheel, and the electrical energy accumulators on board the vehicle 40 are operatively interconnected to cooperate in a useful manner.

[0173] According to one embodiment, the accumulator is formed by at least one further rotating member 4. In this way, the flywheel forms an inertial accumulator or flywheel battery, which stores kinetic energy in the form of the rotational kinetic energy of the flywheel and / or in the form of electrical energy stored in the flywheel battery itself. According to one embodiment, the pneumatic motor converts the kinetic energy stored by the further rotating member into potential energy in the form of compressed air. For example, such an accumulator comprises at least one air spring and / or diaphragm spring biasing the piston. For example, such an accumulator comprises at least one cylinder containing a pressurized fluid (for example nitrogen), which cooperates with a diaphragm and / or a shock absorber.

[0174] According to one embodiment, the accumulator is formed by the flywheel. In this way, the flywheel forms an inertial accumulator or flywheel battery, which stores kinetic energy in the form of the rotational kinetic energy of the at least one other rotating member 4 and / or in the form of potential energy (pressurized fluid) stored in the flywheel battery itself. According to one embodiment, the pneumatic or hydraulic machine (e.g. a pneumatic motor) is suitable for converting the pressurized fluid stored in the at least one accumulator into mechanical energy. According to one embodiment, the pneumatic or hydraulic machine (e.g. a pneumatic motor) is suitable for converting the pressurized fluid stored in the at least one accumulator into kinetic energy, such as flywheel rotational energy, and the pneumatic or hydraulic machine (e.g. a generator) suitable for converting kinetic energy into potential energy (pressurized fluid), preferably into compressed air, is the same pneumatic or hydraulic machine. The size of the kinetic energy recovery device 10 is reduced in this way.

[0175] According to one embodiment, the inertial engine 10 and the pneumatic motor cooperate synchronously to accelerate the vehicle wheels 2 and the vehicle 40 .

[0176] According to one embodiment, the inertial motor 10 and the electric motor cooperate synchronously with each other and with the energy device of the vehicle 40 to increase the power and acceleration transmitted to the vehicle wheels 2 and the vehicle 40 .

[0177] According to one embodiment, the kinetic energy recovery device 10 comprises means for controlling the power input into the at least one accumulator. Preferably, the accumulator is adapted to deliver, within a specified time interval, an electric power pattern suitable for counteracting the electrodynamic reaction generated by the at least one accumulator during charging, in other words while the accumulator is being charged. With the aid of the power control means, the charging time of at least one battery can be optimized. With the aid of the power control means, the charging torque can be managed within a range that is conducive to charging and minimizes losses, and therefore the torque that brakes the at least one other rotating member 4. Thus, for example, in the case where service braking causes the vehicle 40 to stop suddenly so that there is no time to convert all the kinetic energy into charging torque during the braking action, the power control means allows the required amount of charging torque to be delivered according to the charging capacity of the accumulator itself in the state of a stationary vehicle and in the case of rotation of at least one other rotating member 4. With the aid of the power control means, the charging torque can be managed, and therefore the torque that brakes the at least one or more rotating members 4 when the vehicle is stationary is managed. If the vehicle 40 needs to be accelerated and the at least one or more rotating members 4 have not yet stopped rotating, the power control device can adjust it until the braking torque stops, so that the remaining flywheel torque can be advantageously utilized by coupling the clutch 8 to directly start the rotation of the vehicle wheels 2.

[0178] According to one embodiment, the kinetic energy recovery device 10 comprises means for controlling the power output from the at least one energy accumulator. By means of the output power control means, the drive torque generated by the electric machine 12 on the vehicle wheels 2 can be managed.

[0179] Preferably, the electrical energy stored by the accumulator, preferably by the flywheel electrical accumulator 4, is then transferred to the electric machine 12 to accelerate the vehicle wheels 2. For example, to accelerate the vehicle 40.

[0180] According to one embodiment, the inertial machine 10 and the electric motor 12 synchronously cooperate to accelerate the vehicle wheels 2 , for example, to accelerate the vehicle 40 .

[0181] According to one embodiment, the inertial machine 10 and the electric machine 12 cooperate synchronously with each other and with the power supply of the vehicle 40 to increase the power and acceleration transmitted to the vehicle wheels 2 and the vehicle 40 .

[0182] According to one embodiment, the assembly 1 is suitable for retrofitting a vehicle that existed prior to the present invention. Such retrofitting may involve simply removing the wheel components that existed prior to the present invention from the vehicle 40, or may involve using additional dedicated interface components. Such retrofitting may provide for the reuse of components that existed prior to the retrofit, for example, but not limited to, Figure 5A As shown, the existing brake disc is mounted on the other rotating member 4 by means of a fastening element 44 so as to perform the dual function of braking the wheel 2 until it stops and counter-rotating the flywheel to make the vehicle 40 more maneuverable.

[0183] According to one embodiment, there is provided a transmission 6, 106 for a vehicle 40. The transmission 6, 106 may include any of the features described with respect to one or more embodiments of the transmission 6, 106.

[0184] Preferably, the transmission 6 , 106 comprises a gear train, such as a planetary gear set, comprising planet gears 33 associated with a planet carrier 34 .

[0185] Preferably, the transmission 6 , 106 realizes a transmission ratio different from +1.

