Configurable wheel for a vehicle

Abstract

A wheel (4) for a vehicle (1) comprises a hub unit (9), whereas the hub unit (9) comprises: a stator portion (9a) coupled with a body (2) of the vehicle (1) by a suspension; a rotor part (9b); and a support device (9c) rotatably supporting the rotor part (9b) on the stator part (9a) about an axis of rotation (H), characterized in that the wheel comprises a plurality of blades (12) for a power absorbing turbine and a deployment mechanism (15) carried by the part between the rotor part (9b) and the stator part (9a), the deployment mechanism (15) is configured to transition the blades (12) between at least a deployed configuration, in which the blades (12) are arranged to form a set of compressor blade arrays for generating resistance to the vehicle (1), and a stationary configuration, in which the resistance generated by the blades (12) to the vehicle (1) is less than in the deployed configuration.

Description

[0001] Cross - reference to related applications

[0002] This application claims the priority of Italian Patent Application No. 102023000024396, filed on November 17, 2023, the entire disclosure of which is incorporated herein by reference. Technical field

[0003] The present invention relates to a wheel for a vehicle, in particular for a motor vehicle, and more particularly for a sports motor vehicle. Background art

[0004] Generally speaking, in the field of vehicles, especially in the field of sports or racing, it is necessary to minimize the wear of components.

[0005] For example, the wheels of a vehicle are usually equipped with braking devices, which include mechanical components that can selectively come into contact with each other to generate a frictional torque opposite to the direction of rotation of the wheel.

[0006] Although these mechanical components can ensure effective braking, they are obviously subject to wear and are therefore sensitive components with respect to the above - mentioned requirements.

[0007] Therefore, more particularly, it is necessary to reduce the use or wear of braking devices with mechanical components in contact with each other while ensuring equally effective and safe braking possibilities.

[0008] An object of the present invention is to at least meet one of the above - mentioned requirements, which is preferably achieved in a simple and reliable manner. Summary of the invention

[0009] This object is achieved by the following solution.

[0010] In one embodiment, the present invention provides a wheel for a vehicle, the wheel comprising: a hub unit, and the hub unit comprising a stator part coupled to the body of the vehicle through a suspension; a rotor part; and a support device that supports the rotor part on the stator part in a rotatable manner about a rotation axis;

[0011] The wheel further comprises: a plurality of blades for a power - absorbing turbine; and a deployment mechanism carried by a part between the rotor part and the stator part, the deployment mechanism being configured to convert the blades at least between a deployed configuration and a stationary configuration, in the deployed configuration, the blades are arranged to form a compressor blade array for compressing an air flow along the rotation axis during vehicle operation, thereby generating a resistance to the vehicle, and in the stationary configuration, the resistance generated by the blades to the vehicle is less than that in the deployed configuration.

[0012] In one embodiment, the wheel further includes a rim fixed to the rotor portion, the rim extending around the axis of rotation and defining an opening around the axis of rotation between the inner volume of the rim and the outer space of the rim, wherein in the stationary configuration the vanes form part of a wall adapted to axially cover the opening.

[0013] In one embodiment, the deployment mechanism couples the vanes to the stator portion such that in the deployed configuration the compressor vane array defines a compressor stator.

[0014] In one embodiment, the deployment mechanism couples the vanes to the rotor portion such that in the deployed configuration the compressor vane array defines a compressor rotor that rotates with the rotor portion.

[0015] In one embodiment, the deployment mechanism further includes an annular member that is fixed relative to the portion and extends circularly around the axis of rotation, and the vanes are hinged to the annular member about respective hinge axes that are radially oriented relative to the axis of rotation, enabling the vanes to rotate about their respective hinge axes between the deployed configuration and the stationary configuration.

[0016] In one embodiment, the deployment mechanism includes a motor and a transmission assembly driven by the motor to force the vanes to rotate from the stationary configuration to the deployed configuration.

