(19)
(11)EP 3 558 801 B1

(12)EUROPEAN PATENT SPECIFICATION

(45)Mention of the grant of the patent:
04.11.2020 Bulletin 2020/45

(21)Application number: 17829319.7

(22)Date of filing:  20.12.2017
(51)International Patent Classification (IPC): 
B62K 5/027(2013.01)
(86)International application number:
PCT/IB2017/058224
(87)International publication number:
WO 2018/116215 (28.06.2018 Gazette  2018/26)

(54)

FORECARRIAGE OF A ROLLING MOTOR VEHICLE WITH ROLL CONTROL

VORGESTELL EINES ROLLENDEN KRAFTFAHRZEUGS MIT ROLLSTEUERUNG

AVANT-TRAIN D'UN VÉHICULE À MOTEUR ROULANT À COMMANDE DE ROULIS


(84)Designated Contracting States:
AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

(30)Priority: 21.12.2016 IT 201600129510

(43)Date of publication of application:
30.10.2019 Bulletin 2019/44

(73)Proprietor: PIAGGIO & C. S.p.A.
56025 Pontedera (Pisa) (IT)

(72)Inventor:
  • RAFFAELLI, Andrea
    I-56025 Pontedera, Pisa (IT)

(74)Representative: Zanettin, Gianluigi 
Jacobacci & Partners S.p.A. Piazza Mario Saggin, 2
35131 Padova
35131 Padova (IT)


(56)References cited: : 
EP-A1- 2 810 861
FR-A1- 2 953 184
EP-A1- 2 899 107
  
      
    Note: Within nine months from the publication of the mention of the grant of the European patent, any person may give notice to the European Patent Office of opposition to the European patent granted. Notice of opposition shall be filed in a written reasoned statement. It shall not be deemed to have been filed until the opposition fee has been paid. (Art. 99(1) European Patent Convention).


    Description

    Field of application



    [0001] The present invention relates to a forecarriage of a rolling motor vehicle with roll control. Moreover, the present invention relates to a roll control device applicable to a forecarriage of a rolling motor vehicle.

    [0002] In particular, the vehicle according to the invention may be a motor vehicle provided with two steering and rolling wheels at the front and a rear drive wheel with fixed axle at the rear.

    Prior art



    [0003] In the field of motor vehicles there is a growing supply of "hybrid" vehicles that combine the characteristics of motorcycles, in terms of handling, with the stability of four-wheeled vehicles.

    [0004] These "hybrid" vehicles are represented, for example, by three-wheeled motor vehicles provided with two front steering wheels and, by four-wheeled motor vehicles known as QUAD.

    [0005] More specifically, the above three-wheeled motor vehicles are provided with two steering and rolling (i.e. tilting) wheels at the front and a rear drive wheel with fixed axle at the rear. The rear wheel is intended to provide the drive torque and thus allow traction while the front wheels, paired, are intended to provide the directionality of the vehicle. The paired wheels at the forecarriage in addition to steering can tilt and roll. Due to this solution, compared to three-wheeled motor vehicles of which two at the rear, the motor vehicles with two wheels at the forecarriage are equivalent to an actual motorcycle since, just like a motorcycle, the motor vehicle can tilt on bends. Compared to a two-wheeled motor vehicle, such vehicles with two paired wheels at the forecarriage have, however, increased stability ensured by the double support on the ground of the front wheels, similar to that provided by a car.

    [0006] The front wheels are kinematically connected together by means of kinematic mechanisms that enable the same to roll in a synchronous and specular manner, for example through the interposition of articulated quadrilaterals. These vehicles are further provided with two independent suspensions, one for each of the two front wheels, provided with dampers, also independent.

    [0007] Three-wheel rolling motor vehicles are therefore designed to provide the handling of a two-wheeled motorcycle and, at the same time, the stability and safety of a motor vehicle with four wheels.

    [0008] A three-wheeled rolling motor vehicle of this type is described, for example, in the Italian patent application no. IT2003MIA001108 by the same Applicant.

    [0009] Due to the structural features of this type of vehicles, it is possible that under certain conditions, for example at very low speeds or during stops, the motor vehicle may fall as a result of an accidental and/or uncontrolled roll movement.

    [0010] This problem has been addressed by providing the above vehicles with rolling block systems, operated by the user manually and/or by an automatic control system.

    [0011] The roll block can be obtained in a variety of ways, but all substantially sharing the reversible block of a component that is configured to follow the rolling movements of one or both rolling wheels. The blocking of the rolling movements of such a component determines kinematically, directly or indirectly, the blocking of the rolling of the two front wheels of the motor vehicle.

    [0012] The component to be reversibly blocked can be an element that is already present in the rolling structure of the motor vehicle. For example, according to a very popular solution, the component to be blocked can be an element of the articulated quadrilateral that defines the rolling kinematic mechanism, preferably one of the two uprights. The blocking of the movement of an upright of the quadrilateral prevents the latter from varying its configuration and, therefore, indirectly the two wheels from rolling. If the articulated quadrilateral is connected to the axle journals of the two rolling wheels through the interposition of the suspensions, the roll movements due to asymmetric spring movements of the dampers are excluded from such a block and they will need to be managed independently.

    [0013] Such a system is described, for example, in the Italian patent application no. IT2004A000171 by the same Applicant. The anti-roll system is described in relation to a rolling motor vehicle provided with a steering system with articulated quadrilateral structure and two independent front suspensions. The anti-roll system comprises: a mechanical clamp adapted to block the rotation of the upper upright of the articulated quadrilateral around the hinge connecting the upright to the frame; two hydraulic clamps operated simultaneously by an electric motor acting on rods placed in parallel to the dampers to also prevent the roll due to an asymmetrical spring movement of two wheels.

    [0014] Alternatively, the component to be reversibly blocked to block the roll can consist of an element that is added to the rolling structure of the motor vehicle and is specifically designed for this purpose.

    [0015] In particular, this additional element may be associated with the articulated quadrilateral, as a reversible blocking element on the configuration of the quadrilateral itself. This solution is described, for example, in the European patent application EP2810861A1, in the French patent FR2953184, which shows the preamble of claims 1 and 15, and in the European patent EP2345576B1.

    [0016] Alternatively, this additional element may consist of a direct interconnection element between the axle journals of two rolling wheels, mechanically released from the frame of the motor vehicle.

    [0017] In these solutions, "axle journal" of a wheel is the mechanical part of the motor vehicle intended to support the rotation pin of the wheel itself and interconnected it kinematically to the suspensions, the steering device and, in the specific case, to the kinematic roll mechanism. The axle journal can be kinematically integral with the wheel pin, which in turn supports the wheel through bearings. In that case, the axle journal may be made integral with the wheel pin or be mechanically constrained thereto to form one piece. The axle journal can be kinematically integral with the wheel pin, which in turn supports the wheel through bearings.

    [0018] This technical solution of roll blocking - as kinematically released from the effects induced by the suspensions - allows blocking all the roll movements by acting only on such an additional element, thus including the roll movements generated by an asymmetrical spring movement of two rolling wheels. Such a technical solution is the object of the Italian patent application no. 102015000088087 by the same Applicant. A particular anti-roll system described in that application consists of an extensible rod that connects at the two ends thereof the two axle journals of the front wheels directly to each other by hinging means equivalent to a ball joint. The roll blocking is achieved by blocking the angle of rotation of the rod on the rolling plane at at least one end thereof by means of a dedicated actuator, such as a band brake or a drum brake. The rod so locked prevents the rolling movements of the two wheels. "Rolling plane" means a plane transverse to the longitudinal direction or direction of travel of the motor vehicle, and thus incident the centre line plane of the motor vehicle.

    [0019] Alternatively, the above additional element may consist of a direct interconnection element between the axle journal of one of the two rolling wheels and the frame of the motor vehicle. Such a technical solution is described in the Italian patent application no. 102015000088091 by the same Applicant. In particular, the anti-roll system consists of an extensible rod that connects at the two ends thereof the axle journal of one of the wheels directly to the frame by hinging means equivalent to a ball joint. The roll blocking is achieved by blocking the angle of rotation of the rod with respect to the rolling plane at at least one of the two ends thereof by means of a dedicated actuator, such as a band brake or a drum brake. The rod so locked prevents the rolling movements of the two wheels. In this case, the rolling movements caused by the asymmetrical spring suspension of both wheels are not blocked, since the springing of the wheel not connected to the frame by the rod is not affected by the rod block itself.

    [0020] In general, an anti-roll system, based on an interconnection rod that is hinged at its ends by hinging means equivalent to a ball joint and whose angle of rotation on the rolling plane is lockable a at least one end thereof by means of a dedicated actuator has the great advantage compared to other solutions to be easily installed on motor vehicles, and to require per se a limited footprint.

    [0021] Moreover, such a rod can be extensible or not in length, depending on whether it connects points the distance whereof varies or not during the movements of the motor vehicle (in particular, roll, steering or asymmetric spring suspension). The system can therefore also be easily configured in such a way as to be substantially transparent when driving.

    [0022] The adoption of belt or drum brakes also allows integrating the actuators directly on the hinging means of the rod, with advantages in terms of ease of installation.

    [0023] Such a technical solution, however, has the limit of requiring the use of power actuators, having a size sufficient to provide sufficient torque not only to maintain balance in the motor vehicle by blocking the rolling movements thereof, but also to prevent such a balance from being modified by moving all the weight of the motor vehicle on one side. A single actuator must be able to provide torques in the range of 30 kgm. This requires the installation of belt or drum brakes of large size, which effectively annul the space-saving advantage given by the rod. A similar situation would occur also if disc brakes are used.

    [0024] This limit is also greatly accentuated in case one wants to block the rotation of the rod at both ends to symmetrise the blocking of the roll on the two rolling wheels. In such a case, it would therefore be necessary to install not one, but two actuators, with a doubling of the overall dimensions and costs. A symmetric blocking of the roll is not in itself essential because the two wheels are connected to each other by the kinematic roll mechanism, but it may be suitable to annul the chain of tolerances and elasticity of the components.

    [0025] A possible alternative to the belt brake or drum brake consists of an extensible strut which in the vicinity of the hinging area diagonally connects the rod to the element to which it is hinged, as described in the already cited Italian patent application no. 102015000088087. The extensible strut is provided with means adapted to block the extension in length thereof. When locked in length, the strut prevents the rod from rotating. This technical solution, however, requires more complicated installation and does not allow significantly reducing the problem of the overall dimensions.

