ZINGARELLI, Luisa Maria Paola (Via Vallazze 1, Milano, IT)
| CLAIMS 1. Kinetic energy recovery device (10; 110) for a vehicle provided with at least one wheel (4) having a hub (6); the device (10; 110) comprising: at least one elastic accumulator (11; 111), which is configured to accumulate kinetic energy in the form of elastic energy, and comprises an elastic element (13; 113) provided with a first fixed end (19; 119), which is integral with a frame (3) of the vehicle (1), and a second mobile end (20; 120), which is connected to a mobile element of the vehicle (6; 123) by means of a transmission element (14, 15; 133) so as to exert a braking action on the mobile element of the vehicle (6; 123); and at least one driving device (12; 112), which is coupled to the second mobile end (20; 120) and to the hub (6) and it is configured to convert the movement of the second mobile end (20; 120,) of the elastic accumulator (11; 111) into a rotational movement of the hub (6) in the direction of travel of the vehicle (1); the driving device (12; 112) comprising: - a further transmission element (75) configured to transfer the energy accumulated by the elastic accumulator (11, 111) to the hub (6) and provided with a first head (78) coupled to the second mobile end (20, 120)); - a free-wheeling element (76) , which is coupled to a second head (79) of the further transmission element (75) and is configured so as to wind the further transmission element (75) in a first sense (Ml) without transmitting a rotational movement to the hub (6) and to unwind the further transmission element (75) in a second sense (M2) opposite the first sense (Ml) and to transmit a rotational movement to the hub (6) . 2. Device according to claim 1, wherein the further transmission element is a first cable (75). 3. Device according to claim 1 or 2, wherein the freewheeling element (76) comprises an elastic return element (80) coupled to the second head (79) of the cable (75) . 4. Device according to claim 3, wherein the elastic return element (80) is preloaded in such a way as to maintain the cable (75) tight. 5. Device according to any one of claims 2 to 4, wherein the free-wheeling element (76) comprises: - a first rotating disc (81), which is provided with a toothed edge (82) and supports the elastic return element (80); and - a blocking device (84), which is integral with the hub (6) and is configured to block the rotation of the first rotating disc (81) in the second sense (M2) and to allow free rotation of the first rotating disc (81) in the first sense (Ml) . 6. Device according to claim 5, wherein the blocking device (84) comprises a spring (85) and a blocking element (86), which is coupled to the spring (85) and is configured to engage a respective seat of the toothed edge (82) of the first rotating disc (81) so as to block the rotation of the first rotating disc (81) in the second sense (M2) and to allow free rotation of the first rotating disc (81) in the first sense (Ml) . 7. Device according to claim 5 or 6, wherein the blocking device (84) is coupled to a support plate (87) integral with the hub (6) . 8. Device according to any of the preceding claims, wherein the elastic accumulator (11) is configured to accumulate kinetic energy dissipated during braking of the vehicle (1) . 9. Device according to claim 8, wherein the elastic accumulator (11) is configured to exert a braking action on the wheel (4) of the vehicle (1). 10. Device according to any of the previous claims, wherein the transmission element comprises a second cable (14) provided with a third head (23) fixed to the mobile end (20) of the elastic element (13) and a fourth head (24); and a rotating winding element (15), which is integral with the hub (6) during braking of the vehicle (1) and is coupled to the fourth head (24) of the second cable (14) . 11. Device according to claim 10, wherein the accumulator spring (11) comprises a release command (17) configured in such a way to allow rotational movement of the rotating winding element (15) which determines the winding of the second cable (14) and selectively block the rotational movement of the rotating winding element (15) which determines the unwinding of the second cable (14) . 12. Device according to claim 10 or 11, wherein the rotating winding element (15) comprises a friction element (38) suitable to make integral with the winding element (15) the hub (6) during braking of the vehicle (1). 13. Device according to any of the previous claims, wherein the elastic accumulator (111) is configured to accumulate kinetic energy dissipated by at least one shock absorber (121) of the vehicle ( 1 ) . 14. Device according to claim 13, wherein the elastic accumulator (113) comprises: - a lever (127) hinged at one end (129) to the frame (3) of the vehicle (1); and - a cable of transmission (128) having a first end portion (132) coupled to the elastic element (113) and a second end portion (133) coupled to the lever (127). 15. Device according to claim 14, wherein the lever (127) is coupled to the further transmission element (75) of the transmission device (112). 16. Vehicle (1) comprising at least one device (10; 110) for the recovery of the kinetic energy according to any one of the previous claims . |
TECHNICAL FIELD
The present invention relates to a kinetic energy recovery device for a vehicle. In particular, the present invention relates to a device for the recovery of kinetic energy for a human-powered vehicle, such as a bicycle, or a light vehicle.