[0017] In one embodiment, the transmission assembly is configured to apply differential rotation to a first set of vanes and a second set of vanes such that the first set of vanes and the second set of vanes rotate about their respective hinge axes at first and second rotation angles that are different from each other.

[0018] In one embodiment, the transmission assembly includes a shaft that is driven translationally along the axis of rotation by the motor, wherein the translational movement of the shaft drives the vanes to rotate about their respective hinge axes.

[0019] In one embodiment, the transmission assembly includes a corresponding link for each vane, the link having a first link end fixed to the corresponding vane and a second link end that engages in a sliding manner with a groove in the shaft, the groove extending around the shaft in a plane orthogonal to the axis of rotation.

[0020] In one embodiment, the drive assembly includes: another shaft coupled to the shaft to rotate about the axis of rotation by translation of the shaft; and a corresponding gear for each of the blades, the gear being fixed to the respective blade, rotatable about one of the hinge axes, and meshing with another gear fixed to the other shaft. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Embodiments of the present invention will be described below by way of non-limiting examples and with reference to the drawings, in order to better understand the present invention, wherein:

[0022] Figure 1 is a perspective view of a motor vehicle including a wheel according to the present invention;

[0023] Figure 2 is a perspective view of a larger proportion of the outer side of the wheel;

[0024] Figure 3 Similar to Figure 2 , showing the wheel in different operating configurations;

[0025] Figure 4 and Figure 5 are diameter sectional views of the wheel, with some components removed for clarity according to their respective different variants;

[0026] Figure 6 and Figure 7 are perspective views of a further enlarged proportion of the inner side of the wheel, with some components removed for clarity according to their respective different embodiments;

[0027] Figure 8 is a schematic plan view showing Figure 6 the operation of the embodiment. DETAILED DESCRIPTION

[0028] In Figure 1 , reference numeral 1 is used to denote the entire vehicle, specifically a motor vehicle, in particular a sports or racing motor vehicle.

[0029] The motor vehicle 1 includes a body 2, and the body 2 includes a frame (not shown here) and a housing carried by the frame, the housing defining the outer surface of the motor vehicle 1.

[0030] In addition, the motor vehicle 1 includes a plurality of wheels 4, Figure 1 only two of which are shown in . The wheels 4 are connected to the body 2, or more precisely to the frame, by means of a suspension (not shown here).

[0031] The wheel 4 determines the unsprung mass of the motor vehicle 1. The suspension suspends the vehicle body 2 or more precisely the vehicle frame, relative to the wheel 4, such that the vehicle body 2 forms part of the sprung mass of the motor vehicle 1.

[0032] The individual wheels 4 have similar characteristics (e.g. apart from the dimensions), which is the reason for only describing one of the wheels 4 in more detail below, provided that the characteristics described for this one wheel 4 also apply to the other wheels.

[0033] The wheel 4 includes a rim 5, which in particular has a tubular-shaped part 5a. The rim 5 or more precisely the part 5a has a rotation axis H, and the rim 5 extends around the rotation axis H.

[0034] The rim 5 delimits an inner volume V, i.e. in particular the volume radially delimited by the part 5a.

[0035] The rotation axis H coincides with the rotation axis of the wheel 4. In fact, the rim 5 rotates around the rotation axis H during rotation of the wheel 4.

[0036] Furthermore, the rotation axis H is transverse to the direction of travel of the motor vehicle 1. In particular, the rotation axis H is parallel to the pitch axis of the motor vehicle 1.

[0037] The rim 5 also has an outer surface 6 extending around the rotation axis H, thereby defining a surface of revolution enclosing the inner volume V. More precisely, the volume V is enclosed or delimited by the inner surface 6a of the rim 5.

[0038] The outer surface 6 further defines a seat or groove 7, which is provided to receive the tyre 8 of the wheel 4. The seat 7 is located opposite the volume V of the part 5a or more generally of the rim 5, arranged according to the radial direction with respect to the rotation axis H.

[0039] In particular, the tyre 8 is mounted on the rim 5 in the region of the seat 7, more specifically in a typical manner.