    [0026] In general, the static stability of a rolling motor vehicle with three wheels is linked to the wheel track of the vehicle itself, meant as the distance between the two front wheels. By static stability it is meant the stability in roll blocking conditions active. The larger the wheel track, the greater the stability of the vehicle. This also applies in relation to accidental or uncontrolled roll movements, which are potentially less dangerous as the wheel track increases.

    [0027] Operationally, the roll block is functional to increase the safety of the motor vehicle by preventing that under particular driving conditions at very low speed or in the event of stop of the motor vehicle, it may fall as a result of an uncontrolled and/or accidental rolling movement.

    [0028] The roll block, however, is an intervention that reduces the degrees of freedom of the motor vehicle, by limiting the driver's possibility of intervention, and can thus affect the maneuverability of the vehicle, with security risks. For these reasons, generally the roll block is allowed only at very low speed or with stationary vehicle.

    [0029] In motor vehicles with reduced wheel track, the roll block could however be unsuitable also at very low speeds or stationary vehicle, in the case of actuation with motor vehicle not perfectly stabilized horizontally. In such situations, the roll block can thus trigger unbalance of the motor vehicle that are not effectively countered by the driver and can lead to the fall of the motor vehicle.

    [0030] In the case of wide-track motor vehicles, this problem is not felt since the motor vehicle per se has a stable equilibrium. The roll block - when activated - therefore produces no countereffect on the driver's safety.

    [0031] What expressed above in terms of construction can be read as follows.

    [0032] A three-wheeled motor vehicle defines with the pair of front wheels and the rear wheel a so-called "supporting triangle." In other words, it defines a triangular-shaped supporting surface generated as the geometric connection of three straight lines connecting the pair of front wheels and the rear wheel to one another.

    [0033] Therefore, the larger the wheel track in the forecarriage, i.e. the distance between the pair of front wheels - with the same pitch - the larger is the area defined by the supporting surface. The median plane that divides the supporting surface defines a generatrix.

    [0034] In a three-wheeled vehicle, the supporting surface gives an estimate of the motor vehicle balance. In particular, when the vehicle with active roll block rigidly tilts, it maintains its own balance condition until the vertical to the ground for the center of gravity of the vehicle plus driver falls within the supporting surface. When the deviation from the generatrix falls outside of the supporting surface, the motor vehicle loses the balance condition.

    [0035] This is why reducing the wheel track, the possible the deviation with respect to the generatrix is very small or substantially zero. Consequently, apply a roll block in a motor vehicle with narrow wheel track does not benefit the driver to maintain a balance, but on the contrary hinders him, causing a rigid inclination and thus poor safety.

    [0036] In light of the foregoing, there is therefore the need for narrow wheel track rolling motor vehicles - as identified above - to implement a roll control which similarly to the traditional roll block systems reduces the risk of instability at a standstill or at low speeds of the motor vehicle, caused by uncontrolled and/or accidental rolling movements and that at the same time when actuated, does not trigger uncontrolled unbalance of the motor vehicle.

    [0037] Similarly to what is provided for roll block systems, there is also the need that such a roll control system is implementable by combining the simplicity of installation of a rod as a roll control element with a limited encumbrance of the system as a whole.

    Disclosure of the invention



    [0038] Therefore, the object of the present invention is to eliminate or at least reduce, the above drawbacks of the prior art by providing a forecarriage of a rolling motor vehicle provided with a roll control system that reduces the risk of situations of instability at a standstill or at low speeds of the motor vehicle caused by uncontrolled and/or accidental rolling movements without, however, triggering uncontrolled unbalance of the motor vehicle.

    [0039] A further object of the present invention is to provide a forecarriage of a rolling motor vehicle provided with a roll control system that allows combining the simple installation of a rod as a roll control element with a small footprint of the system as a whole.

    [0040] A further object of the present invention is to provide a forecarriage of a rolling motor vehicle provided with a roll control system which allows using actuators that are smaller and more cost-effective than those of the prior art.

    [0041] A further object of the present invention is to provide a forecarriage of a rolling motor vehicle provided with a roll control system which allows making the control of both rolling wheels symmetrical without causing a significant increase in the overall dimensions of the system and relative costs.

    [0042] A further object of the present invention is to provide a forecarriage of a rolling motor vehicle provided with a roll control system that is constructively simple and cost-effective to be made and mount on the vehicle itself.

    Description of the drawings



    [0043] The technical features of the invention can clearly be seen in the content of the claims below, and its advantages will become more readily apparent in the detailed description that follows, made with reference to the accompanying drawings, which illustrate one or more embodiments thereof which are purely exemplary and non-limiting, in which:
    • figure 1 shows a perspective view of a motor vehicle provided with a forecarriage with roll control system according to preferred embodiment of the invention, illustrated with some parts removed to better show others;
    • figure 2 shows an enlarged view of the forecarriage of the motor vehicle shown in Figure 1;
    • figure 3 shows an enlarged perspective view of a detail of the forecarriage of the motor vehicle in figure 1, relating to a roll control system, illustrated separated from the forecarriage and with a damper device in the free roll configuration;
    • figure 4 shows the detail shown in Figure 3 according to an orthogonal front view;
    • figure 5 shows a perspective view of the roll control system in figure 3, shown with the damper device in a damped roll configuration;
    • figure 6 shows the detail shown in Figure 5 according to an orthogonal front view; and
    • figures 7 and 8 show the detail shown in Figures 5 and 6, respectively, according highlighting the effects of a change in the roll angle α on the damper device.

    Detailed description



    [0044] With reference to the above figures, reference numeral 4 globally denotes a motor vehicle according to the present invention.

    [0045] For the purposes of this invention, it should be noted that the term motor vehicle must be considered in a broad sense, encompassing any motor vehicle having at least three wheels, i.e. two front wheels, as better described below, and at least one rear wheel. Therefore, the definition of motor vehicle also encompasses the so-called quads, with two wheels at the forecarriage and two wheels at the rear.

    [0046] The motor vehicle 4 comprises a frame 6 extending from a forecarriage 8 supporting at least two front wheels 10, to a rear 12 supporting one or more rear wheels 14. It is possible to distinguish a left front wheel 10' and a right front wheel 10", wherein the definition of left and right wheel 10', 10" is purely formal and means in relation to a driver of the vehicle. Said wheels are arranged to the left and right of a centre line M-M of the motor vehicle, with respect to an observation point of a driver driving the same.

    [0047] For the purposes of the present invention, frame 6 of the motor vehicle may have any shape, size and may for example be of the lattice type, the box-like type, single or dual cradle and so on. Frame 6 of the motor vehicle may be in one piece or in multiple parts; for example, frame 6 of the motor vehicle is interconnected with a rear frame 13 which may comprise a rear oscillating swingarm (not shown) supporting one or more rear drive wheels 14. The above rear swingarm may be connected to frame 6 by direct hinging, or by the interposition of crank mechanisms and/or intermediate frames.

    [0048] According to a general embodiment solution of the present invention, the motor vehicle forecarriage 8 comprises a forecarriage frame 16 and a pair of front wheels 10',10" kinematically connected to each other and to the forecarriage frame 16 by means of a kinematic roll mechanism 20 which preferably enables the same to roll in a synchronous and specular manner.

    [0049] The motor vehicle forecarriage 8 comprises a roll control system 100 in turn comprising a rod 110 having a first 111 and a second end 112 opposite each other which connect by means of hinging means 101', 101" and 102', 102" a first anchoring portion 102 and a second anchoring portion 60 of forecarriage 8 directly to each other.

    [0050] At least one of said first 60 and second anchoring portions 60 is subject to roll movements of said two front wheels 10', 10".

    [0051] In particular, as explained in greater detail below:
    • said first 60 and second anchoring portions 60 are both subject to roll movements of said two front wheels 10', 10"; or
    • only one of said first and second anchoring portions is subject to roll movements of said two front wheels 10',10", while the other anchoring portion is part of the forecarriage frame 16.


    [0052] Preferably, the above hinging means 101', 101" and 102', 102" are configured to passively follow the movements of said first anchoring portion 60 and said second anchoring portion 60.

    [0053] Preferably, the hinging means 101', 101" to said first end 111 of the rod comprise at least a first roll hinge 101' which has its hinge axis substantially orthogonal to the rolling plane of the two front wheels 10', 10" and is connected to said first anchoring portion 60.

    [0054] Said roll control system 100 comprises a first damper device suitable to dampen - in a predetermined angular range- the rotation movements of rod 110, preferably with respect to the first roll hinge 101' at the first end 111. The above angular range corresponds to an angular roll range of the rod.

    [0055] "Rolling plane" means a plane transverse to the longitudinal direction or direction of travel Y of the motor vehicle, and thus incident the centre line plane M-M of the motor vehicle. Operatively, dampening the rotation of rod 110 at at least one end thereof with respect to the roll plane means dampening the roll movements of the forecarriage parts connected to rod 110 and thus consequently dampening the roll movements of the two front wheels 10', 10".

    [0056] According to a preferred embodiment shown in the accompanying figures, each front wheel 10', 10" is connected to said kinematic roll mechanism 20 by a respective axle journal 60, which is mechanically connected to a rotation pin 68 of the wheel so as to support it rotatably around an axis of rotation. The forecarriage further comprises suspension means to guarantee each axle journal 60 at least one spring suspension movement with respect to said rolling kinematic mechanism 20.

    [0057] "Axle journal" of a wheel is the mechanical part of the motor vehicle intended to support the rotation pin of the wheel itself and interconnected it kinematically to the suspensions, the steering device and the above kinematic roll mechanism 20. The axle journal can be kinematically integral with the wheel pin, which in turn supports the wheel through bearings. In that case, the axle journal may be made integral with the wheel pin or be mechanically constrained thereto to form one piece. The axle journal can be kinematically integral with the wheel pin, which in turn supports the wheel through bearings.

    [0058] According to this preferred embodiment illustrated in the accompanying Figures, the above first and second anchoring portions consist of the axle journals 60 of the two front wheels 10', 10" and are therefore both subject to roll movements of said two front wheels 10', 10". In this case, the dampening of the rotation of rod 110 with respect to said rolling plane determines the dampening of the rolling movements of the axle journals of both two front wheels, and thus directly of the two wheels themselves.