BACKGROUND ART
Devices are known for kinetic energy recovery in bicycles and comprise an elastic accumulator, which is configured to accumulate the kinetic energy in the form of elastic energy and comprises a mobile portion, and a driving device, which is coupled to the mobile portion of the elastic accumulator and to the wheel hub and is configured to convert the movement of the mobile portion of the elastic accumulator in a rotational movement of the hub in the direction of travel of the vehicle.
The document U.S. 4744577 describes a device for the recovery of the kinetic energy comprising a gear driving device. These devices are characterized by high losses of energy due to friction during the transmission of motion. Moreover, the complexity of the gears assembly makes this type of devices particularly costly. In addition, known devices for the recovery of the kinetic energy are not able to return the energy recovered with a torque higher than the braking torque. Therefore, when the stored energy is released the vehicle acceleration is always moderate. Devices of this type are described for example in the documents US2010/258372, DE841701, DE9316401, CA2354320.
DISCLOSURE OF INVENTION
It is therefore an object of the present invention to provide a kinetic energy recovery device for a vehicle which is free from the prior art drawbacks described herein; in particular, is an object of the present invention to provide a kinetic energy recovery device for a vehicle which is high efficient and, at the same time, simple and cheap to produce.
In accordance with these aims, the present invention relates to a kinetic energy recovery device for a vehicle according to claim 1.
It is also an object of the present invention to provide a vehicle capable of recovering the kinetic energy dissipated.
In accordance with these objects, the present invention relates to a vehicle according to claim 16.
BRIEF DESCRIPTION OF THE DRAWINGS
Further characteristics and advantages of the present invention will become clear from the following description of one of its non-limiting example of implementation, with reference to the accompanying drawings, wherein:
- Figure 1 is a view with parts in section and parts removed for clarity, of a first embodiment of the kinetic energy recovery device for a vehicle according to the present invention;
- Figure 2 is a view of the device of figure 1 in a first operating condition; - Figure 3 is a view of the device of Figure 2 in a second operating position;
- Figure 4 is a schematic view, with parts removed for clarity, of a first portion of a second embodiment of the kinetic energy recovery device for a vehicle according to the present invention;
- Figure 5 is a schematic view, with parts in section and parts removed for clarity, of a second portion of the device of Figure 4;
- Figures 6-8 are the sections VI-VI, VII-VII and VIII-VIII of the device of Figure 1.
BEST MODE FOR CARRYING OUT THE INVENTION
In Figure 1 reference numeral 1 indicates a vehicle, which is, in the non-limitative example described and illustrated herein, a bicycle with pedals.
Vehicle 1 is provided with a frame 3 (shown in part in figure 1 and more clearly visible in Figure 4), with a front wheel (not shown for simplicity in the attached figures) and with a rear wheel 4.
The rear wheel 4 is provided with a shaft 5 extending along an axis A and a hub 6 coupled to a chain transmission device 7, (shown schematically in Figure 1) which is configured to transmit the motion of the pedals (not shown) to the hub 6. The shaft 5 is coupled at the ends to respective forks 9 of the frame 3.
The vehicle 1 comprises a kinetic energy recovery device 10 according to the present invention. The kinetic energy recovery device 10 is preferably coupled to the hub 6 of the rear wheel 4. It is understood that the kinetic energy recovery device 10 can be also coupled to the front wheel hub.
With reference to Figures 1, 2 and 3, the kinetic energy recovery device 10 comprises an elastic storage assembly 11, which is configured to accumulate kinetic energy in the form of elastic energy, and a driving device 12.
The elastic storage assembly 11 is configured to store the kinetic energy dissipated during braking of the vehicle 1 and, at the same time, exert a braking action on the wheel 4 of the vehicle 1. In particular, the elastic storage assembly 11 comprises an elastic element 13, a transmission element, a storage command 16 and a release command 17. In the non-limiting example described and illustrated herein, the transmission element connects a point of the hub 6 to the elastic element 13 and is configured to transfer the kinetic energy of the hub 6 to the elastic element 13. In particular, the transmission element comprises a cable 14 and a winding element 15.