[0040] In other words, the seat 7 allows the tyre 8 to be mounted.

[0041] Furthermore, the wheel 4 includes a hub unit 9, for example a hub unit 9 of a known type, which has a rotor part 9b fixed relative to the rim 5, for example by bolts, and has a stator part 9a, which is supported by support means 9c of the hub unit 9 in a manner rotatable around the rotation axis H, such that the support means 9c includes radial rolling bearings arranged radially between the stator part 9a and the rotor part 9b.

[0042] The stator part 9a is coupled to the vehicle body 2 via the suspension of the motor vehicle 1.

[0043] For example, the rotor part 9b can be fixed to an axle shaft of a motor vehicle 1 (not shown here), which axle shaft is in turn driven by an engine of the motor vehicle 1 (not shown here). Alternatively, the wheel 4 can include an electric motor, the rotor of which is fixed to the rotor part 9b to rotate the latter about the axis of rotation H.

[0044] Preferably, the wheel 4 includes an annular member 10, which alternatively can be fixed to the rotor part 9b or to the stator part 9a.

[0045] On the outer side of the wheel 4, the rim 5 has an end 5c that extends annularly about the axis of rotation H, thereby defining internally, more precisely according to the radial direction, an opening 11 of the rim 5 about the axis of rotation H. The annular member 10 passes axially (i.e., along the axis of rotation H) through the opening 11 in particular.

[0046] The annular member 10 extends annularly or circumferentially about the axis of rotation H and is in particular at least partially located inside the volume V. The annular member 10 optionally defines part of a sleeve 13 that radially delimits a cavity 14 on the inside, which cavity 14 can be used to accommodate transmission components of the wheel 4, as will be explained in more detail below.

[0047] The opening 11 establishes a connection between the outside of the rim 5 and the inner volume V of the rim 5. More precisely, the opening 11 establishes a connection between the volume V and the space outside the rim 5, more particularly in front of the rim 5 according to the axis of rotation H.

[0048] The wheel 4 also includes a plurality of blades 12 and a deployment mechanism 15 that is configured to conduct the blades 12 at least between a deployed configuration and a stationary or closed configuration.

[0049] These blades 12 are for a power absorption turbine, i.e., for a compressor, in this case an axial flow type, but they can even be adapted to a radial compressor according to variants (not shown here).

[0050] In other words, the blades 12 have the typical shape of blades for a power absorption turbine, more precisely an axial flow compressor.

[0051] In the deployed configuration, the blades 12 are arranged to form an array of compressor blades or a compressor half-stage, in particular an axial flow type, so that the blades 12 can compress an air flow along the axis of rotation H during use of the motor vehicle 1.

[0052] More precisely, the air flow flows along the axis of rotation H.

[0053] In this particular case, in the deployed configuration, when the air flow passes through the vane 12 along the rotation axis H from the outer side of the rim 5 towards the inner side of the volume V, the vane 12 compresses the air flow.

[0054] Alternatively or additionally, in the deployed configuration, the vane 12 can be oriented in a manner opposite to that shown in Figure 3 (each vane rotates radially by 180° itself), such that when the air flow passes through the vane 12 from the inside of the volume V along the rotation axis H towards the outside of the rim 5, the vane 12 compresses the air flow. Thus, according to this last variant, the vane 12 will act as an air suction device to extract air from the rim 5.

[0055] Generally speaking, in the deployed configuration, the vanes 12 are arranged to form a vane wheel, i.e., arranged in an angularly distributed manner around the rotation axis H, particularly in a uniformly distributed manner. In this way, the vanes 12 form a plurality of channels, each channel being formed between two angularly adjacent vanes 12. The shape of each channel is designed to be able to compress the part of the air flow passing through it; for example, each channel can be designed to be in a nozzle-like shape, particularly a convergent or convergent-divergent shape.

[0056] In this particular case, the channels are axially oriented from the outer side of the rim 5 towards the inner side of the volume V. Alternatively or additionally, in the variant where the vane 12 operates as an air suction device, the channels axially lead from the inner side of the volume V to the outer side of the rim 5.