[0186] By providing such a transmission device, the planet carrier 34 can be formed by at least one of the following: the at least one vehicle wheel 2; the vehicle chassis 15; a suspension system, such as a fork or a rocker arm, which is operatively connected to at least one vehicle chassis 15; at least one fork leg 25; the at least one brake caliper bracket 27; and the braking device 18, preferably a friction braking device 35.

[0187] Preferably, the transmission 6, 106 comprises a ratchet 23 or a ratchet 23 adapted to transmit a rotational movement in one direction only.

[0188] According to one general embodiment, there is provided a vehicle wheel assembly comprising, where appropriate, at least one assembly 1 according to any one of the preceding claims.

[0189] Preferably, when the at least one further rotating member 4 acts as a flywheel, the wheel assembly forms an in-wheel motor. In this way, the inertia motor can be completely accommodated within the radial dimensions of the vehicle wheel 2, and preferably within the volumetric dimensions of the vehicle wheel 2.

[0190] According to one embodiment, the in-wheel inertia motor is associated with an in-wheel electric motor comprising a rotor and a stator for delivering driving power to the vehicle wheels 2 , for example the electric motor 12 .

[0191] Providing such a vehicle wheel assembly including such a flywheel 4 that rotates counter-rotating relative to the wheel 2 allows the overall dimensions to be kept compact, thereby forming an in-wheel inertia motor, i.e., contained within the overall dimensions of the vehicle wheel 2. For example, if a vehicle is already equipped with an in-wheel motor, since the weight of the engine integrated in the vehicle wheel 2 increases its gyroscopic momentum and makes the vehicle 40 less maneuverable, providing such an assembly 1 allows compensating for the gyroscopic effect generated by the vehicle wheel 2 and making the vehicle 40 more maneuverable.

[0192] Preferably, when the at least one further rotating component 4 comprises the above-mentioned braking surface 5, the wheel assembly forms an in-wheel brake.

[0193] According to one embodiment, the at least one further rotating member 4 acts as a flywheel and comprises at least one braking surface 5 forming an inertia motor and / or an in-wheel braking system and / or a destabilizing system to make the vehicle more maneuverable or a combination of these features.

[0194] According to a preferred embodiment, the vehicle wheel unit is suitable for retrofitting a vehicle existing prior to the present invention. Such retrofitting may involve simply removing the wheel component existing prior to the present invention from the vehicle 40, or may also involve using an additional dedicated interface component.

[0195] According to a preferred embodiment, the at least one additional rotating component 4 is one of the stator or the rotor of the motor 12, and the rim body 42 is the other of the stator or the rotor of the motor 12, wherein the at least one additional rotating component 4 and the rim body 42 are operatively connected via a transmission device 6, which transmits a negative transmission ratio, i.e., the at least one additional rotating component 4 and the rim component 42 rotate in opposite directions, so that the corresponding gyroscopic forces generated by the rotation of the stator and the rotor of the motor 12 at least partially balance each other, preferably offset each other, making the vehicle 40 more flexible.

[0196] According to a general embodiment, a vehicle 40 is provided comprising at least one assembly 1 according to any of the embodiments described above.

[0197] According to one embodiment, for example, Figure 2A As shown, the vehicle 40 is a riding vehicle, which includes at least one assembly 1, which includes at least one vehicle wheel 2 and at least one other rotating member 4, which at least serves as a brake disc operatively connected to the vehicle wheel 2 through a transmission 6, which provides a negative transmission ratio, wherein the brake caliper is arranged to face the front side 26 of the fork 25 of the vehicle 40 and is arranged to brake the vehicle wheel 2 until it stops. In this way, when the vehicle 40 moves forward in the forward driving direction Y, the disc output side of the brake caliper faces the fork 25 by the effect of the counter-rotation between the vehicle wheel 2 and the other rotating member 4 relative to the vehicle chassis 15 (for example, the fork 25).

[0198] According to one embodiment, the vehicle is a vehicle driven by an internal combustion engine or a hybrid engine, in other words an endothermic engine or an endothermic engine assisted by an additional traction system having another energy source. In this way, providing the assembly 1 described herein in any embodiment comprising at least one flywheel allows reducing the fuel consumption of the internal combustion engine of the vehicle.

[0199] According to one embodiment, the vehicle is a vehicle driven by an electric or hybrid motor.

[0200] According to one embodiment, the vehicle is a vehicle driven by muscle traction, gravity or other forces, such as a bicycle, such as a pedal-assisted or hybrid bicycle. The motor vehicle can be driven by alternative energy sources, such as gravity and / or power and / or pneumatic force.

[0201] According to a preferred embodiment, the vehicle is a riding vehicle, such as a motorcycle. Preferably, the motorcycle is a high-performance motorcycle, such as a racing motorcycle.

[0202] According to a preferred embodiment, the motorcycle comprises a front wheel frame, which comprises at least one front wheel, wherein the front wheel frame comprises the vehicle wheel 1, so that the vehicle wheel 2 is the front wheel of the motorcycle. For example, the front wheel frame of the motor vehicle comprises two front wheels arranged side by side, preferably with a coincident axis of rotation, and the vehicle wheel 2 is any one or both of the two front wheels arranged side by side.