    [0059] Alternatively, according to an embodiment not illustrated in the accompanying figures, said rod 110 may connect the axle journal of only one of the two front wheels directly to the forecarriage frame 16. In this case, only one of said first and second anchoring portions is subject to the roll movements of said two front wheels 10', 10". In this case, the dampening of the rotation of the rod with respect to said rolling plane occurs only at a front wheel. Operatively, the dampening of the roll of a single front wheel, however, also automatically determines the dampening of the other front wheel, due to the kinematic interconnection imposed by the above kinematic roll mechanism.

    [0060] Preferably, in both embodiments, which provide the connection of rod 110, respectively, to one or both axle journals, the hinging means 101', 101" to the first end of the rod also comprise a cylindrical steering hinge 101" having hinge axis parallel to said rolling plane to allow steering movements to the axle journal. The first roll hinge 101' is connected to said cylindrical steering hinge 101".

    [0061] The above kinematic roll mechanism 20 may have any configuration provided that preferably it is functional to ensure the front wheels to roll in synchronous and specular manner. According to the embodiment illustrated in the accompanying Figures, the kinematic roll mechanism 20 is an articulated quadrilateral system.

    [0062] More in detail, such an articulated quadrilateral system comprises a pair of cross members 24', 24", hinged to the forecarriage frame 16 at middle hinges 28. The cross members 24', 24" are connected to each other, at opposite transverse ends by means of uprights 48 pivoted at said transverse ends at side hinges 52. The cross members 24', 24" and uprights 48 define the above articulated quadrilateral 20.

    [0063] Preferably, in this case, each of the uprights 48 guides and supports an axle journal 60 of one of said front wheels 10', 10".

    [0064] According to an embodiment not illustrated in the accompanying Figures, each upright can guide and support the axle journal of the respective front wheel coaxially to a prevailing extension axis thereof. In this case, the suspension means of each front wheel are integrated into the respective upright and ensure a rectilinear spring motion of the axle journal along the prevailing extension axis of the upright.

    [0065] Alternatively, as illustrated in the accompanying Figures, the articulated quadrilateral kinematic roll mechanism 20 can be implemented in such a way that each of the uprights 48 guides and supports the axle journal 60 of the respective front wheel 10', 10" externally to itself via a kinematic connection system of the roto-translational type.

    [0066] Advantageously, forecarriage 8 is provided with a steering device adapted to control the rotation of the axle journals about respective steering axes of each front wheel 10', 10". The steering device may act directly on the axle journals and be subject to the action of the suspensions, or act indirectly on the axle journals without being subject to the action of the suspensions.

    [0067] According to a first aspect of the invention, as illustrated in the accompanying Figures, said first damper device comprises a connecting rod-crank kinematic mechanism 210, 220 which is connected to said rod 110, preferably at the connecting rod 210 by means of a first cylindrical hinge 201, and to said first anchoring portion 60, preferably at said crank 220 by means of a second cylindrical hinge 202, so as to define an articulated quadrilateral. Preferably, the connecting rod 210 is connected to crank 220 by means of a cylindrical articulation hinge 203.

    [0068] Preferably, the above connecting rod 210 is engaged:
    • at a first end 210a to the cylindrical articulation hinge 203 or the first cylindrical hinge 201 in an offset position with respect to the respective hinge axis by means of a support bracket 231; and
    • at a second end 210b to the first cylindrical hinge 201 or the cylindrical articulation hinge 203 with an axially mobile coupling.


    [0069] Preferably, the above first 201 and second cylindrical hinge 202 and the above cylindrical articulation hinge 203 all have a hinge axis parallel to the hinge axis of the first roll hinge 101' and constitute the vertices of said articulated quadrilateral, in which:
    • two first opposite sides are formed by crank 220 and by the portion of the first end 111 of rod 110 comprised between the first roll hinge 101' and the first cylindrical hinge 201; and
    • the other two opposite sides are formed directly by the first anchoring portion (or by the cylindrical steering hinge 101" which is connected to the first anchoring portion 60, as illustrated in the accompanying figures) and by the assembly formed by the support bracket 231 and the connecting rod 210.


    [0070] Functionally, the above articulated quadrilateral varies its configuration as the roll angle α of the first end 111 of rod 110 varies due to rolling movements of the two front wheels. According to another aspect of the invention, said connecting rod-crank kinematic mechanism 210, 220 comprises a damper 222.

    [0071] In particular, as illustrated in the accompanying Figures, said crank 220 consists of an axial damper 222 or comprises an axial damper 222, which is arranged coaxially to the crank and has a predetermined axial stroke.

    [0072] According to a further aspect of the invention, the above first damper device comprises an actuator 230 which is suitable to impart a shift movement to the said crank-connecting rod kinematic mechanism 210, 220 so as to vary the configuration of said crank-connecting rod kinematic mechanism 210, 220 between:
    • a damped rolling configuration, in which crank 220 is aligned with respect to a damping axis Z and said articulated quadrilateral is degenerated substantially into a triangle thus defining an extensible strut countering the rotation of the rod (110) within said predetermined angular range (as shown in Figures 5, 6, 7 and 8); and
    • at least one free roll configuration, in which crank 220 is misaligned with respect to said damping axis Z and said articulated quadrilateral has a non-degenerate configuration which leaves the rolling movements free (as illustrated in Figures 2, 3 and 4).


    [0073] Preferably, the actuator 230 is suitable to impart an axial shift movement to the connecting rod 210 relative to the above first cylindrical hinge 201 or the above cylindrical articulation hinge 203 to vary the distance H defined between the first cylindrical articulation hinge 203 and the first cylindrical hinge 201.

    [0074] Operatively, the above actuator 230 can be operated to vary such a distance H by rotating crank 220 around the second cylindrical hinge 202 and keeping the connecting rod 210 out of alignment with respect to the axis between the cylindrical articulation hinge 203 and the second cylindrical hinge 202 so as to vary the configuration of said crank-connecting rod kinematic mechanism 210, 220 between:
    • a damped rolling configuration, in which crank 220 is aligned with respect to a damping axis Z passing between the first cylindrical hinge 201 and the second cylindrical hinge 202 and said articulated quadrilateral is degenerated substantially into a triangle thus defining an extensible strut countering the rotation of the rod (110) within said predetermined angular range, said extensible strut having an axial excursion which corresponds to said axial stroke and in turn defines said predetermined angular roll range of the rod (as shown in Figures 5, 6, 7 and 8); and
    • at least one free roll configuration, in which crank 220 is misaligned with respect to said damping axis Z and said articulated quadrilateral has a non-degenerate configuration which leaves the rolling movements free (as illustrated in Figures 2, 3 and 4).


    [0075] Operatively, according to the invention, the damper device does not allow a blocking of the roll movements, but only a dampening thereof within a predetermined angular range. When said damper device is activated (i.e., when the kinematic connecting rod-crank mechanism is in the dampened roll configuration), the two front wheels, and thus the motor vehicle are therefore still exposed to rolling movements. In case of stop or very low-speed driving, the driver will therefore be required to still have control of the vehicle balance. In this operation, the driver will however be assisted by the roll control system since the rolling movements are dampened due to the intervention of said axial damper and thus are slowed down. The reaction times required to the driver to control the balance of the motor vehicle can therefore be longer. This helps reducing the risk of instability at a standstill or at low speeds of the motor vehicle caused by uncontrolled and/or accidental rolling movements.

    [0076] Conversely, when said damper device is disabled (i.e. when the kinematic connecting rod-crank mechanism is in the free roll configuration), the rolling movements will be free and not subject to dampening. In fact, the damper 222 (preferably axial) will follow without changing its length the movements of the crank inside the articulated quadrilateral and will be predominantly or exclusively subjected to movements of rotation around the second cylindrical hinge. In this situation, any axial stresses of the axial damper are zero or negligible.

    [0077] In other words, in the free roll configuration, the axial damper 222 is substantially transparent to the drive and in particular to rolling movements. Only in the dampened roll configuration the axial damper can exert its action.

    [0078] Due to the invention, the roll control system also allows combining the simple installation of a rod as a roll control element with a small footprint of the system as a whole.

    [0079] More in detail, the dampening of the rolling movements of the first end 111 of rod 110 is not entrusted to actuator 230, but to the kinematic connecting rod-crank 210, 220 mechanism. In other words, in the roll control system according to the invention, actuator 230 is not required to apply a torque adapted to counteract changes in the roll angle α around the first roll hinge 101'.

    [0080] The function of actuator 230 is only to impart a shift movement to the said crank-connecting rod kinematic mechanism 210, 220, and in particular to change the distance H, and thus cause the rotation of crank 220 around the second hinge 202, so as to degenerate the articulated quadrilateral into a triangle, thus defining an extensible locking strut which opposes the rotation of rod 110.

    [0081] Actuator 230 must only be able to provide sufficient power to overcome the friction of the hinges and an axial strength higher than the damper, but not to carry out the actual roll contrast/dampening action.

    [0082] The roll contrast/dampening action is instead achieved by means of a mechanical constraint of the dynamic type, which makes said axial damper kinematically active. To ensure an effective roll contrast/dampening action and the maintenance of the above mechanical constraint of the dynamic type it is therefore sufficient to statically size the components of the connecting rod-crank kinematic mechanism 210, 220 in such a way that they are able to withstand the loads involved.

    [0083] Actuator 230 is not, however, in any way affected by this load being external to the connecting rod-crank system.

    [0084] This allows adopting actuators of significantly reduced power compared to traditional systems, with a consequent reduction also of the size and dimensions of the actuators themselves.

    [0085] Advantageously, in order to reduce to a minimum the friction in the hinges, it is possible to implement the hinges using roller bearings.

    [0086] From the foregoing, the roll control system according to the invention therefore allows at the same time:
    • reducing the risks of instability at a standstill or at low speeds of the motor vehicle caused by uncontrolled and/or accidental rolling movements, due to the fact that it is possible to dampen the rolling movements for the two front wheels 10', 10" within a predetermined angular roll range;
    • preventing the triggering of uncontrolled unbalance of the motor vehicle linked to an abrupt roll block, since the roll is not prevented, but only dampened;
    • combining the simple installation of a rod as a roll control element with a small footprint of the system as a whole.


    [0087] As regards the last point, it should be in fact noted that due to the invention it is possible to use actuators significantly smaller than those required by traditional roll block systems. The size reduction of the actuators has as a consequence not only a reduction of the overall dimensions, but also of costs.