[0057] Therefore, in the deployed configuration, the vane 12 generates a drag force on the motor vehicle 1. In fact, the aerodynamic interference between the air flow and the vane 12 in the compressor configuration is converted into a force opposite to the direction of travel of the motor vehicle 1.

[0058] More specifically, the air flow generated by the movement of the motor vehicle 1 accelerates the surrounding air, thereby forming a wind opposite to the direction of travel of the motor vehicle 1. The air flow slows down when passing through the vane 12 in the deployed configuration, thereby compressing itself; the increased air flow pressure along the direction of the rotation axis H, in turn, is at least converted into a thrust acting on the vane 12 (and thus on the wheel 4), and the direction of this thrust is opposite to the direction of travel of the motor vehicle 1.

[0059] In the stationary configuration, the drag force generated by the vane 12 on the motor vehicle 1 is smaller than that in the deployed configuration.

[0060] In particular, in the rest configuration, the vane 12 defines or forms part of a wall adapted to axially close or cover the opening 11, or more simply, a wall that axially closes or covers the opening 11. More particularly, this wall is substantially continuous, i.e., without macroscopic internal voids, but it does not necessarily cover the opening 11 in a completely fluid-tight manner, so fluid may still leak through this wall.

[0061] In practice, the vanes 12 are arranged in the rest configuration such that the respective radial edges of two angularly adjacent vanes 12 substantially overlap or are flush with each other, that is, they are arranged such that there is no gap between the radial edges, except for a relatively small gap that can be neglected.

[0062] More precisely, the wall formed by the vanes 12 in the rest configuration extends radially from the annular member 10 and ends with a circular edge around the axis of rotation H. Thus, the shape of this wall is similar to a circular crown around the axis of rotation H; the diameter or outer radius of this circular crown is smaller than the inner diameter of the rim 5.

[0063] In addition, for example, the wall or the vanes 12 may axially (along the axis of rotation H) protrude (although slightly) relative to the rim 5 or the end 5c of the rim 5.

[0064] Axially covering the opening 11 by the vanes 12 can reduce the aerodynamic drag on the motor vehicle 1, for example because the air flow passing through the opening 11 from the outside of the wheel 4 is obstructed. In addition, specifically, the wall formed by the vanes 12 does not exert a compression effect on the air flow.

[0065] Preferably, the annular member 10 is part of the deployment mechanism 15 and is coupled to the vanes 12.

[0066] The vanes 12 are hinged to the annular member 10 about respective hinge axes R that are radial with respect to the axis of rotation H. Thus, the vanes 12 can rotate about their respective axes R between a deployed configuration and a rest configuration.

[0067] In this way, the rotation angle (i.e., pitch) of the vanes 12 about the axis R can be adjusted or varied by the deployment mechanism 15. Thus, the drag provided by the vanes 12 can be adjusted by the deployment mechanism 15 because this depends on the rotation angle of the vanes 12 about the axis R. In fact, the rotation angle of the vanes 12 determines the characteristics and dimensions of the channels defined between the vanes 12.

[0068] Without loss of generality, in the rest configuration, the rotation angles of all the vanes 12 can be assumed to be zero.

[0069] The maximum rotation angle of the vanes 12 corresponding to the deployed configuration can be between 15° and 30°.

[0070] Thus, during the transition from the stationary state to the deployed configuration, each blade can rotate about the corresponding axis R by an angle between 15° and 30°.

[0071] The deployment mechanism 15 can be carried by the rotor part 9b ( Figure 4 ) or the stator part 9a ( Figure 5 ), which depends in particular on whether the annular member 10 is fixed to the rotor part 9b or the stator part 9a.

[0072] Specifically, if the annular member 10 is fixed to the rotor part 9b, the deployment mechanism 15 is carried by the rotor part 9b. Similarly, if the annular member 10 is fixed to the stator part 9a, the deployment mechanism 15 is carried by the stator part 9a.