The elastic element 13 is provided with a fixed portion 19
(visible only in Figures 2 and 3), which is fixed to the frame 3 of the vehicle 1, and a mobile portion 20. In particular, the mobile portion 20 can move between a resting position (see the configuration of figure 2) and a state of maximum extension in which the mobile portion 20 is placed in contact with a stop element 22 arranged at a predetermined distance from the fixed portion 19 (see the configuration of Figure 3). In the non- limiting example described and illustrated here, the elastic element 13 is a cylindrical elastic element, preferably made of a latex-based material, such as natural latex.
The dimensions of the elastic element are variable depending on the amount of energy that is to be stored.
In an embodiment not shown the elastic element 13 is integrated inside the frame 3, for example inside a tube of the frame 3.
The cable 14 is provided with a head 23 fixed to the mobile portion 20 of the elastic element 13 and a head 24 coupled to winding element 15. Preferably, the cable " 14 is made of a non- elastic material. For example, the cable 14 is made with a material able to make the cable 14 sufficiently strong and of compact dimensions. Preferably, the cable 14 is made of DYNEEMA.
The winding element 15 is configured to freely rotate in the direction SI (Figure 7), which determines the winding of the cable 14, and to selectively rotate in the opposite direction S2 (Figure 7), which determines the unwinding of the second cable (14), on the basis of the position of the release command 17. In particular, when the release command 17 is activated, the winding element 15 can rotate freely in the direction S2 (Figure 7) of unwinding of cable 14, while when the release command 17 is not activated, the winding element 15 cannot rotate in the direction S2 (Figure 7) of unwinding of the cable 14 since, as we will see in detail later, it is blocked by the release command 17.
The winding element 15 is also mobile between a first operating position (shown in Figure 3), in which it is pulled by the hub 6 and rotates integrally with the hub 6 so as to wind the cable 14, and thus so as to stretch the elastic element 13 and store elastic energy, and a second operating position (illustrated in Figure 2) in which the winding element 15 is uncoupled from the hub 6.
In particular, the storage command 16 is configured to determine the displacement of the winding element 15 between the first and the second operational position. In particular, when the storage command 16 is actuated, the winding element 15 is moved from the second to the first operating position, while when the storage control 16 is deactivated the winding element 15 is moved from the first to the second operative position.
Substantially, during use, the user activates the storage command 16 to obtain the winding of the cable 14 and the elongation of the elastic element 13 and actuates the release command 17 to unwind the cable 14 and enable the mobile portion 20 of the elastic element 13 to return to the rest position and to cooperate, as we shall see in more detail below, with the driving device 12. In the non-limiting example described and illustrated herein, the winding element 15 comprises a main body 25, a transmission disc 26, a coupling element 27 and a motion assembly 28.
The main body 25 has preferably a truncated-conical shape and has a first end 29 and a second end 30. In particular, the main body 25 has a first section at the first end 29 and a second section at the second end 30 greater than the first section. The main body 25 has, in addition, a central through hole
31, adapted to be engaged by the shaft 5 of the wheel 4, and a spiral groove 32, which is adapted to house the cable 14 during the winding (better shown in Figure 3) and extends substantially along the entire outer lateral surface of the main body 25.
At the second end 30, the main body 25 is provided with a circular groove 33, which is arranged around the central through hole 31 to define a seat 34.
The transmission disc 26 is coupled to the main body 25 at the first end 29 and is provided with a toothed edge 36 (Figure 7) . As we shall see in more detail below, the toothed edge 36 is suitable to cooperate, in use, with the release command 17. In the non-limiting example described and illustrated here the main body 25 and the transmission disc 26 are made in a single piece.
The coupling element 27 comprises a friction element 38, which is preferably ring-shaped. The friction element 38 is coupled to the transmission disc 26 and is adapted to be placed in contact with a portion of the driving device 12 which is integral with the hub 6 when the winding element 15 is in the first operating position (see figure 3 ).
The winding element 15 is thus pulled by the hub 6 and put in rotation so as to wind the cable 14 along the spiral groove
32. Preferably, the friction element 38 is made of rubber.
In an alternative embodiment the friction element 38 is made of the same material used for common disc brake pads .