    [0088] Operatively, as mentioned above, to bring the connecting rod-crank kinematic mechanism 210, 220 to the locked configuration, actuator 230 is operated so as to impart an shift movement (preferably axial) to the connecting rod 210 with respect to said cylindrical articulation hinge 203 or with respect to said first cylindrical hinge 201, so as to progressively reduce the distance H. Preferably, this axial shift takes place while keeping rod 210 misaligned with respect to the axis between the cylindrical articulation hinge 203 and the second cylindrical hinge 202 due to the presence of said support bracket 231.

    [0089] As a result, crank 220 revolves around the second cylindrical hinge 202 and the articulated quadrilateral progressively deforms. The articulated quadrilateral retains the ability to follow the rolling movements induced on rod 110, while gradually decreasing the width of the rolling oscillations possible around each position. When the crank is aligned with respect to said damping axis Z (preferably passing between the first cylindrical hinge 201 and the second cylindrical hinge 202), the system turns into a mechanical constraint of the dynamic type in which the (preferably axial) damper operates fully to dampen the rolling movements of the rod and therefore of the motor vehicle.

    [0090] Operatively, to bring the connecting rod-crank kinematic mechanism 210, 220 to a free roll configuration, it is sufficient to operate actuator 230 so that it imparts preferably an inverse axial shift movement to the connecting rod 210 with respect to said cylindrical articulation hinge 203 or with respect to said first cylindrical hinge 201 so as to gradually increase the distance H and determine a counter-rotation of crank 220.

    [0091] This is made possible by the fact that through said support bracket 231, the connecting rod 210 is always kept out of alignment with respect to the axis between the cylindrical articulation hinge 203 and the second cylindrical hinge 202. As a result, between the cylindrical articulation hinge 203 (or the second cylindrical hinge 202) and the longitudinal axis of the connecting rod 210, an arm A is always defined, which when actuator 230 applies an axial force along the axis of the connecting rod 210 generates a rotation moment on crank 220 around the second cylindrical hinge 202.

    [0092] Such a kinematic situation occurs with any configuration of the articulated quadrilateral. This ensures that actuator 230 is always able to change the distance H and thus rotate the crank. The configuration reversibility is therefore always ensured.

    [0093] From the above description, it appears that the attainment of the damped roll configuration is not in fact perceived by actuator 230. Kinematically, if activated, actuator 230 is in fact able to force crank 220 beyond the position corresponding to the blocked configuration, compatibly with the mechanical deformation limits of the connecting rod-crank kinematic mechanism.

    [0094] Preferably, to ensure the positioning of the connecting rod-crank system at a position corresponding to said dampened roll configuration, said first damper device further comprises stop means 240 suitable to stop the rotation of crank 220 with respect to the second cylindrical hinge 202 in a position corresponding to said dampened roll configuration in the transition between said free roll configuration to said dampened roll configuration.

    [0095] Preferably, said stop means consist of a mechanical end stroke element 240.

    [0096] In particular, as illustrated in the accompanying Figures, the above mechanical end stroke consists of a Fairbairn mechanism 240 which diagonally connects the first cylindrical hinge 201 and the second cylindrical hinge 202. In particular, the Fairbairn mechanism has a longitudinal slot 241 in which the first cylindrical hinge 201 is coupled. Slot 241 allows a sliding movement relative to the first cylindrical hinge 201 so as to allow sliding along the axis between said first 201 and second cylindrical hinge 202.

    [0097] The Fairbairn mechanism 240 defines an engagement seat 242 for an abutment appendage 221 of crank 220. Such engagement seat 242 is axially aligned between the first 201 and the second cylindrical hinge 202 (i.e. along said damping axis Z) and allows the correct positioning of the crank in a position corresponding to said dampened roll configuration of the connecting rod-crank kinematic mechanism. Due to the Fairbairn mechanism 240, the correct positioning of crank 220 can thus be obtained in a mechanically simple and reliable manner without therefore the need to implement expensive and complex actuator control systems.

    [0098] According to the embodiment illustrated in the accompanying Figures, the abutment appendage 221 of crank 220 is formed on the axial damper 222.

    [0099] According to the embodiment shown in the accompanying Figures, said rod 210 consists of a worm screw which is rotationally meshed on a support body 201a of the first cylindrical hinge 201 or of the cylindrical articulation hinge 203. Actuator 230 is adapted to impart to the worm screw 210 a rotational movement on its axis which determines an axial displacement of the connecting rod 210 with respect to the first cylindrical hinge 201 or to the cylindrical articulation hinge 203.

    [0100] Preferably, as illustrated in the accompanying Figures, said worm screw 210 is rotationally meshed on the support body 201a of the first cylindrical hinge 201 with the second end portion 210b thereof and is connected to the cylindrical articulation hinge 203 at the first end portion 210a thereof indirectly by means of said support bracket 231, which is configured to keep the worm screw 210 offset with respect to the cylindrical articulation hinge 203. In one embodiment, the worm screw is a recirculating ball screw which reduces the sliding friction.

    [0101] Advantageously, according to the embodiment shown in the accompanying Figures, actuator 230 is supported by the support bracket 231 externally to the articulated quadrilateral and is rotationally engaged with the first end portion 210a of the worm screw 210.

    [0102] According to an embodiment not illustrated in the accompanying Figures, the roll control system 100 may comprise a second damper device which is adapted to dampen - in a predetermined angular range - the rotation movements of rod 110 also at said second end (112) and is identical to the above first damper device arranged in the first end 111 of rod 110. In this case, the hinging means 102', 102" to said second end 112 of rod 110 comprise a second roll hinge 102' which has its hinge axis substantially orthogonal to the rolling plane of the two front wheels 10', 10" and is connected to the second anchoring portion.

    [0103] The provision of a first and a second damping device, respectively, at the first 111 and second end 112 of the rod allows making the roll block on the two front wheels 10', 10" symmetrical. This applies in particular if rod 110 directly connects the axle journals 60 of the two front wheels 10', 10" to each other.

    [0104] Advantageously, as illustrated in the accompanying Figures, also if only one damper device is provided at the first end 111 of the rod, the hinging means 102', 102" at the second end 112 of rod 110 may comprise a second roll hinge 102' which has its hinge axis substantially orthogonal to the rolling plane of the two front wheels 10', 10" and is connected to the second anchoring portion.

    [0105] Preferably, rod 110 is extensible in the longitudinal direction between said first 111 and second end 112, so as to allow rod 110 to extend in a longitudinal direction along its longitudinal axis X. In particular, rod 110 may be made extensible by providing it with a telescopic structure.

    [0106] Functionally, the extensibility of rod 110 in the longitudinal direction is necessary if rod 110 connects to each other two parts of the forecarriage whose distance may vary, for example as a result of rolling or steering movements of the wheels. In this case, the longitudinal extensibility is necessary to prevent rod 110 from interfering with the manoeuvrability of the motor vehicle.

    [0107] This happens in particular when rod 110 is placed to connect the axle journals of the two front wheels and is connected thereto out of the respective steering axes.

    [0108] Preferably, as already mentioned, if rod 110 is connected to one or both axle journals, the hinging means 101', 101" to the first end of the rod also comprise a cylindrical steering hinge 101" having hinge axis parallel to the rolling plane to allow steering movements to the axle journal.

    [0109] More in detail, as illustrated in the accompanying Figures, the first roll hinge 101' is connected to said cylindrical steering hinge 101". The connection to the first anchoring portion (which in this case consists of an axle journal 60) is achieved by means of the above steering hinge 101', which in the accompanying figures is anchored to the axle journal 60 via two or more support arms 103. In this case, as illustrated in the accompanying Figures, also the second cylindrical hinge 202 is connected to the above steering hinge 101" to allow the connecting rod-crank kinematic mechanism 210, 220 to follow the steering movements.

    [0110] An object of the present invention is also a method of reversibly controlling the rolling movements of a motor vehicle with three or four wheels, having a forecarriage 8 according to the present invention and in particular as described above. The above method comprises, in alternation:
    • a rolling control step, in which crank 220 is rotated actuating actuator 240 of said first damper device degenerating the articulated quadrilateral substantially into a triangle and thus defining an extensible strut which counters the rotation of rod 110 within said predetermined angular range; the extensible strut has an axial excursion which corresponds to the axial stroke of damper 222 and in turn defines the predetermined angular roll range of the rod; and
    • a non-control step of the rolling, in which crank 220 is rotated from the damped rolling configuration up to at least one free rolling configuration, so as to misalign crank 220 8and the axial damper 222) again with respect to the damper axis Z, restoring a non-degenerate configuration of the articulated quadrilateral and consequently freeing the rolling movements of the two front wheels 10', 10".


    [0111] According to a preferred embodiment, the method of reversibly controlling the rolling movements of a motor vehicle with three or four wheels, having a forecarriage 8 as described above, comprises in alternation:
    • a rolling control step, in which the crank 220 is rotated around the second cylindrical hinge 202 as far as said damped rolling configuration where said stop means 240 intervene, actuating the actuator 240 of at least said first damper device so as to reduce the distance H defined between the first cylindrical hinge 201 and the cylindrical articulation hinge 203, so as to align said crank 220 on the damper axis Z defined between the second cylindrical hinge 202 and the first cylindrical hinge 201 degenerating said articulated quadrilateral substantially into a triangle and thus defining an extensible strut which counters the rotation of the rod 110 within said predetermined angular range, said extensible strut having an axial excursion which corresponds to the axial stroke of the damper 222 and in turn defines said predetermined angular roll range of the rod; and
    • a non-control step of the rolling, in which the crank 220 is rotated from said damped rolling configuration as far as said at least one free rolling configuration disengaging the crank 220 from said stop means 240, actuating the actuator 230 of at least said first damper device so as to increase the distance H between the first cylindrical hinge 201 and the cylindrical articulation hinge 203, so as to misalign said crank 220 again with respect to said damper axis Z, restoring a non-degenerate configuration of said articulated quadrilateral and consequently freeing the rolling movements of the two front wheels 10', 10".


    [0112] An object of the present invention is also a motor vehicle 4 having a drive wheel at the rear and a forecarriage 8 according to the present invention and in particular as described above.

    [0113] In further functional aspects, the roll damping mechanism, according to the present invention, differs from the prior art systems as described below.

    [0114] The roll dampening step, but also the opposite free roll step, do not have a "transitional" step, as happens in traditional roll block systems which provide the actuation of a friction brake, such as a mechanical, hydraulic clamp, a band brake, etc.