[0073] When the deployment mechanism is carried by the stator part 9a, the blades 12 in the deployed configuration form the stator of the compressor, specifically the stator of an axial compressor.

[0074] When the deployment mechanism 15 is carried by the rotor part 9b, the blades 12 in the deployed configuration form the rotor of a compressor, specifically the rotor of an axial compressor.

[0075] The rotor of the compressor rotates together with the rim 5, specifically in an integral manner about the rotation axis H.

[0076] During the use of the motor vehicle 1, the rotor of the compressor exerts a braking action on the motor vehicle 1 more effectively than the stator of the compressor. In fact, the work associated with the rotation of the wheel 4 is transmitted through the rotor of the compressor to the air flow passing between the blades 12 along the rotation axis H, so that this part of the work is used to compress the air flow. This is equivalent to slowing down the rotation of the wheel 4, that is, generating a braking action on the motor vehicle 1.

[0077] The deployment mechanism 15 is driven by an electric motor 16. Preferably, the electric motor is part of the deployment mechanism 15 itself, or more generally, part of the wheel 4. Specifically, the electric motor 16 is a linear motor, more specifically an electric motor. For example, the electric motor 16 can be powered by the battery of the motor vehicle 1.

[0078] The electric motor 16 is carried by the annular member 10; more precisely, the electric motor 16 has at least one fixed part that is fixed relative to the annular member 110, that is, carried by the annular member 10 in a fixed position.

[0079] The electric motor 16 drives the shaft 17 of the deployment mechanism 15 in a translational manner along the rotation axis H. In other words, the electric motor 16 is coupled to the shaft 17 to translate the shaft 17 in the direction of the rotation axis H. For example, the electric motor 16 can have a translational part that translates relative to the fixed part and is fixed relative to the shaft 17.

[0080] The shaft 17 is also part of the transmission assembly 18 of the deployment mechanism 15; the transmission assembly 18 is driven by the motor 16 to rotate the blades 12 from the rest configuration to the deployed configuration and vice versa, i.e., to rotate the blades 12 about their respective axes R.

[0081] The transmission assembly 18 is configured to transmit the output power of the motor 16 to each blade 12 such that each blade 12 can rotate about the respective axis R in a manner corresponding to the output power provided by the motor 16.

[0082] In addition, the wheel 4 further includes a blade 19 fixed to the annular member 10 and located in the region of the opening 11. When the blades are in the rest configuration 12, the blade 19 is part of the wall covering the opening 11.

[0083] The shaft 17 is coupled to the annular member 10 in a translational manner along the axis of rotation H relative to the annular member 10. For example, the shaft 17 can be arranged inside the annular member 10 and / or coaxial with the annular member 10.

[0084] The coupling of the blade 12 to the shaft 17 is such that the translation of the shaft 17 corresponds to the rotation of the blade 12 about its respective axis R. In other words, the translation of the shaft 17 determines the rotation of the blade 12 about its respective axis R. Similarly, therefore, the output power provided by the motor 16 determines the rotation of the blade 12 about its respective axis R.

[0085] Therefore, according to the one-to-one correspondence, the rotation angle of each blade 12 about its respective axis R depends on the translation of the shaft 17 or the output power provided by the motor 16 through the deployment mechanism 15.

[0086] Therefore, a series of rotations of the blades 12 about their respective axes R can be controlled by controlling (e.g., open-loop control or closed-loop control) the output power provided by the motor 16 or the translation of the shaft 17. Therefore, this also applies to the braking torque on the wheel 4 determined by the blades 12 during the use of the motor vehicle 1, which braking torque is associated with a series of rotations of the blades 12. Therefore, the wheel 4 can include a control unit configured to control the motor 16 or the translation of the shaft 17 based on a series of rotations of the blades 12 or the braking torque on the wheel 4, e.g., in open-loop or closed-loop control.

[0087] As discussed in more detail below, for the same translation of the shaft 17, the rotations of the blades 12 can be different from each other. In other words, the translation of the shaft 17 determines different rotations of the blades 12.