[0203] According to one embodiment, the assembly 1 comprises at least two vehicle wheels 2 , preferably arranged side by side, which are operatively connected to a single at least one further rotating member 4 .

[0204] According to a preferred embodiment, the motorcycle comprises a rear axle comprising at least one rear wheel, wherein the rear axle comprises the vehicle wheel 1 , such that the vehicle wheel 2 is the rear wheel of the motorcycle.

[0205] According to a general embodiment, a control and drive detection system 20 according to any of the above-described embodiments is provided, which is adapted to control an assembly 1 according to any of the above-described embodiments.

[0206] At least one further rotating component 4 , preferably at least one flywheel, can be fastened with an additional weight 29 in order to adjust the angular momentum and thus the inertia for rotating the at least one further rotating component 4 .

[0207] The assembly 1 can also be applied on at least one, each or all wheels of a four-wheeled vehicle, a car (eg a racing car, preferably a rally car, etc.) or a commercial vehicle, a truck, etc.

[0208] The assembly 1 may also be applied on at least one, each or all wheels of a cycling vehicle (eg for racing applications).

[0209] A braking method will be described below.

[0210] A method of braking a vehicle 40 comprises the steps of operatively connecting at least one vehicle wheel 2 to at least one further rotating member 4 .

[0211] The method includes determining that the vehicle wheel 2 and at least one further rotating component 4 are both rotating at different angular velocities relative to a portion of a chassis 15 of the vehicle 40 .

[0212] The method comprises exerting a braking action on the further rotating component 4 by braking the vehicle wheel 2 .

[0213] According to one possible operating mode, the method comprises a further step of stopping the vehicle wheel 2 by exerting a braking action on the further rotating member 4 .

[0214] According to one possible operating mode, the vehicle comprises the further step of providing an assembly 1 according to any one of the embodiments described above.

[0215] A kinetic energy recovery method is described below.

[0216] A method for recovering kinetic energy of a vehicle wheel 2 comprises the steps of operatively connecting at least one flywheel 4 to the vehicle wheel 2 and transferring a portion of the kinetic energy of the vehicle wheel 2 to the at least one flywheel 4 .

[0217] According to one possible operating mode, the method comprises the further step of operatively connecting at least one flywheel pair to the vehicle wheels 2 .

[0218] According to one possible mode of operation, the method comprises determining that the vehicle wheel 2 and the at least one flywheel 4 both rotate at different angular velocities relative to a portion of the chassis 15 of the vehicle 40 .

[0219] According to one possible operating mode, the step of operatively connecting comprises a step of sending a control signal to at least one clutch.

[0220] According to one possible operating mode, the vehicle comprises the further step of providing an assembly 1 according to any one of the embodiments described above.

[0221] A method for increasing the instantaneous power of a vehicle is described below.

[0222] A method for increasing the instantaneous power of a vehicle comprises the following steps:

[0223] - storing a first part of the kinetic energy of the vehicle wheel 2 , for example in the form of inertial and / or pneumatic and / or hydraulic and / or electrical potential energy;

[0224] - Returning a second portion of the stored potential energy to the vehicle wheels 2 to accelerate them.

[0225] According to one possible operating mode, the vehicle comprises a step of providing an assembly 1 according to any one of the embodiments described above to perform a storing step and / or a returning step.

[0226] The storing step may be performed by the at least one flywheel 4 , for example, during braking of the vehicle wheel 2 .

[0227] The returning step may be performed by means of the at least one flywheel 4 .

[0228] According to one possible mode of operation, the first portion is greater than or equal to the second portion, preferably greater.

[0229] According to one general embodiment, the assembly 1 is provided comprising: at least one vehicle wheel 2 adapted to rotate about a vehicle wheel axis X2 and adapted to perform at least a rolling movement on a running surface of the vehicle;

[0230] at least one flywheel 4 operatively connected to said at least one vehicle wheel 2 and adapted to rotate about a flywheel axis X4; and

[0231] At least one transmission 6 or transmission 6 , which is suitable for transferring kinetic energy from the vehicle wheels 2 to the flywheel 4 .

[0232] Wherein, when in operation, the transmission device 6 transmits the reverse rotational movement of the vehicle wheel 2 to the flywheel 4, thereby causing the vehicle wheel 2 and the flywheel 4 to rotate in opposite directions to each other, thereby generating two opposite gyroscopic forces to make the vehicle associated with the assembly 1 more maneuverable.

[0233] The assembly 1 may further comprise any of the features of any of the embodiments described above for the assembly 1 .

[0234] According to one embodiment, the transmission 6 is further adapted to transfer kinetic energy from the flywheel 4 to the vehicle wheel 2 such that when in an operating state the transmission 6 also transfers a counter-rotational movement from the flywheel 4 to the vehicle wheel 2 .

[0235] According to one embodiment, said assembly 1 comprises at least one flywheel braking device associated with said flywheel 4 , said at least one flywheel braking device being suitable for exerting a braking action on said flywheel 4 in order to brake the vehicle wheel 2 via said transmission 6 .

[0236] According to one embodiment, the at least one transmission means 6, 106 comprises a ratchet mechanism 23 or a ratchet and / or overrunning wheel 23 or the like, which is suitable for transmitting a rotational movement in a single direction of rotation.