    [0115] In detail, when the pads in a brake come into contact with the disc, a frictional force is generated which increases progressively up to cause the blocking, once a predetermined value has been reached. In other words, the blocking occurs when the load on the pads reaches said predetermined value. For these reasons, we talk about transient that identifies the time interval between the block actuation and the actual mechanical blocking.

    [0116] In this transient step, therefore, the vehicle is not yet able to determine a static balance condition; at the same time, driving is heavily penalized.

    [0117] To better explain with reference to a three-wheeled vehicle, the duration of actuation of the electric motor that activates the roll blocking is estimated at about 2 seconds. The vehicle begins to block after only 1 second. This implies that, if due to trajectory requirements the vehicle tilts, the driver feels a greater contrast to his driving input. If the vehicle encounters an obstacle on one side, the suspension may be inactive, or the vehicle may also be rolled on flat road.

    [0118] In the embodiment described above, a transient condition is not present. The actuator is actuated until the alignment of the hinges occurs; therefore, the quadrilateral is absolutely free because no friction is introduced to the system.

    [0119] The invention allows several advantages to be achieved, some of them already described.

    [0120] The roll control system according to the invention allows at the same time:
    • reducing the risks of instability at a standstill or at low speeds of the motor vehicle caused by uncontrolled and/or accidental rolling movements, due to the fact that it is possible to dampen the rolling movements for the two front wheels 10', 10" within a predetermined angular roll range;
    • preventing the triggering of uncontrolled unbalance of the motor vehicle linked to an abrupt roll block, since the roll is not prevented, but only dampened;
    • combining the simple installation of a rod as a roll control element with a small footprint of the system as a whole.


    [0121] As regards the last point, it should be in fact noted that due to the invention it is possible to use actuators significantly smaller than those required by traditional systems. The size reduction of the actuators has as a consequence not only a reduction of the overall dimensions, but also of costs.

    [0122] In the specific case in which rod 110 is placed to connect the axle journals of the two front wheels 10', 10", the roll control system according to the invention can be easily symmetrised on both front wheels 10', 10" by providing a damper device at both ends of the rod. This does not cause a significant increase in the overall size of the system and the related costs due to the fact that small actuators can be used.

    [0123] The roll control system according to the invention is also constructionally simple and cost-effective to produce and mount on the motor vehicle itself.

    [0124] According to a preferred embodiment, the forecarriage 8 of a rolling motor vehicle with three or four wheels, comprises:

    a forecarriage frame 16,

    at least a pair of front wheels 10',10" kinematically connected to each other and to the forecarriage frame 16 by means of a kinematic roll mechanism 20 which enables the same to roll in a synchronous and specular manner,

    a roll control system 100 comprising a rod 110 having a first 111 and a second end 112 opposite each other which connect by means of hinging means 101', 101"; 102', 102" a first 60 and second anchoring portion 60 of the forecarriage 8 directly to each other, wherein at least one of said first 60 and second anchoring portions 60 is subject to the roll movements of said two front wheels 10', 10 ",

    said hinging means 101 ', 101 "; 102', 102" being configured to passively follow the movements of said first and second anchoring portion,

    wherein the hinging means 101 ', 101 " at said first end 111 of the rod comprise at least a first roll hinge 101' which has its hinge axis substantially orthogonal to a rolling plane of the two front wheels 10', 10" and is connected to said first anchoring portion 60,

    said roll control system 100 comprising a first damper device suitable to dampen - in a predetermined angular range- the rotation movements of said rod 110 with respect to said first roll hinge 101' at said first end 111, said angular range corresponding to the angular roll range of said rod,

    wherein said first damper device comprises a kinematic connecting rod-crank 210, 220 which is connected to said rod 110 at the connecting rod 210 by means of a first cylindrical hinge 201 and to said first anchoring portion 60 at said crank 220 by means of a second cylindrical hinge 202 so as to define an articulated quadrilateral, said connecting rod 210 being connected to said crank 220 by means of a cylindrical articulation hinge 203, said first 201 and second cylindrical hinge 202 and said cylindrical articulation hinge 203 all having hinge axes parallel to the hinge axis of the first roll hinge 101';

    said connecting rod 210 being engaged:

    • at a first end 210a to the cylindrical articulation hinge 203 or the first cylindrical hinge 201 in an offset position with respect to the respective hinge axis by means of a support bracket 231; and
    • at a second end 210b to the first cylindrical hinge 201 or the cylindrical articulation hinge 203 with an axially mobile coupling

    and wherein said crank 220 consists of an axial damper 222 or comprises an axial damper 222 which is arranged coaxially to said crank, wherein said axial damper 222 has a predetermined axial stroke,

    and wherein said first damper device further comprises:

    • an actuator 230 which is suitable to impart an axial shift movement to the connecting rod 210 relative to said first cylindrical hinge 201 or relative to said cylindrical articulation hinge 203 to vary the distance H defined between the cylindrical articulation hinge 203 and the first cylindrical hinge 201, said actuator 230 being operable to vary said distance H by rotating the crank 220 around the second cylindrical hinge 202 and keeping said connecting rod 210 misaligned with respect to the axis between the cylindrical articulation hinge 203 and the second cylindrical hinge 202 so as to vary the configuration of said kinematic connecting rod-crank 210,220 between a damped rolling configuration, in which said crank 220 is aligned with respect to a damping axis Z passing between the first cylindrical hinge 201 and the second cylindrical hinge 202 and said articulated quadrilateral is substantially degenerated into a triangle thus defining an extensible strut which counters the rotation of the rod 110 within said predetermined angular range, said extensible strut having an axial excursion which corresponds to said axial stroke and in turn defines said predetermined angular roll range of the rod, and at least one free rolling configuration, wherein said crank 220 is misaligned with respect to said damping axis Z and said articulated quadrilateral has a non-degenerate configuration, leaving the rolling movements free; and
    • stop means 240 suitable to stop the rotation of said crank 220 with respect to said second cylindrical hinge 202 in a position corresponding to said damped rolling configuration in the passage between said free rolling configuration and said damped rolling configuration.



    [0125] Moreover, in a preferred embodiment, it is provided an anti-roll system of a forecarriage 8 of a rolling motor vehicle with three or four wheels, wherein said forecarriage 8 comprises: - a forecarriage frame 16; and - at least a pair of front wheels 10',10" kinematically connected to each other and to the forecarriage frame 16 by means of a kinematic roll mechanism 20 which enables the same to roll in a synchronous and specular manner,
    said anti-roll 100 system comprising a rod 110 having a first 111 and a second end 112 opposite each other which is intended - in the installed condition on said forecarriage 8 - to connect by means of hinging means 101 ', 101 "; 102', 102" a first 60 and second anchoring portion 60 of the forecarriage 8 directly to each other, wherein at least one of said first 60 and second anchoring portions 60 is subject to rolling movements of said two front wheels 10', 10",
    said hinging means 101 ', 101 "; 102', 102" being configured to passively follow the movements of said first and second anchoring portion,
    wherein the hinging means 101 ', 101 " at said first end 111 of the rod comprise at least a first roll hinge 101' which has its hinge axis substantially orthogonal to a rolling plane of the two front wheels 10', 10" and is connected to said first anchoring portion 60,
    said roll control system 100 comprising a first damper device suitable to dampen - in a predetermined angular range- the rotation movements of said rod 110 with respect to said first roll hinge 101' at said first end 111, said angular range corresponding to the angular roll range of said rod,
    wherein said first damper device comprises a kinematic connecting rod-crank 210, 220 which is connected to said rod 110 at the connecting rod 210 by means of a first cylindrical hinge 201, and to said first anchoring portion 60 at said crank 220 by means of a second cylindrical hinge 202 so as to define an articulated quadrilateral, said connecting rod 210 being connected to said crank 220 by means of a cylindrical articulation hinge 203, said first 201 and second cylindrical hinge 202 and said cylindrical articulation hinge 203 all having hinge axes parallel to the hinge axis of the first roll hinge 101';
    said connecting rod 210 being engaged:
    • at a first end 210a to the cylindrical articulation hinge 203 or the first cylindrical hinge 201 in an offset position with respect to the respective hinge axis by means of a support bracket 231; and
    • at a second end 210b on the first cylindrical hinge 201 or the cylindrical articulation hinge 203 with an axially mobile coupling,
    and wherein said crank 220 consists of an axial damper 222 or comprises an axial damper 222 which is arranged coaxially to said crank, wherein said damper has a predetermined axial stroke,
    and in that said first damper device further comprises:
    • an actuator 230 which is suitable to impart an axial shift movement to the connecting rod 210 relative to said first cylindrical hinge 201 or relative to said cylindrical articulation hinge 203 to vary the distance H defined between the cylindrical articulation hinge 203 and the first cylindrical hinge 201, said actuator 230 being operable to vary said distance H by rotating the crank 220 around the second cylindrical hinge 202 and keeping said connecting rod 210 misaligned with respect to the axis between the cylindrical articulation hinge 203 and the second cylindrical hinge 202 so as to vary the configuration of said kinematic connecting rod-crank 210,220 between a damped rolling configuration, in which said crank 220 is aligned with respect to a damping axis Z passing between the first cylindrical hinge 201 and the second cylindrical hinge 202 and said articulated quadrilateral is substantially degenerated into a triangle thus defining an extensible strut which counters the rotation of the rod 110 within said predetermined angular range, said extensible strut having an axial excursion which corresponds to said axial stroke and in turn defines said predetermined angular roll range of the rod, and at least one free rolling configuration, wherein said crank 220 is misaligned with respect to said damping axis Z and said articulated quadrilateral has a non-degenerate configuration, leaving the rolling movements free; and
    • stop means 240 suitable to stop the rotation of said crank 220 with respect to said second cylindrical hinge 202 in a position corresponding to said damped rolling configuration in the passage between said free rolling configuration and said damped rolling configuration.


    [0126] The invention thus conceived thus achieves the intended purposes.

    [0127] Of course, it may take, in its practical embodiment, also shapes and configurations other than the above without departing from the present scope of protection.

    [0128] Furthermore, all details may be replaced with technically equivalent elements and dimensions, shapes and materials used may be any according to the needs.