[0088] Therefore, the transmission assembly 18 can be configured to apply different rotations to the blades 12 about their respective axes R, particularly in response to the output power provided by the motor 16.

[0089] More specifically, the blades 12 can be divided into a first group of blades and a second group of blades. The blades 12 in each group have the same rotation when responding to the translation of the response axis 17 or the output power provided by the motor 16, but the rotation of one group is different from that of the other group.

[0090] Obviously, the rotations of the two groups of blades 12 are distinguished by relatively different rotation angles around their respective axes R.

[0091] More specifically, the blades 12 in each group are arranged in sequence at an angle around the rotation axis H. In other words, ideally, the blades 12 of each group occupy their respective different circular sectors around the rotation axis H. In the illustrated embodiment, on the one hand, the blades 12 of each group are separated by the blade 19 that is angled and inserted between a blade 12 of the first group and a blade 12 of the second group; on the other hand, a blade 12 of the first group follows a blade 12 of the second group at an angle.

[0092] According to Figure 6 the illustrated embodiment, for each blade 12, the transmission assembly 18 includes a corresponding connecting rod 20.

[0093] Each connecting rod 20 has an end 20a that is fixed to the corresponding blade 12; and an opposite end 20b that is slidably engaged in the groove 21 itself along the groove 21 of the shaft 17.

[0094] The groove 21 extends according to the contour around the shaft 17, especially in a plane orthogonal to the rotation axis H, and more particularly according to an arc-shaped contour.

[0095] The groove 21 has a guiding function for the end 20b along the contour of the groove 21, that is, it is configured to guide the end 20b in a sliding manner along the contour of the groove 21.

[0096] The connecting rod 20 is substantially rigid, that is, it has a fixed length between the ends 20a and 20b. The annular member 10 to which the blade 12 is hinged is also axially fixed (along the rotation axis H), although it can optionally rotate with the rim 5 when it is fixed relative to the rotor part 9a. Therefore, the translation of the shaft 17 causes the end 20b to slide along the contour of the groove 21, and thus causes an angular change of the connecting rod 20 relative to the rotation axis H or relative to the end 20a, while the axial position of the end 20a remains fixed in the region of the axis R around which the corresponding blade 12 is hinged (which can be clearly seen in Figure 8 where the movement of the connecting rod 20 is schematically represented). The angular change of the connecting rod 20 thus corresponds to the rotation of the corresponding blade 12 around the axis R when the end 20a rotates around the axis R.

[0097] In Figure 8In [the figure], the part shown by the dashed line corresponds to the initial positions of the connecting rod 20 and the corresponding blade 12. The initial angle of the connecting rod 20 relative to the rotation axis H is denoted by the symbol α. As the shaft 17 translates by x, the angle of the connecting rod 20 changes, which is denoted by the symbol β in Figure 8 ; the rotation of the blade 12 about the relative axis R is denoted by the symbol γ in Figure 8 .

[0098] Therefore, the end 20b covers an arc along the groove 21, thereby making an angular movement about the rotation axis H. At the same time, since the end 20b is axially constrained on the shaft 17 by the engagement with the groove 21, the end 20b also follows the translation of the shaft 17.

[0099] Therefore, the end 20b conceptually undergoes a rotation-translation, which corresponds to the rotation of the corresponding blade 12 about the relative axis R.

[0100] In fact, in the specific example of Figure 6 , the shaft 17 has a plurality of grooves 21, or more precisely, two grooves 21 spaced apart from each other along the rotation axis H.

[0101] The end 20a of the connecting rod 20 fixed to the first set of corresponding blades 12 engages with one of the two grooves 21, while the end 20a of the connecting rod 20 fixed to the second set of corresponding blades 12 engages with the other of the two grooves 21.

[0102] Therefore, the connecting rod 20 can be conceptually divided into two groups of connecting rods, corresponding to the first set of blades 12 and the second set of blades 12 respectively, where the connecting rods 20 in each group of connecting rods have equal lengths to each other, but different lengths from the connecting rods 20 in the other group of connecting rods.