The motion assembly 28 comprises a threaded portion 40 of shaft 5, which is arranged in the proximity of the second end 30 of the main body 25, a nut 41 screwed to the threaded portion 40 of shaft 5, a sliding element 42, arranged about the shaft 5 between the second end 30 and the nut 41, and a return device 43.
In particular, the slide element 42 comprises a ball ring 45, suitable to be arranged in contact with a portion of the nut 41 so as to engage the seat 34 of main body 25.
With reference to Figures 1 and 6, the nut 41 is coupled to the storage command 16 by a control cable 47, preferably a Bowden cable, in such a way that when the storage command 16 is activated, the nut 41 is screwed for a default number of revolutions around the threaded portion 40 of the shaft 5, so as to exert an axial thrust on the sliding element 42 and on the main body 25. In this way, the main body 25 moves axially until the friction element 38 is in contact with the respective portion of the driving device 12 integral with the hub 6.
The return device 43 comprises a preloaded spring 48, which has a first end 49 coupled to a member 50 integral with the frame 3 of the vehicle 1 and a second end 51 coupled to the nut 41 ( Figure 6 ) .
The length and the pre-tensioning degree of the spring 48 are such as to ensure that the nut 41 returns to its initial position when the storage command 16 is not actuated. In this way, the main body 25 is moved axially in such a way that the friction element 38 is no longer in contact with the respective portion of the driving device 12 integral with the hub 6 and that the winding element 15 is in the second operating position (Figure 2). In the non-limiting example described and illustrated herein, the storage command 16 comprises a control lever (not shown in the attached figures), connected to the control cable 47.
As already mentioned, the control cable 47 is preferably a Bowden type cable provided with an inner cable 52, having a first end (not visible in the attached figures) connected to the control lever and a second end 53 connected to a fixed point of the nut 41, and an outer sheath 54 having a first end 55 connected to a portion 56 of the frame 3 and an end (not shown in the attached figures) connected to the frame 3 in the vicinity of the control lever.
In use, when the user operates the control lever of the storage command 16, the nut 41 is screwed through the action of traction exerted on the inner cable 52 of the cable 47. Thanks to the ball ring 45, the axial displacement of the nut 41 determines the axial sliding of the main body 25 so that the friction element 38 couples the main body 25 to the hub 6 of the wheel and the cable 14 wraps around the main body. 25.
With reference to Figure 7, the release command 17 comprises preferably a control lever (not shown for simplicity) , a blocking element 58, a cable 59, and a spring 60.
The cable 59 is preferably a Bowden type cable provided with an inner cable 61, having a first end (not visible) connected to the control lever and a second end 62 connected to the element of block 58 by means of a connecting element 63, and an outer sheath 64 provided with an end 65 connected to a portion 66 of the frame 3 and one end (not visible) connected to the frame 3 in the vicinity of the control lever.
The blocking element 58 is integral with the frame 3 of the vehicle 1 and comprises a lever 68 provided with a first end 69 hinged to a portion 70 of the frame 3 and a second end 71, which is adapted to engage a respective seat of the toothed edge 36 of the transmission disc 26 and is connected to the inner cable 61 by the connecting element 63.
The portions 66 and 70 of the frame 3 are defined by a substantially U-shaped plate 73, which is connected to a fork 9 of the frame 3 and to the shaft 5. The plate 73 also supports the element 50 integral with the frame 3.
The spring 60 is arranged around the inner cable 61 and has one end placed in abutment against the connecting element 59 and one end disposed in abutment against the portion 70 of the frame 3.
In use, when the user operates the control lever, the inner cable 61 pulls the lever 68 of the blocking element 58 and releases the transmission disc 26, allowing the main body 25 to rotate freely in the direction S2 unwinding the cable 14. When the user releases the control lever, the spring 60 causes the return of the lever 68 to its initial position in which it engages a seat of the toothed rim 36 for blocking the rotation of the transmission disc 26 in the direction S2 of unwinding of the cable 14
With reference to Figure 1, the driving device 12 is coupled to the mobile end 20 of the elastic element 13 and to the hub 6 and is configured to convert the movement of the mobile end 20 into a rotational movement of the hub 6 in the direction of travel of the vehicle. In particular, the driving device 12 comprises a cable 75 and a free-wheeling element 76.
The cable 75 is having a first head 78 coupled to the mobile end 20 of the elastic element 13 and a second head 79 coupled to the free-wheeling 76.