    Claims

    1. Forecarriage (8) of a rolling motor vehicle with three or four wheels, comprising:

    a forecarriage frame (16),

    at least a pair of front wheels (10',10") kinematically connected to each other and to the forecarriage frame (16) by means of a kinematic roll mechanism (20),

    a roll control system (100) comprising a rod (110) having a first (111) and a second end (112) opposite each other which connect by means of hinging means (101', 101"; 102', 102") a first (60) and second anchoring portion (60) of the forecarriage (8) directly to each other,

    wherein at least one of said first (60) and second anchoring portions (60) is subject to the roll movements of said two front wheels (10', 10 "),

    said roll control system (100) comprising a first damper device suitable to dampen - in a predetermined angular range- the rotation movements of said rod (110), said angular range corresponding to the angular roll range of said rod, characterized in that said first damper device comprises a kinematic connecting rod-crank (210, 220) which is connected respectively to said rod (110) and to said first anchoring portion (60) so as to define an articulated quadrilateral,

    and wherein said kinematic connecting rod-crank (210, 220) comprises a damper (222),

    and wherein said first damper device further comprises:

    - an actuator (230) which is suitable to impart a shift movement to the kinematic connecting rod-crank (210, 220) so as to vary the configuration of said kinematic connecting rod-crank (210,220) between a damped rolling configuration, in which said crank (220) is aligned with respect to a damping axis (Z) of said damper (222) and said articulated quadrilateral is substantially degenerated into a triangle thus defining an extensible strut which counters the rotation of the rod (110) within said predetermined angular range, and at least one free rolling configuration, wherein said crank (220) is misaligned with respect to said damping axis (Z) and said articulated quadrilateral has a non-degenerate configuration, leaving the rolling movements free


     
    2. Forecarriage (8) according to claim 1, wherein said first damper device comprises stop means (240) suitable to stop the rotation of said crank (220 in a position corresponding to said damped rolling configuration in the passage between said free rolling configuration and said damped rolling configuration.
     
    3. Forecarriage (8) according to claim 1 or 2, wherein said hinging means (101 ', 101 "; 102', 102") are configured to passively follow the movements of said first and second anchoring portion, and wherein the hinging means (101 ', 101 ") at said first end (111) of the rod comprise at least a first roll hinge (101') which has its hinge axis substantially orthogonal to a rolling plane of the two front wheels (10', 10") and is connected to said first anchoring portion (60),
     
    4. Forecarriage (8) according to claim 1, 2 or 3, wherein said kinematic connecting rod-crank (210, 220) is connected to said rod (110) at the connecting rod (210) by means of a first cylindrical hinge (201) and to said first anchoring portion (60) at said crank (220) by means of a second cylindrical hinge (202) and wherein said connecting rod (210) is connected to said crank (220) by means of a cylindrical articulation hinge (203), said first (201) and second cylindrical hinge (202) and said cylindrical articulation hinge (203) all having hinge axes parallel to the hinge axis of the first roll hinge (101').
     
    5. Forecarriage (8) according to claim 4, wherein said connecting rod (210) is engaged:

    - at a first end (210a) to the cylindrical articulation hinge (203) or the first cylindrical hinge (201) in an offset position with respect to the respective hinge axis by means of a support bracket (231); and

    - at a second end (210b) to the first cylindrical hinge (201) or the cylindrical articulation hinge (203) with an axially mobile coupling


     
    6. Forecarriage (8) according to claim 4 or 5, wherein the damping axis (Z) of said damper axial (222) passes between the first cylindrical hinge (201) and the second cylindrical hinge (202).
     
    7. Forecarriage (8) according to one or more of claims 2 to 6, wherein said stop means consist of a mechanical end stroke element (240).
     
    8. Forecarriage (8) according to claim 7, wherein said mechanical end stroke consists of a Fairbairn mechanism (240) which diagonally connects said first cylindrical hinge (201) and said second cylindrical hinge (202) and is axially slidable with respect to said first cylindrical hinge (201) via a longitudinal slot connection (241) so as to permit sliding along the axis between said first (201) and second cylindrical hinge (202), said Fairbairn mechanism (240) defining an engagement seat (242) for an abutment appendage (221) of said crank (220), wherein said engagement seat (242) is axially aligned between the first (201) and the second cylindrical hinge (202).
     
    9. Forecarriage (8) according to one or more of claims 4 to 6, wherein said connecting rod (210) consists of a worm screw which is rotationally meshed on a support body (201a) of said first cylindrical hinge (201) or of said cylindrical articulation hinge (203), said actuator (230) being suitable to impart to said worm screw (210) a rotation movement on its axis that determines an axial shift of the connecting rod (210) relative to said first cylindrical hinge (201) or relative to said cylindrical articulation hinge (203).
     
    10. Forecarriage (8) according to claims 5 and 9, wherein said actuator (230) is supported by said support bracket (231) and is rotationally engaged with the first end portion (210a) of said worm screw (210).
     
    11. Forecarriage (8) according to one or more of the preceding claims, wherein the hinging means (102', 102") at said second end (112) of the rod (110) comprise at least a second roll hinge (102") which has its own hinge axis substantially orthogonal to said rolling plane of the two front wheels (10', 10") and is connected to said second anchoring portion (60) and wherein said roll control system (100) comprises a second damper device suitable to dampen - in a predetermined angular range- the rotation movements of said rod (110) with respect to said second roll hinge (102') at said second end (112).
     
    12. Forecarriage (8) according to one or more of the preceding claims, wherein each of said two front wheels (10', 10") is connected to said kinematic roll mechanism (20) by a respective axle journal (60), the latter being mechanically connected to a rotation pin (68) of the wheel so as to support it rotatably around an axis of rotation, said forecarriage comprising suspension means to guarantee each axle journal (60) at least one spring suspension movement with respect to said rolling kinematic mechanism (20).
     
    13. Motor vehicle (4) having a drive wheel at the rear and a forecarriage (8) according to one or more of the preceding claims.
     
    14. Method of blocking the rolling movements of a motor vehicle with three or four wheels, having a forecarriage (8) according to one or more of the claims from 1 to 12, said method alternately comprising:

    - a rolling control step, in which the crank (220) is rotated actuating the actuator (240) of at least said first damper device degenerating said articulated quadrilateral substantially into a triangle and thus defining an extensible strut which counters the rotation of the rod (110) within said predetermined angular range, said extensible strut having an axial excursion which corresponds to the axial stroke of the damper (222) and in turn defines said predetermined angular roll range of the rod; and

    - a non-control step of the rolling, in which the crank (220) is rotated from said damped rolling configuration as far as said at least one free rolling configuration actuating the actuator (230) of at least said first damper device, so as to misalign said crank (220) again with respect to said damper axis (Z), restoring a non-degenerate configuration of said articulated quadrilateral and consequently freeing the rolling movements of the two front wheels (10', 10").


     
    15. Anti-roll system of a forecarriage (8) of a rolling motor vehicle with three or four wheels, wherein said forecarriage (8)comprises: - a forecarriage frame (16); and- at least a pair of front wheels (10',10") kinematically connected to each other and to the forecarriage frame (16) by means of a kinematic roll mechanism (20),
    said anti-roll (100) system comprising a rod (110) having a first (111) and a second end (112) opposite each other which is intended - in the installed condition on said forecarriage (8) - to connect by means of hinging means (101', 101"; 102', 102") a first (60) and second anchoring portion (60) of the forecarriage (8), wherein at least one of said first (60) and second anchoring portions (60) is subject to rolling movements of said two front wheels (10', 10"), characterized by said roll control system (100) comprising a first damper device suitable to dampen - in a predetermined angular range- the rotation movements of said rod (110), said angular range corresponding to the angular roll range of said rod,
    wherein said first damper device comprises a kinematic connecting rod-crank (210, 220) which is connected to said rod (110), and to said first anchoring portion (60) so as to define an articulated quadrilateral;
    and wherein said kinematic connecting rod-crank (210, 220) comprises a damper (222), and wherein said first damper device further comprises:

    - an actuator (230) which is suitable to impart a shift movement to said kinematic connecting rod-crank (210, 220) so as to vary the configuration of said kinematic connecting rod-crank (210,220) between a damped rolling configuration, in which said crank (220) is aligned with respect to a damping axis (Z) of said damper (222) and said articulated quadrilateral is substantially degenerated into a triangle thus defining an extensible strut which counters the rotation of the rod (110) within said predetermined angular range, and at least one free rolling configuration, wherein said crank (220) is misaligned with respect to said damping axis (Z) and said articulated quadrilateral has a non-degenerate configuration, leaving the rolling movements free.


     


    Ansprüche

    1. Vorderwagen (8) eines wankenden Motorfahrzeugs mit drei oder vier Rädern, umfassend:

    einen Vorderwagen-Rahmen (16),

    wenigstens ein paar vorderer Räder (10', 10"), welche mittels eines kinematischen Wankmechanismus (20) kinematisch miteinander und mit dem Vorderwagen-Rahmen (16) verbunden sind,

    ein Wank-Steuerungssystem (100), umfassend eine Stange (110), welche ein erstes (111) und ein zweites Ende (112) einander entgegengesetzt aufweist, welche einen ersten (60) und einen zweiten Verankerungsabschnitt (60) des Vorderwagens (8) mittels Scharniermitteln (101', 101"; 102', 102") direkt miteinander verbinden, wobei wenigstens einer des ersten (60) und des zweiten Verankerungsabschnitts (60) den Wankbewegungen der beiden vorderen Räder (10', 10") ausgesetzt ist,

    wobei das Wank-Steuerungssystem (100) eine erste Dämpfungsvorrichtung umfasst, welche dazu geeignet ist, - in einem vorbestimmten Winkelbereich - die Rotationsbewegungen der Stange (110) zu dämpfen, wobei der Winkelbereich dem Winkel-Wankbereich der Stange entspricht,

    dadurch gekennzeichnet, dass die erste Dämpfungsvorrichtung eine kinematische Verbindungsstange-Kurbel (210, 220) umfasst, welche mit der Stange (110) bzw. dem ersten Verankerungsabschnitt (60) verbunden ist, um ein gelenkiges Viereck zu definieren,

    und wobei die kinematische Verbindungsstange-Kurbel (210, 220) einen Dämpfer (222) umfasst,

    und wobei die erste Dämpfungsvorrichtung ferner umfasst:

    - einen Aktuator (230), welcher dazu geeignet ist, der kinematischen Verbindungsstange-Kurbel (210, 220) eine Schaltbewegung zu verleihen, um die Konfiguration der Verbindungsstange-Kurbel (210, 220) zwischen einer Konfiguration eines gedämpften Wankens, in welcher die Kurbel (220) in Bezug auf eine Dämpfungsachse (Z) des Dämpfers (222) ausgerichtet ist und das gelenkige Viereck im Wesentlichen in ein Dreieck degeneriert ist, wodurch eine erweiterbare Strebe definiert wird, welcher der Rotation der Stange (110) innerhalb des vorbestimmten Winkelbereichs entgegenwirkt, und wenigstens einer Konfiguration eines freien Wankens zu variieren, wobei die Kurbel (220) in Bezug auf die Dämpfungsachse (Z) fehlausgerichtet ist und das gelenkige Viereck eine nicht-degenerierte Konfiguration aufweist, wobei die Wankbewegungen frei gelassen werden.