[0103] Therefore, the different lengths and axial arrangements (along the rotation axis H) of the connecting rod 20 result in corresponding different rotations of the first set and the second set of blades 12 under the same translation of the shaft 17.

[0104] According to the embodiment shown in Figure 7 , the transmission assembly 18 includes another shaft 24, which is coupled to the shaft 17 such that the translation of the shaft 17 causes the shaft 24 to rotate about the rotation axis H.

[0105] More specifically, the shafts 17 and 24 are coaxial with each other. In particular, the shaft 17 is internally hollow and axially houses the shaft 24.

[0106] Specifically, the shaft 24 has a groove or slot 25 that extends in an inclined manner with respect to the axis of rotation H, that is, along a direction not parallel to the axis of rotation H. The shaft 17 has a pin (not shown in the figure) that engages with the slot 25. Thus, since the slot 25 is inclined with respect to the axis of rotation H, the pin acts as a cam on the edge of the slot 25, because the pin, as it translates within the slot 25 together with the shaft 17, generates a thrust on the edge of the slot 25 in a direction tangential to the axis of rotation H. In turn, this thrust causes the shaft 24 to rotate about the axis of rotation H.

[0107] In addition, for each blade 12, the transmission assembly 18 includes a corresponding gear or pinion 26.

[0108] The pinion 26 is fixed to the corresponding blade 12 and can rotate about the opposite axis R.

[0109] More precisely, the blades 12 have respective pins 27 that radially pass through the annular member 10 and are hinged to the annular member 10 in a manner rotatable about the axis R. The ends of the pins 27 face the axis of rotation H and each end carries the pinion 26 at a fixed and coaxial position on the axis R.

[0110] In particular, the pinion 26 is arranged within the cavity 14 of the sleeve 13.

[0111] Each pinion 26 meshes with a corresponding gear or ring gear 28 fixed to the shaft 24.

[0112] In particular, the ring gear 28 has a base that extends around the axis of rotation H and teeth that axially project from the base in the direction of the axis of rotation H.

[0113] Preferably, the ring gear 28 forms a bevel gear or hypoid gear with each pinion 26 that meshes with it.

[0114] Thus, the translation of the shaft 17 causes the shaft 24 to rotate, which in turn causes the ring gear 28 that meshes with each pinion 26 to rotate, thereby causing the corresponding blade 12 to rotate.

[0115] In fact, in Figure 7 In a specific example, the transmission assembly includes two ring gears 28 that are fixed to the shaft 24 and axially spaced apart from each other along the axis of rotation H.

[0116] The pinions 26 fixed to the first set of corresponding blades 12 mesh with one of the ring gears 28, while the pinions 26 fixed to the second set of corresponding blades 12 mesh with the other ring gear 28.

[0117] Thus, the gears formed between the pinion 26 and the gear ring 28 can conceptually be divided into two types of gears, corresponding respectively to the first set of vanes 12 and the second set of vanes 12, where these gears have different characteristics.

[0118] In this way, the first and second sets of vanes 12 can rotate in different ways while the shaft 17 undergoes the same translation.

[0119] For the reasons described above, the advantages of the wheel 4 according to the present invention are obvious.

[0120] The vanes 12 can be selectively used to reduce or increase the aerodynamic drag of the motor vehicle 1 through the deployed configuration and the stationary configuration of the vanes 12, respectively.

[0121] Without using mechanically contacting elements, the controllable increase in aerodynamic drag can be advantageously used to brake the motor vehicle 1.

[0122] Furthermore, the vanes 12 can generally be kept in the stationary configuration, so that the aerodynamic drag is generally minimized, unless in a situation suitable for braking the motor vehicle 1.

[0123] In addition, according to Figure 6 and Figure 7 the transmission assemblies 18 of the two embodiments are particularly simple, reliable and effective.