[0237] According to one embodiment, the assembly 1 comprises at least one clutch 8 adapted to selectively and operatively connect and disconnect the vehicle wheel 2 to the flywheel 4 , thereby decoupling the flywheel 4 from the vehicle wheel 2 .

[0238] According to one embodiment, said assembly 1 also comprises at least one manual control and actuation system of said at least one clutch 8 .

[0239] According to one embodiment, the assembly 1 further comprises a control and drive detection system 20 adapted to detect vehicle state information and process said vehicle state information to send control signals to said at least one clutch 8 in an automatic manner.

[0240] According to one embodiment, the vehicle wheel assembly comprises at least one above-described assembly 1 forming an in-wheel inertia motor.

[0241] According to one embodiment, the vehicle wheel unit 30 is adapted for retrofitting operations on vehicles that predate the present invention.

[0242] According to a general embodiment, a vehicle comprises at least one assembly 1 according to any one of the embodiments described above.

[0243] According to one embodiment, the vehicle is adapted to tilt or roll when turning.

[0244] According to one embodiment, the transmission 6 has at least one portion which is integrated with the vehicle and thus functions as a planetary gear set.

[0245] According to one embodiment, the transmission 6 has at least one part which can be integrated with the vehicle so as to act as a differential.

[0246] According to one embodiment, a control and drive detection system 20 is provided, which is suitable for controlling a component 1 according to any one of the above-mentioned embodiments, and includes at least one detection device suitable for detecting vehicle status information, and at least one data processing unit suitable for processing the information detected by the detection device so as to automatically send a control signal to the component 1.

[0247] According to one embodiment, the at least one data processing unit is suitable for processing the information detected by the detection device so as to automatically send a control signal to the at least one clutch 8 of the component 1, thereby continuously driving the at least one clutch 8 to allow gradual engagement between the at least one flywheel 4 and the vehicle wheel 2.

[0248] According to one embodiment, the detection device comprises at least one of the following:

[0249] - at least one inertial platform suitable for detecting dynamic parameters of a vehicle to which said assembly 1 can be associated, preferably comprising one or more gyroscopes and / or one or more accelerometers;

[0250] - at least one inclinometer suitable for acquiring information on the roll angle of the vehicle in order to send it to the data processing unit of the control and actuation detection system 20 in order to regulate the actuation of the at least one clutch 8;

[0251] - At least one flywheel tone wheel 24 associated with the flywheel 4 and at least one wheel tone wheel 22 associated with the vehicle wheel 2, and at least one tone wheel reading sensor is suitable for measuring the angular velocity of at least one, preferably all, of the flywheel tone wheel 24 and the wheel tone wheel 22, so as to obtain information on the relative angular velocity of the flywheel 4 and the vehicle wheel 2.

[0252] By means of the above features proposed individually or in combination, the above needs can be met and the above advantages can be achieved, in appropriate cases, in particular:

[0253] - Allows to exploit the gyroscopic effect to make the vehicle more maneuverable;

[0254] - Allows to reduce excessive stability of vehicles;

[0255] - at the same time, it allows the gyroscopic effect to be advantageously used in certain situations (e.g. when starting) to make the vehicle (e.g. a vehicle adapted to roll) more stable;

[0256] - Allows for further stabilization of the vehicle;

[0257] - Allows to reduce fuel consumption of transport vehicles;

[0258] - Allows for reduced environmental impact;

[0259] - allowing the vehicle to be braked until it is stopped by braking at least one further rotating member associated with the wheel with a transmission ratio different from +1;

[0260] - thus allowing the transmission ratio to be selected to achieve the desired effect on braking performance, without the ratio needing to be adjustable;

[0261] - allows making the vehicle more maneuverable and increasing the delivered braking torque with the same clamping force of the brake caliper by means of a single rotating member associated with the vehicle wheel;

[0262] - thus allowing the overall size of the braking system to be reduced in the axial direction (ie parallel to the axis of rotation of the wheel) while delivering the same braking torque;

[0263] - for example, in the case of a motor vehicle, allowing the motor vehicle to be more maneuverable in a rolling state, reducing the gyroscopic inertia of the assembly, and therefore of the vehicle, and at the same time allowing the delivered braking torque to be increased with the same clamping force of the brake calipers, so that the driver of the motor vehicle can drive more smoothly, less fatigued and more safely;

[0264] - Furthermore, it allows reducing the wheelbase of the motorcycle fork while delivering the same braking torque;

[0265] - for example, in the case of a car, allowing to make the car more maneuverable in lane curves, reducing the gyroscopic inertia of the assembly and reducing the lateral drag of the wheel, and therefore of the vehicle, while allowing to deliver increased braking torque with the same clamping force of the brake caliper, so that the driver of the car can drive more smoothly, less fatigued and more safely;

[0266] - at the same time, allows a specified desired operating temperature of the brake disc to be achieved within a predetermined vehicle speed range, thereby enabling efficient use of the carbon ceramic brake disc even at lower vehicle speeds;

[0267] - allowing the braking torque to be set for the braking force by utilizing the transmission ratio between the vehicle wheel and at least one further braking device;

[0268] - allows the transmission ratio to be selected to achieve a given desired caliper configuration, for example allowing the caliper to be brought closer to the hub in the inner radial direction RI while delivering the same braking torque and without increasing the caliper clamping force;