     
    2. Vorderwagen (8) nach Anspruch 1, wobei die erste Dämpfungsvorrichtung Stoppmittel (240) umfasst, welche dazu geeignet sind, die Rotation der Kurbel (220) in dem Übergang zwischen der Konfiguration eines freien Wankens und der Konfiguration eines gedämpften Wankens in einer Position zu stoppen, welche der Konfiguration eines gedämpften Wankens entspricht.
     
    3. Vorderwagen (8) nach Anspruch 1 oder 2, wobei die Scharniermittel (101', 101"; 102', 102") dazu eingerichtet sind, den Bewegungen des ersten und des zweiten Verankerungsabschnitts passiv zu folgen, und wobei die Scharniermittel (101', 101") einem ersten Ende (111) der ersten Stange wenigstens ein erstes Wankscharnier (101') umfassen, welches seine Scharnierachse im Wesentlichen orthogonal zu einer Wankebene der beiden vorderen Räder (10', 10") aufweist und mit dem ersten Verankerungsabschnitt (60) verbunden ist.
     
    4. Vorderwagen (8) nach Anspruch 1, 2 oder 3, wobei die kinematische Verbindungsstange-Kurbel (210, 220) an der Verbindungsstange (210) mittels eines ersten zylindrischen Scharniers (201) mit der Stange (110) und an der Kurbel (220) mittels eines zweiten zylindrischen Scharniers (202) mit dem ersten Verankerungsabschnitt (60) verbunden ist, und wobei die Verbindungsstange (210) mittels eines zylindrischen Gelenksscharniers (203) mit der Kurbel (220) verbunden ist, wobei das erste (201) und das zweite zylindrische Scharnier (202) und das zylindrische Gelenksscharnier (203) alle Scharnierachsen aufweisen, welche parallel zu der Scharnierachse des ersten Wankscharniers (101') sind.
     
    5. Vorderwagen (8) nach Anspruch 4, wobei die Verbindungsstange (210) in Eingriff gebracht ist:

    - an einem ersten Ende (210a) mittels einer Stützhalterung (231) mit dem zylindrischen Gelenksscharnier (203) oder dem ersten zylindrischen Scharnier (201) in einer Versatzposition in Bezug auf die entsprechende Scharnierachse; und

    - an einem einen zweiten Ende (210b) mit einer axial beweglichen Kopplung mit dem ersten zylindrischen Scharnier (201) oder dem zylindrischen Gelenksscharnier (203).


     
    6. Vorderwagen (8) nach Anspruch 4 oder 5, wobei die Dämpfungsachse (Z) des Dämpfers (222) axial zwischen dem ersten zylindrischen Scharnier (201) und dem zweiten zylindrischen Scharnier (202) verläuft.
     
    7. Vorderwagen (8) nach einem oder mehreren der Ansprüche 2 bis 6, wobei die Stoppmittel aus einem mechanischen Endanschlag-Element (240) gebildet sind.
     
    8. Vorderwagen (8) nach Anspruch 7, wobei der mechanische Endanschlag aus einem Fairbairn-Mechanismus (240) gebildet ist, welcher das erste zylindrische Scharnier (201) und das zweite zylindrische Scharnier (202) diagonal verbindet und über eine longitudinale Schlitzverbindung (241) axial in Bezug auf das erste zylindrische Scharnier (201) verschiebbar ist, um ein Verschieben entlang der Achse zwischen dem ersten (201) und dem zweiten zylindrischen Scharnier (202) zu erlauben, wobei der Fairbairn-Mechanismus (240) einen Eingriffssitz (242) für einen Anlagefortsatz (221) der Kurbel (220) definiert, wobei der Eingriffssitz (242) axial zwischen dem ersten (201) und dem zweiten zylindrischen Scharnier (202) ausgerichtet ist.
     
    9. Vorderwagen (8) nach einem oder mehreren der Ansprüche 4 bis 6, wobei die Verbindungsstange (210) aus einer Schneckenschraube gebildet ist, welche an einem Stützkörper (201a) des ersten zylindrischen Scharniers (201) oder des zylindrischen Gelenksscharniers (203) rotierend in Eingriff steht, wobei der Aktuator (230) dazu geeignet ist, der Schneckenschraube (210) eine Rotationsbewegung um ihre Achse zu verleihen, welche eine axiale Schaltung der Verbindungsstange (210) relativ zu dem ersten zylindrischen Scharnier (201) oder relativ zu dem zylindrischen Gelenksscharnier (203) bestimmt.
     
    10. Vorderwagen (8) nach den Ansprüchen 5 und 9, wobei der Aktuator (230) durch die Stützhalterung (231) gehaltert ist und mit dem ersten Endabschnitt (210a) der Schneckenschraube (210) rotierend in Eingriff steht.
     
    11. Vorderwagen (8) nach einem oder mehreren der vorhergehenden Ansprüche, wobei das Scharniermittel (102', 102") an dem zweiten Ende (112) der Stange (110) wenigstens ein zweites Wankscharnier (102") umfasst, welches seine eigene Schwenkachse im Wesentlichen orthogonal zu der Wankebene der beiden vorderen Räder (10', 10") aufweist und mit dem zweiten Verankerungsabschnitt (60) verbunden ist, und wobei das Wank-Steuerungssystem (100) eine zweite Dämpfungsvorrichtung umfasst, welche dazu geeignet ist, - in einem vorbestimmten Winkelbereich - die Rotationsbewegungen der Stange (110) in Bezug auf das zweite Wankscharnier (102') an dem zweiten Ende (112) zu dämpfen.
     
    12. Vorderwagen (8) nach einem oder mehreren der vorhergehenden Ansprüche, wobei jedes der beiden vorderen Räder (10', 10") durch einen entsprechenden Achsschenkel (60) mit dem kinematischen Wankmechanismus (20) verbunden ist, wobei der Letztere mit einem Rotationsstift (68) des Rads mechanisch verbunden ist, um es um eine Rotationsachse rotierbar zu haltern, wobei der Vorderwagen Aufhängungsmittel umfasst, um jedem Achsschenkel (60) wenigstens eine Federaufhängung-Bewegung in Bezug auf den kinematischen Wankmechanismus (20) zu gewährleisten.
     
    13. Motorfahrzeug (4), welches ein Antriebsrad an dem Heck und einen Vorderwagen (8) nach einem oder mehreren der vorhergehenden Ansprüche aufweist.
     
    14. Verfahren zum Blockieren der Wankbewegungen eines Motorfahrzeugs mit drei oder vier Rädern, welches einen Vorderwagen (8) gemäß einem oder mehreren der Ansprüche 1 bis 12 aufweist, wobei das Verfahren alternierend umfasst:

    - einen Schritt eines Steuern eines Wankens, in welchem die Kurbel (220) gedreht wird, wobei der Aktuator (240) wenigstens der ersten Dämpfungsvorrichtung betätigt wird, wobei das gelenkige Viereck im Wesentlichen in ein Dreieck degeneriert und dadurch eine erweiterbare Strebe definiert wird, welche der Rotation der Stange (110) innerhalb des vorbestimmten Winkelbereichs entgegenwirkt, wobei die erweiterbare Strebe eine axiale Auslenkung aufweist, welche dem axialen Hub des Dämpfers (222) entspricht und wiederum den vorbestimmten Wankwinkelbereich der Stange definiert; und

    - einen Schritt eines Nicht-Steuerns des Wankens, in welchem die Kurbel (220) von der Konfiguration eines gedämpften Wankens bis zu der wenigstens einen Konfiguration eines freien Wankens gedreht wird, wobei der Aktuator (230) wenigstens der ersten Dämpfungsvorrichtung betätigt wird, um die Kurbel (220) wieder in Bezug auf die Dämpfersachse (Z) fehlauszurichten, eine nicht-degenerierte Konfiguration des gelenkigen Vierecks wiederhergestellt wird und anschließend die Wankbewegungen der beiden vorderen Räder (10', 10") freigegeben werden.


     
    15. Anti-Wanksystem eines Vorderwagens (8) eines wankenden Motorfahrzeugs mit drei oder vier Rädern, wobei der Vorderwagen (8) umfasst: - einen Vorderwagen-Rahmen (16), und - wenigstens ein Paar vorderer Räder (10', 10"), welche mittels eines kinematischen Wankmechanismus (20) kinematisch miteinander und mit dem Vorderwagen-Rahmen (16) verbunden sind,
    wobei das Anti-Wanksystem (100), eine Stange (110), welche ein erstes (111) und ein zweites Ende (112) einander entgegengesetzt aufweist, welche - in dem installierten Zustand an dem Vorderwagen (8) - dazu bestimmt ist, mittels Scharniermitteln (101', 101"; 102', 102") einen ersten (60) und einen zweiten Verankerungsabschnitt (60) des Vorderwagens (8) zu verbinden, wobei wenigstens einer des ersten (60) und des zweiten Verankerungsabschnitts (60) Wankbewegungen der beiden vorderen Räder (10', 10") ausgesetzt ist,
    dadurch gekennzeichnet, dass
    das Wank-Steuerungssystem (100) eine erste Dämpfungsvorrichtung umfasst, welche dazu geeignet ist, - in einem vorbestimmten Winkelbereich - die Rotationsbewegungen der Stange (110) zu dämpfen, wobei der Winkelbereich dem Winkel-Wankbereich der Stange entspricht,
    wobei die erste Dämpfungsvorrichtung eine kinematische Verbindungsstange-Kurbel (210, 220) umfasst, welche mit der Stange (110) und dem ersten Verankerungsabschnitt (60) verbunden ist, um ein gelenkiges Viereck zu definieren, und wobei die kinematische Verbindungsstange-Kurbel (210, 220) einen Dämpfer (222) umfasst,
    und wobei die erste Dämpfungsvorrichtung ferner umfasst:

    - einen Aktuator (230), welcher dazu geeignet ist, der kinematischen Verbindungsstange-Kurbel (210, 220) eine Schaltbewegung zu verleihen, um die Konfiguration der kinematischen Verbindungsstange-Kurbel (210, 220) zwischen einer Konfiguration eines gedämpften Wankens, in welcher die Kurbel (220) in Bezug auf eine Dämpfungsachse (Z) des Dämpfers (222) ausgerichtet ist und das gelenkige Viereck im Wesentlichen in ein Dreieck degeneriert ist, wodurch eine erweiterbare Strebe definiert wird, welcher der Rotation der Stange (110) innerhalb des vorbestimmten Winkelbereichs entgegenwirkt, und wenigstens einer Konfiguration eines freien Wankens zu variieren, wobei die Kurbel (220) in Bezug auf die Dämpfungsachse (Z) fehlausgerichtet ist und das gelenkige Viereck eine nicht-degenerierte Konfiguration aufweist, wobei die Wankbewegungen frei gelassen werden.