[0124] Finally, the wheel 4 according to the present invention can obviously be modified and varied, but these modifications and variations do not exceed the scope of protection defined by the appended claims.

[0125] In particular, each detail included in the figures is independent of the other details.

[0126] More particularly, the details mentioned include every arrangement of the components shown relative to the other components.

[0127] More particularly, the shapes and dimensions shown are only examples and are not closely associated with the arrangement of the components.

Claims

1. A wheel (4) for a vehicle (1), the wheel (4) comprising: A wheel hub unit (9), wherein the wheel hub unit (9) comprises a stator part (9a) coupled to a body (2) of the vehicle (1) via a suspension; a rotor part (9b); and a support device (9c) supporting the rotor part (9b) on the stator part (9a) in a manner rotatable around a rotation axis (H); The invention is characterized by comprising: a plurality of blades (12) for a power absorbing turbine; and An unfolding mechanism (15) is supported by a portion between the rotor portion (9b) and the stator portion (9a), and the unfolding mechanism (15) is configured to convert the blades (12) at least between a unfolded configuration and a static configuration. In the unfolded configuration, the blades (12) are arranged to form a compressor blade array for compressing airflow along the rotation axis (H) during operation of the vehicle (1), thereby generating resistance to the vehicle (1). In the static configuration, the resistance generated by the blades (12) on the vehicle (1) is less than the resistance in the unfolded configuration.

2. The wheel according to claim 1, further comprising a rim (5) fixed to the rotor portion, the rim extending around the rotation axis (H) and defining an opening (11) around the rotation axis (H) between an inner volume (V) of the rim (5) and an outer volume of the rim (5), wherein: In the rest configuration the blade (12) forms part of a wall adapted to axially cover the opening (11).

3. A wheel according to claim 1, wherein the deployment mechanism (15) couples the blades (12) to the stator portion (9a) such that in the deployed configuration the array of compressor blades defines a compressor stator.

4. A wheel according to claim 1, wherein the deployment mechanism (15) couples the blades (12) to the rotor portion (9b) such that in the deployed configuration the compressor blade array defines a compressor rotor that rotates together with the rotor portion (9b).

5. A wheel according to claim 1, wherein the deployment mechanism (15) comprises an annular member (10) which is fixed relative to the part and extends circularly around the rotation axis (H), and the blades (12) are hinged to the annular member (10) around respective hinge axes (R), and the hinge axes (R) are radially oriented relative to the rotation axis (H), so that the blades (12) can rotate around their respective hinge axes (R) between the deployed configuration and the static configuration.

6. The wheel according to claim 5, wherein the deployment mechanism (15) comprises a motor (16) and a transmission assembly (18) driven by the motor (16) to force the blade (12) to rotate from the rest configuration to the deployed configuration.

7. The wheel according to claim 6, wherein the transmission assembly (18) is configured to apply differential rotation to the first group of blades and the second group of blades, so that the first group of blades and the second group of blades rotate around the corresponding hinge axis (R) at first rotation angles and second rotation angles that are different from each other, respectively.

8. The wheel according to claim 6, wherein the transmission assembly (18) comprises a shaft (17) driven in translation along the rotation axis (H) by the motor (16), wherein: The translation of the shaft (17) drives the blades (12) in rotation about the respective articulation axes (R).

9. A wheel according to claim 8, wherein the transmission assembly (18) comprises a corresponding connecting rod (20) for each of the blades (12), the connecting rod (20) having a first connecting rod end (20a) fixed to the corresponding blade (12) and a second connecting rod end (20b) slidingly engaged with a groove (21) of the shaft (17), the groove (21) extending around the shaft (17) in a plane orthogonal to the rotation axis (H).

10. The wheel according to claim 8, wherein the transmission assembly (18) comprises: another shaft (24) coupled to the shaft (17) so as to rotate about the rotation axis (H) by translation of the shaft (17); and For each blade (12), the corresponding gear (26) is fixed to the corresponding blade (12), can rotate around one of the hinge shafts (R), and meshes with another gear (28) fixed on the other shaft (24).

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