[0269] - At the same time, it allows the gear ratio to be selected to achieve a specified desired brake disc diameter;

[0270] - Allows the use of flywheels as inertia motors and potential energy accumulators (pressurized fluid);

[0271] - Allows the use of flywheels as electrical energy storage;

[0272] - allows the relative movement between the friction material and at least one further rotating member arrangement (e.g. between a brake pad and a brake disc) to be set in a targeted manner, making it more suitable for applying a braking action within the vehicle speed range for which the vehicle is designed or for which the vehicle is used (e.g. when the vehicle is a racing vehicle) and depending on climatic conditions (e.g. humidity conditions);

[0273] - allows the relative speed between the friction material and at least one further rotating member element (for example, between a brake pad and a brake disc) to be set so that it is more suitable for the speed range of the vehicle;

[0274] - in all cases, allow the components of the transmission (e.g. the teeth of the gears) to remain within the fatigue safety range;

[0275] - At the same time, it allows to reduce the wear of friction material while delivering the same braking torque, thus having a positive impact on environmental protection;

[0276] - allows some components, preferably all components (such as transmission, clutch, other rotating components and rolling parts) to remain closed and lubricated (for example in the wheel space), thus reducing friction and having a positive effect on losses and environmental protection;

[0277] - A universal vehicle braking mechanism is available, which ensures a high degree of customization of braking parameters;

[0278] - promotes the use of materials suitable for recycling (for example in foundries), such as steel and metals, which has a positive impact in terms of environmental protection, while also allowing a high degree of customization of braking parameters compared, at least in part, to those achieved using electronic control systems;

[0279] - allows the use of the flywheel as an inertia motor and as an inertia accumulator, which allows the electrical accumulator to be recharged even when the vehicle is stationary, thus increasing the amount of recovered energy and reducing losses;

[0280] - allows the use of the flywheel as an inertial motor and inertial accumulator, which allows the electrical accumulator to be recharged even when the vehicle is stationary and to be used advantageously to start the vehicle while the flywheel is still rotating at the time of restart;

[0281] - Allows the manufacture of an in-wheel inertia motor;

[0282] - Allows the manufacture of an in-wheel inertia accumulator;

[0283] - Allows the manufacture of an in-wheel electrical energy accumulator;

[0284] - allows obtaining a wheel unit suitable for use as an in-wheel energy accumulator, in-wheel motor, in-wheel brake for an in-wheel vehicle;

[0285] - Allows for an in-wheel electric motor in which one of the rotor or stator rotates, creating a reverse gyroscopic torque that makes the vehicle more maneuverable;

[0286] - Allows the manufacture of an in-wheel electric motor in which the counter-rotation of one of the rotor or stator produces a counter-gyroscopic torque, each of which can be adjusted in speed to achieve the desired gyroscopic balance and change the agility of the vehicle if needed and / or desired;

[0287] - Allows the creation of an in-wheel hybrid, inertial and electric motor, where the counter-rotation of one of the rotor or stator creates a counter-gyroscopic torque, which makes the vehicle more maneuverable;

[0288] - Allows the creation of an in-wheel hybrid, inertial and electric motor in which the counter-rotation of one of the rotor or stator produces a counter-gyroscopic moment, each of which can be regulated in speed to achieve the desired gyroscopic balance and change the agility of the vehicle if needed and / or desired;

[0289] - allows the manufacture of an in-wheel hybrid motor in which at least two of the inertial motor, the pneumatic motor or the electric motor cooperate synchronously to accelerate the wheel and the vehicle;

[0290] - allows the manufacture of a hybrid motor in which at least one of the inertial motor, the pneumatic motor or the electric motor cooperates with the vehicle energy source to accelerate the wheels and the vehicle, for example by significantly increasing the power and acceleration of the vehicle;

[0291] - Allows adjustment of negative ratios to obtain counter-rotational motion, either neutrally gyro-biasing the vehicle (with a ratio of -1), or being able to destabilize or hyper-stabilize the vehicle;

[0292] - Allows the brake caliper to be placed on the front of the fork;

[0293] - At the same time, it allows to improve the cooling of the brake caliper by placing it in front of the fork, thus exposing it to the cooling air flow;

[0294] - Allows to reduce the unsprung mass of the vehicle without reducing the robustness and reliability of the assembly;

[0295] - Allowing modification of existing vehicles;

[0296] - Allows existing vehicles to be retrofitted by adjusting the braking torque when they are initially equipped on a single wheel with two braking systems so that only one braking system can be installed, for example to reduce the unsprung mass and the amount of maintenance required.

[0297] Of course, the combination of features provided in the appended claims is also considered to be an integral part of the present description.

[0298] A person skilled in the art may make numerous modifications and adaptations to the embodiments described above without departing from the scope of the appended claims or may interchange functionally equivalent elements with one another to meet contingent requirements.