With reference to Figures 1 and 8, the free-wheeling element 76 is configured so as to wind the cable 75 in a first sense Ml without transmitting a rotary motion to the hub 6 of the wheel 4 and to unwind the cable 75 in a second sense M2 opposite to the first sense Ml and transmit a rotational movement to the hub 6 of the wheel 4. The second sense M2 coincides with the direction of travel of the vehicle 1.
With reference to Figure 8, the free-wheeling element 76 comprises a retracting elastic element 80, which is coupled to the second head 79 of the cable 75, a rotating disc 81, which is provided with a toothed outer edge 82 and supports the retracting elastic element 80, and a blocking device 84, which is integral with the hub 6 and is configured to block the rotation of the disc 81 in the second sense M2 and to allow the free rotation of the disc 81 in the first sense Ml opposite to the second sense M2.
The retracting elastic element 80, in the non-limiting example described and illustrated here, is a spiral spring preloaded so as to maintain the cable 75 tight. In an alternative embodiment not shown the retracting elastic element 80 has a linear elastic element coupled to a pulley supported by the free-wheeling element 76.
The blocking device 84 comprises a spring 85 and a blocking element 86, which is coupled to the spring 85 and is configured to engage a respective seat of the outer edge 82 of the toothed disc 81 in order to block the rotation of the disc 81 in the second sense M2 and allow the free rotation of the disc 81 in the first sense Ml.
The blocking device 84 is coupled to a support plate 87 integral with the hub 6 of the wheel 4.
In use, when the user operates the storage command 16, the elastic element 13 is extended and the cable 75 is recalled by the retracting elastic element 80 (which rotates the disc 81 in the first sense Ml without pulling the hub 6 and maintained tight .
When the user operates the release command 17, the cable 75 is pulled back by the elastic element 13 and is unwound in the second sense M2 pulling the hub 6 of the wheel 4, the rotation of the disc 81 being blocked by the blocking device 84.
Substantially, during the storage phase the cable 14 is wound in a first direction SI (coinciding with direction of travel of the vehicle 1) while the cable 75 is wound in a sense Ml opposed to the direction SI; during the phase of release of the accumulated energy, the cable 14 unwind in the direction S2, while the cable 75 unwind in the sense M2 (coinciding with the direction of travel of the vehicle 1) pulling with it the hub 6 of the wheel 4 and advancing the vehicle 1.
In Figures 4 and 5 a kinetic energy recovery device 110 is illustrated in accordance with a second embodiment.
In Figures 4 and 5 reference numbers of figures 1-3 6-8 are used to indicate similar parts of the two embodiments.
The kinetic energy recovery device 110 is preferably coupled to the hub 6 of the rear wheel 4. It is understood that the kinetic energy recovery device 110 may be also coupled to the front wheel hub.
The kinetic energy recovery device 110 comprises an elastic accumulator 111, which is configured to accumulate kinetic energy in the form of elastic energy, and a driving device 112. The elastic accumulator 111 is configured to accumulate kinetic energy dissipated by at least one shock-absorber 121 of the vehicle 1.
The driving device 112 is substantially identical to the driving device 12 and therefore it will not be described again.
In particular, the elastic accumulator 111 comprises an elastic element 113, provided with a first fixed end 119 integral with the frame 3 and a second mobile end 120, and a transmission unit 116, which is configured to connect the mobile end 120 to the cable 75 of the driving device 112. The elastic element 113 is an elastic component of a shock-absorber 121 of the vehicle and the second mobile end 120 is connected to a mobile portion of the vehicle through a transmission element, which is configured to transfer the kinetic energy of the shock absorber to the elastic element 113.
In the non-limiting example described and illustrated herein, the shock absorber 121 is a spring 122 disposed around a tube 123 of the frame 3 which supports the seat 124 of the vehicle 1. The tube 123 is sliding inside the frame 3 to operate substantially as a piston. Therefore, the elastic element 113 coincides with the spring 122 and the transmission element which connects the mobile end 120 of the spring 122 to the tube 123 is defined by a connection ring 133.
In a first alternative embodiment not shown the elastic element is a spring of a shock absorber disposed on at least one fork of the front wheel.
In a second alternative embodiment not shown the elastic element is a hydraulic piston of a hydraulic shock absorber disposed in at least one fork of the front wheel.
The transmission assembly 116 comprises a lever 127 and a transmission cable 128.