[0299] Reference numerals list

[0300] 1. Components

[0301] 2. Transportation wheels

[0302] 3. Axle

[0303] 4. Additional rotating components

[0304] 5. Braking surface

[0305] 6. Transmission

[0306] 8. Clutch

[0307] 10. Kinetic energy recovery device

[0308] 12. Motor

[0309] 12'. The first part of the motor

[0310] 12". The second part of the motor

[0311] 15. Vehicle chassis

[0312] 18. Braking device or friction brake device

[0313] 20.Control and drive detection system

[0314] 22. Transportation Sound Wheel

[0315] 23. Ratchet or ratchet mechanism

[0316] 24. Additional rotating component tone wheel

[0317] 24'.Pitch wheel of anti-rotation device of planetary gear set

[0318] 25. Motorcycle forks

[0319] 26. Front side

[0320] 27. Brake device bracket

[0321] 29. Additional counterweight or radial counterweight

[0322] 31. Ring gear

[0323] 31'. Ring gear rack

[0324] 32.Planetary gear set

[0325] 33. Planetary gear

[0326] 34. Planetary carrier

[0327] 35. Anti-rotation device for planetary gear set

[0328] 36.Planet carrier reinforcement ring

[0329] 37. Small gear

[0330] 38. Clutch spring

[0331] 39. Advance Surface

[0332] 40. Transportation

[0333] 41. Tires

[0334] 42. Rim body

[0335] 43.Rolling Component

[0336] 44. Fastening elements

[0337] 45. Clutch drive device

[0338] 46. ​​Wiring

[0339] 47. Sliding contact

[0340] 48. Clutch friction material

[0341] 49. Clutch interface

[0342] 51. Clutch Part 1

[0343] 52. Clutch Part 2

[0344] 106. Additional transmission

[0345] 108. Clutch

[0346] XX. Axial direction

[0347] X2. Vehicle wheel rotation axis

[0348] X4. Axis of rotation of another rotating member

[0349] Y. The direction of the vehicle

[0350] RR. Radial direction

[0351] RI. Inner radial direction

[0352] RO. Outer radial direction

[0353] R4. Predetermined radial distance

[0354] CC. Tangential or circumferential direction

[0355] C2. Rotation of vehicle wheels

[0356] C4. Rotation of other rotating components

Claims

1. A component (1) for a vehicle, comprising: at least one vehicle wheel (2) adapted to rotate about a vehicle wheel axis (X2) and to perform at least a rolling motion on a forward surface of the vehicle; at least one flywheel (4) adapted to rotate about a flywheel axis (X4) and capable of being operatively connected to the at least one vehicle wheel (2) such that the vehicle wheel (2) is capable of transferring kinetic energy to the flywheel (4); at least one kinetic energy recovery device (10) operatively associated with the flywheel (4) and adapted to store the kinetic energy transmitted to the flywheel (4), thereby making it available for subsequent use; at least one clutch (8) adapted to selectively and operatively connect and disconnect the vehicle wheel (2) and the flywheel (4) to decouple the flywheel (4) from the vehicle wheel (2) to allow the flywheel (4) to rotate due to inertia when the vehicle wheel (2) is stopped, and to couple the vehicle wheel (2) to the flywheel (4) rotating due to inertia when stationary to transfer a starting rotational motion from the flywheel (4) to the vehicle wheel (2), The assembly (1) comprises a further flywheel (4), thereby comprising a flywheel pair, which is located within the radial dimension of the vehicle wheel (2) and at a predetermined radial distance from the wheel rotation axis.

2. The assembly (1) according to claim 1, wherein The flywheels in the flywheel pair rotate counter-rotating to each other.

3. Assembly (1) according to claim 1 or 2, comprising a transmission (106) which operatively connects the flywheels (4) of the flywheel pair to each other.

4. Assembly (1) according to claim 1 or 2, comprising more than one said flywheel pair.

5. The assembly (1) according to claim 1 or 2, comprising at least one transmission device (6) suitable for transmitting mechanical power between the vehicle wheel (2) and the flywheel pair, wherein the transmission device (6) realizes a transmission ratio that can be equal to or different from 1.

6. Assembly (1) according to claim 5, wherein The transmission device (6) achieves a transmission ratio greater than 1.

7. The assembly (1) according to claim 3, wherein: The transmission comprises a ratchet (23) adapted to transmit rotational movement in one direction only.

8. Assembly (1) according to claim 5, wherein The transmission comprises a ratchet (23) adapted to transmit rotational movement in one direction only.

9. Assembly (1) according to claim 4, comprising at least a further transmission device to transmit mechanical power between a flywheel pair and another further flywheel pair and to operatively connect two flywheels belonging to different flywheel pairs to each other.

10. The assembly (1) according to claim 1 or 2, further comprising at least one clutch (8) adapted to selectively and operatively connect and disconnect the flywheels of the flywheel pair from each other.

11. Assembly (1) according to claim 5, comprising at least one part of a vehicle chassis (15), wherein the transmission (6) is formed integrally with a part of the vehicle chassis (15).

12. Assembly (1) according to claim 11, wherein The part is a fork leg (25).

13. Assembly (1) according to claim 11, wherein The part of the vehicle chassis (15) which is formed integrally with the transmission (6) is made of hardened and annealed steel.

14. Assembly (1) according to claim 13, wherein The portion of the vehicle chassis (15) which is formed integrally with the transmission (6) is made of Steel-39-Nickel-Chromium-Molybdenum steel.

15. Assembly (1) according to claim 11, wherein The transmission device (6) comprises a ring gear (31), a planetary gear set (32), and the planetary gears (33) of the planetary gear set (32) are associated with a planet carrier (34) and a pinion gear (37).

16. Assembly (1) according to claim 15, wherein The ring gear (31) is integrally formed with the vehicle wheel (2), the pinion gear (37) rotates integrally with the at least one flywheel (4), and the planetary gear set (32) and the planet carrier (34) rotate integrally with the vehicle chassis (15).

17. Assembly (1) according to claim 15, wherein The ring gear (31) is formed integrally with the vehicle chassis (15), the ring gear (31) or one of the planetary gear sets (32) having the planet carrier (34) rotates integrally with the vehicle wheel (2), and the other of the ring gear (31) or the planetary gear set (32) having the planet carrier (34) is formed integrally with the at least one flywheel (4).

18. Assembly (1) according to claim 15, wherein One of the ring gear (31) or the pinion gear (37) is formed integrally with the vehicle wheel (2), and the other of the ring gear (31) or the pinion gear (37) is formed integrally with the at least one flywheel (4), and the planetary gear set (32) having the planet carrier (34) rotates integrally relative to the vehicle chassis (15).

19. Assembly (1) according to claim 11, wherein The transmission (6) is formed by a single gear train, the single gear train comprising a pair of gears, a first of the pair of gears being connected to one of the vehicle wheel (2) or the at least one flywheel (4), and a second of the pair of gears being connected to the other of the at least one flywheel (4) or the vehicle wheel (2); and / or The transmission (6) comprises at least one gear train adapted to transmit rotational motion, wherein the at least one gear train comprises at least one pair of pulleys and a belt in contact with each other, wherein the rotation pin of the pulley has at least one portion integrated with the vehicle chassis (15).

20. Assembly (1) according to claim 19, wherein The pulley is a toothed pulley, and the belt is a toothed belt.

21. Assembly (1) according to claim 5, wherein The transmission device (6) comprises a continuously variable transmission device.

22. Assembly (1) according to claim 5, wherein The transmission device (6) comprises a CVT.

23. Assembly (1) according to claim 1 or 2, suitable for retrofitting into existing vehicles.

24. Assembly (1) according to claim 1 or 2, wherein: The vehicle wheel axis (X2) is parallel to the flywheel axis (X4) or is an extension thereof; and wherein: The flywheel (4) is coaxial with the vehicle wheel (2) such that they are inscribed in a substantially concentric manner; or wherein The vehicle wheel axis (X2) is parallel to the flywheel axis (X4) and is located at a predetermined distance (R4) relative to the flywheel axis, wherein the diameter of the flywheel (4) is smaller than the difference between the diameter of the vehicle wheel (2) and the predetermined distance.

25. Assembly (1) according to claim 1 or 2, wherein: The kinetic energy recovery device (10) comprises a motor (12).

26. Assembly (1) according to claim 25, wherein The electric machine (12) comprises a rotor and a stator, wherein the flywheel (4) forms one of the rotor or the stator of the electric machine (12), and the vehicle wheel (2) forms the other of the rotor or the stator of the electric machine (12).

27. Assembly (1) according to claim 25, wherein The kinetic energy recovery device (10) comprises at least one accumulator, which is operatively connected to the flywheel (4) and is suitable for storing the electrical energy generated by the motor (12) to charge itself; and / or wherein The accumulator is formed by the flywheel (4), so that the flywheel (4) forms an inertial accumulator or a flywheel battery that stores kinetic energy in the form of rotational kinetic energy of the flywheel (4); and / or wherein The accumulator is arranged on the vehicle (40) and connected to the motor (12); and / or wherein The accumulator is formed by the flywheel (4), and the accumulators on the vehicle (40) are operatively interconnected with each other so as to cooperate.

28. Assembly (1) according to claim 25, wherein The motor (12) is an electric motor capable of converting electrical energy into motive force.

29. Assembly (1) according to claim 27, wherein The kinetic energy recovery device (10) comprises a control device for the power input into the at least one accumulator, which is suitable for outputting an electric power pattern at a specified time interval, wherein the electric power pattern is suitable for counteracting the electric reaction generated by the at least one accumulator while charging; and / or wherein The control device of the power output by the accumulator is capable of controlling the driving torque applied to the wheel (2) by the electric motor (12) itself.

30. Assembly (1) according to claim 1 or 2, wherein: The kinetic energy recovery device (10) comprises a pneumatic or hydraulic machine, which is suitable for converting kinetic energy into potential energy in the form of a pressurized fluid; and / or wherein The kinetic energy recovery device (10) comprises an accumulator which is operatively connected to the flywheel (4) and is suitable for storing the pressurized fluid generated by the pneumatic motor, thereby accumulating pressure to charge itself; and / or wherein The kinetic energy recovery device (10) is suitable for converting the potential energy of the pressurized fluid into mechanical energy.

31. Assembly (1) according to claim 30, wherein The kinetic energy recovery device (10) comprises a pump.

32. Assembly (1) according to claim 30, wherein The pneumatic motor is adapted to convert kinetic energy into potential energy in the form of compressed air.

33. Assembly (1) according to claim 30, wherein The kinetic energy recovery device (10) is adapted to convert the potential energy of the pressurized fluid into mechanical energy for rotating the flywheel (4) and / or the vehicle wheel (2).