The lever 127 has one end 129 hinged to the frame 3 and a second end 130 opposite the end 129. The lever 127 is also provided with a plurality of holes 131 arranged along the lever 127 near the end 130 for the coupling of the lever 127 to the cable 75 of the driving device 112.
In the non-limiting example described and illustrated herein, the holes 131 are three and are arranged substantially at predefined distances along the lever 127 for adjusting the stroke of the cable 75 during use. The cable of transmission 128 has a first end 132 coupled to the mobile end 120 of the elastic element 113, and a second end portion 134 coupled to the lever 127 near the end 129 of the lever 127.
In use, when the shock absorber 121 starts working, the movement of the mobile end 120 of the spring 122 during compression of the spring 122 leaves the cable of transmission 128 loose and the end 130 of the lever 127 is recalled by the cable 75 of the driving device 112, which in turn is recalled by the retracting elastic element 80.
During the elongation of the spring 122 the lever 127 is raised by means of the cable of transmission 128 and the driving device 112 converts the displacement of the lever 127 in a movement of the vehicle 1 through the cable 75 and the free- wheeling element 76 in the same manner described for the first embodiment .
A third embodiment of the kinetic energy recovery device, not shown, comprises a first elastic accumulator for accumulating kinetic energy dissipated during braking of the vehicle of the type described for the first embodiment (elastic accumulator 11), a second elastic accumulator for accumulating kinetic energy dissipated by at least a shock-absorber of the type described for the second embodiment (elastic accumulator 111) and two driving devices 12, 112arranged along the shaft 5 of the wheel 4.
In this way, the kinetic energy recovery device is able to recover both the kinetic energy dissipated during braking of the vehicle and the kinetic energy dissipated by a shock-absorber and returns them on a single hub.
Advantageously, the kinetic energy recovery device 10, 110 according to the present invention solves the problem of reconciling the movement of lengthening and shortening of the elastic elements with the direction of rotation of the wheel which must always be equal. The kinetic energy recovery device 10, 110 is particularly lightweight.
Moreover, the small number of components makes the kinetic energy recovery device particularly economical than the prior art devices. The cost is further alleviated in the case in which the conventional brake is eliminated; the elastic accumulator 11 is, in fact, also configured to exert a braking action on the wheel on which it is mounted.
Compared to prior art devices, the kinetic energy recovery device 10, 110 according to the present invention has greater energy efficiency. It has limited energy dissipation due almost exclusively to hysteresis of the elastic element, which is normally low.
The compactness and the possibility of incorporating the elastic element 13 inside a specially crafted frame 3, allow preserving the aesthetics of the vehicle 1. Moreover, the integration of the elastic element 13 in the frame 3 protects the elastic element 13 itself by the action of external agents, such as temperature changes, UV rays, etc.
Furthermore, the kinetic energy recovery device 10 according to the present invention can release the stored energy with a torque greater than the braking torque albeit for a shorter time, with obvious advantages for the user.
The kinetic energy recovery device according to the present invention, in fact, is configured in such a way that the elastic accumulator 11, 111 and the driving device 12, 112 operate independently. In the elastic accumulator 11, 111, the elastic element 13, 113 is coupled to a point of the mobile part of the vehicle (i.e. to a first point of the hub 6 in the accumulator 11 or to the tube 123 of the saddle in the accumulator 111) by means of an element of transmission (i.e. the cable 14 in the accumulator 11 or the ring 133 in the accumulator 111) , while in the driving device 12, 112 the stored energy is released on a point of the mobile part of the vehicle that is different from the point to which the elastic element 13, 113 was coupled (i.e. a second point of the hub 6 in the case of the driving device 12 and a point of the hub 6 in the case of the driving device 112) and, moreover, in the driving device 12, 112 the release of stored energy takes place by means of a further transmission device (cable 75), distinct from the transmission device used in the elastic accumulator 11, 111. This implies that the storage of elastic energy and the release of accumulated elastic energy operate independently. Therefore, during the configuration of the kinetic energy recovery device according to the present invention, it is possible to define torques of release different from torques of accumulation.
Finally, the kinetic energy recovery device 10 according to the present invention can accumulate kinetic energy in multiple succeeding brake applications, up to the limit of elongation of the elastic element 13. The stored energy can then be released to the device for transmission of motion 12 in multiple sessions by means of the release command 17.
Clearly, the device and the vehicle described herein may be modified without departing from the scope of the appended claims.