34. Assembly (1) according to claim 28, wherein At least two of the inertial motor (10), the pneumatic motor or the electric motor (12) form an in-wheel hybrid motor, wherein they cooperate synchronously and mutually to accelerate the vehicle wheel (2) and the vehicle (40); and / or wherein at least one of the inertial motor (10), the pneumatic motor or the electric motor (12) forms a hybrid motor, which cooperates with the energy of the vehicle (40) to accelerate the wheel (2) and the vehicle (40) by significantly increasing the power and acceleration of the vehicle (40).

35. Assembly (1) according to claim 1 or 2, wherein: The clutch is operable by a manually operable control.

36. Assembly (1) according to claim 1 or 2, wherein: The clutch is operated by an automatically operable control device associated with the assembly (1) in response to detection of status information of the vehicle (40).

37. Assembly (1) according to claim 1 or 2, further comprising a control and drive detection system (20) which can be associated with the assembly (1), which is suitable for detecting status information of a vehicle (40) and processing the status information of the vehicle (40); and The control and drive detection system (20) comprises at least one inertial platform and at least one data processing unit, which is suitable for processing the state information of the vehicle (40) so as to automatically send a control signal to the at least one clutch.

38. Assembly (1) according to claim 1 or 2, comprising a plurality of flywheels (4) adapted to be activated sequentially by a control signal sent by a control and drive detection system (20) of the assembly (1) based on processing of information detected by at least one tone wheel (22, 24); At least one flywheel (4) among the plurality of flywheels (4) is associated with the kinetic energy recovery device (10).

39. Assembly (1) according to claim 38, wherein At least one flywheel (4) of a plurality of consecutive flywheels (4) rotates in an opposite direction relative to the other flywheels; or All other flywheels (4) of the plurality of flywheels (4) rotate in the same direction.

40. Assembly (1) according to claim 3, wherein The combination of mass, shape and angular velocity of a pair of additional flywheels (4) having different masses and / or different shapes and / or different angular velocities enables the flywheels (4) in the pair of additional flywheels (4) to have the same or similar gyroscopic moments as each other, so that the additional rotating components (4) coupled to each other through the transmission device (106) have opposite rotation directions, thereby compensating or canceling their gyroscopic moments or making them negligible in terms of the impact on the vehicle.

41. The assembly (1) according to claim 5 further comprises a flywheel brake device (18) associated with the flywheel (4), which is suitable for applying a braking action on the flywheel (4), thereby braking the vehicle wheel (2) through the transmission device (6), possibly until the vehicle wheel (2) is stopped.

42. A vehicle wheel assembly comprising at least one assembly (1) according to any one of claims 1-41.

43. A vehicle (40) comprising at least one assembly (1) according to any one of claims 1 to 41.

44. A vehicle (40) according to claim 43, wherein: The at least one flywheel (4) is provided with an additional weight (29) which can be installed and removed in order to adjust the angular moment and thus the rotational inertia of the at least one flywheel (4) as required.

45. A vehicle (40) according to claim 43 or 44, wherein: The vehicle is a cycling vehicle.

46. ​​A vehicle (40) according to claim 43 or 44, wherein: The vehicle is a motor vehicle.

47. A vehicle (40) according to claim 43 or 44, wherein: The vehicle is driven by an internal combustion engine.

48. A vehicle (40) according to claim 43 or 44, wherein: The vehicle is driven by an electric motor.

49. A vehicle (40) according to claim 43 or 44, wherein: The vehicle is driven by alternative energy, including gravity and power.

50. A vehicle (40) according to claim 43 or 44, wherein: The vehicle is powered by alternative energy including pneumatic power.

51. A vehicle (40) according to claim 43 or 44, wherein: The vehicle is driven by a hybrid power of available energy sources.

52. A detection, control and drive system (20), which is suitable for controlling a component (1) according to any one of claims 1-41, comprising at least one detection device suitable for detecting information about the state of the vehicle (40), and at least one data processing unit suitable for processing the information detected by the detection device so as to automatically send a control signal to the component (1).

53. A method for recovering kinetic energy of a vehicle wheel (2), comprising the following steps: Providing at least one assembly (1) according to any one of claims 1 to 41; operatively connecting at least one pair of flywheels to the vehicle wheel (2) such that the at least one pair of flywheels are located within a radial dimension of the vehicle wheel (2) and at a predetermined radial distance from an axis of wheel rotation; transferring a portion of the kinetic energy of the vehicle wheel (2) to the flywheel (4) via at least one clutch, wherein the clutch is configured to selectively and operatively connect and disconnect the vehicle wheel (2) and the flywheel (4) to decouple the flywheel (4) from the vehicle wheel (2); determining that the vehicle wheel (2) and at least one flywheel rotate at different angular velocities relative to a portion of a chassis (15) of the vehicle (40); as well as Increasing the instantaneous power of a vehicle comprises the following steps: storing a first part of the kinetic energy of the vehicle wheel (2) in the form of inertial potential energy and / or pneumatic potential energy and / or hydraulic potential energy and / or electrical potential energy; A second portion of the stored potential energy is returned to the vehicle wheel (2) to accelerate the vehicle wheel (2).

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