     


    Revendications

    1. Avant-train (8) d'un véhicule à moteur roulant pourvu de trois ou quatre roues, comprenant :

    un châssis d'avant-train (16),

    au moins une paire de roues avant (10', 10") reliées de manière cinématique l'une à l'autre et au châssis d'avant-train (16) à l'aide d'un mécanisme de roulis cinématique (20),

    un système de commande de roulis (100) comprenant une tige (110) présentant une première (111) et une seconde (112) extrémité opposées l'une à l'autre qui relient à l'aide de moyens d'articulation (101', 101" ; 102', 102") des première (60) et seconde (60) parties d'ancrage de l'avant-train (8) directement l'une à l'autre, dans lequel au moins l'une desdites première (60) et seconde (60) parties d'ancrage est soumise à des mouvements de roulis desdites deux roues avant (10', 10"),

    ledit système de commande de roulis (100) comprenant un premier dispositif amortisseur approprié pour amortir - dans une plage angulaire prédéterminée - les mouvements de rotation de ladite tige (110), ladite plage angulaire correspondant à la plage de roulis angulaire de ladite tige,

    caractérisé en ce que

    ledit premier dispositif amortisseur comprend une manivelle-bielle cinématique (210, 220) qui est respectivement reliée à ladite tige (110), et à ladite première partie d'ancrage (60) de manière à définir un quadrilatère articulé,

    et dans lequel ledit manivelle-bielle cinématique (210, 220) comprend un amortisseur (222),

    et dans lequel ledit premier dispositif amortisseur comprend en outre :

    - un actionneur (230) qui est approprié pour transmettre un mouvement de glissement à la manivelle-bielle cinématique (210, 220) de manière à faire varier la configuration de ladite manivelle-bielle cinématique (210, 220) entre une configuration de roulement amorti, dans laquelle ladite manivelle (220) est alignée par rapport à un axe d'amortissement (Z) dudit amortisseur (222) et ledit quadrilatère articulé est sensiblement dégénéré en un triangle définissant ainsi une entretoise extensible qui contre la rotation de la tige (110) dans ladite plage angulaire prédéterminée, et au moins une configuration de roulement libre, dans laquelle ledit ladite manivelle (220) est désalignée par rapport audit axe d'amortissement (Z) et ledit quadrilatère articulé présente une configuration de non-dégénération, laissant les mouvements de roulement libres.


     
    2. Avant-train (8) selon la revendication 1, dans lequel ledit premier dispositif amortisseur comprend un moyen d'arrêt (240) approprié pour arrêter la rotation de ladite manivelle (220) dans une position correspondant à ladite configuration de roulement amorti dans le passage entre ladite configuration de roulement libre et ladite configuration de roulement amorti.
     
    3. Avant-train (8) selon la revendication 1 ou 2, dans lequel lesdits moyens d'articulation (101', 101" ; 102', 102") sont configurés pour suivre de manière passive les mouvements desdites première et seconde parties d'ancrage, et dans lequel lesdits moyens d'articulation (101', 101") au niveau de ladite première extrémité (111) de la tige comprennent au moins une première charnière de roulis (101') qui a son axe d'articulation sensiblement orthogonal à un plan de roulement des deux roues avant (10', 10") et est relié à ladite première partie d'ancrage (60).
     
    4. Avant-train (8) selon la revendication 1, 2 ou 3, dans lequel ladite manivelle-bielle cinématique (210, 220) est reliée à ladite tige (110) au niveau de la bielle (210) à l'aide d'une première charnière cylindrique (201) et à ladite première partie d'ancrage (60) au niveau de ladite manivelle (220) à l'aide d'une seconde charnière cylindrique (202) et dans lequel ladite bielle (210) est reliée à ladite manivelle (220) à l'aide d'une charnière d'articulation cylindrique (203), lesdites première (201) et seconde (202) charnières cylindriques et ladite charnière d'articulation cylindrique (203) ayant toutes des axes d'articulation parallèles à l'axe d'articulation de la première charnière de roulis (101').
     
    5. Avant-train (8) selon la revendication 4, dans lequel ladite bielle (210) est mise en prise :

    - au niveau d'une première extrémité (210a) sur la charnière d'articulation cylindrique (203) ou la première charnière cylindrique (201) dans une position décalée par rapport à l'axe d'articulation respectif à l'aide d'un support d'attache (231) ; et

    - au niveau d'une seconde extrémité (210b) sur la première charnière cylindrique (201) ou la charnière d'articulation cylindrique (203) avec un couplage axialement mobile.


     
    6. Avant-train (8) selon la revendication 4 ou 5, dans lequel l'axe d'amortissement (Z) dudit amortisseur axial (222) passe entre la première charnière cylindrique (201) et la seconde charnière cylindrique (202).
     
    7. Avant-train (8) selon une ou plusieurs des revendications 2 à 6, dans lequel ledit moyen d'arrêt est constitué d'un élément de fin de course mécanique (240).
     
    8. Avant-train (8) selon la revendication 7, dans lequel ledit élément de fin de course mécanique est constitué d'un mécanisme de Fairbairn (240) qui relie en diagonale ladite première charnière cylindrique (201) et ladite seconde charnière cylindrique (202) et peut axialement glisser par rapport à ladite première charnière cylindrique (201) via une liaison à fente longitudinale (241) de manière à permettre un glissement le long de l'axe entre lesdites première (201) et seconde (202) charnières cylindriques, ledit mécanisme de Fairbairn (240) définissant un siège de mise en prise (242) pour un appendice de butée (221) de ladite manivelle (220), dans lequel ledit siège de mise en prise (242) est axialement aligné entre les première (201) et seconde (202) charnières cylindriques.
     
    9. Avant-train (8) selon une ou plusieurs des revendications 4 à 6, dans lequel ladite bielle (210) est constituée d'une vis sans fin qui est engrenée de manière rotative sur un corps de support (201a) de ladite première charnière cylindrique (201) ou de ladite charnière d'articulation cylindrique (203), ledit actionneur (230) étant approprié pour transmettre à ladite vis sans fin (210) un mouvement de rotation sur son axe qui détermine un glissement axial de la bielle (210) par rapport à ladite première charnière cylindrique (201) ou par rapport à ladite charnière d'articulation cylindrique (203).
     
    10. Avant-train (8) selon les revendications 5 et 9, dans lequel ledit actionneur (230) est supporté par ledit support d'attache (231) et vient en prise de manière rotative avec la première partie d'extrémité (210a) de ladite vis sans fin (210).
     
    11. Avant-train (8) selon une ou plusieurs des revendications précédentes, dans lequel les moyens d'articulation (102', 102") au niveau de ladite seconde extrémité (112) de la tige (110) comprennent au moins une seconde charnière de roulis (102") qui a son propre axe d'articulation sensiblement orthogonal audit plan de roulement des deux roues avant (10', 10") et est reliée à ladite seconde partie d'ancrage (60) et dans lequel ledit système de commande de roulis (100) comprend un second dispositif amortisseur approprié pour amortir - dans une plage angulaire prédéterminée - les mouvements de rotation de ladite tige (110) par rapport à ladite seconde charnière de roulis (102') au niveau de ladite seconde extrémité (112).
     
    12. Avant-train (8) selon une ou plusieurs des revendications précédentes, dans lequel chacune desdites deux roues avant (10', 10") est reliée audit mécanisme de roulis cinématique (20) par une fusée d'essieu (60) respective, cette dernière étant mécaniquement reliée à une cheville de rotation (68) de la roue de manière à la supporter de manière rotative autour d'un axe de rotation, ledit avant-train comprenant un moyen de suspension pour garantir à chaque fusée d'essieu (60) au moins un mouvement de suspension de ressort par rapport audit mécanisme cinématique de roulement (20).
     
    13. Véhicule à moteur (4) possédant une roue motrice à l'arrière et un avant-train (8) selon une ou plusieurs des revendications précédentes.
     
    14. Procédé de blocage des mouvements de roulement d'un véhicule à moteur pourvu de trois ou quatre roues, possédant un avant-train (8) selon une ou plusieurs des revendications 1 à 12, ledit procédé comprenant en alternance :

    - une étape de commande de roulement, dans laquelle la manivelle (220) tourne actionnant l'actionneur (240) d'au moins ledit premier dispositif amortisseur dégénérant ledit quadrilatère articulé sensiblement en un triangle et définissant ainsi une entretoise extensible qui contre la rotation de la tige (110) dans ladite plage angulaire prédéterminée, ladite entretoise extensible ayant une excursion axiale qui correspondant à la course axiale de l'amortisseur (222) et définit à son tour ladite plage de roulis angulaire prédéterminée de la tige ; et

    - une étape de non-commande du roulement, dans laquelle la manivelle (220) tourne depuis ladite configuration de roulement amorti jusqu'à ladite au moins une configuration de roulement libre actionnant l'actionneur (230) d'au moins ledit premier dispositif amortisseur, de manière à désaligner ladite manivelle (220) à nouveau par rapport audit axe d'amortissement (Z), rétablissant une configuration de non-dégénération dudit quadrilatère articulé et libérant en conséquence les mouvements de roulement des deux roues avant (10', 10").


     
    15. Système antiroulis d'un avant-train (8) d'un véhicule à moteur roulant pourvu de trois ou quatre roues, dans lequel ledit avant-train (8) comprend : - un châssis d'avant-train (8) ; et - au moins une paire de roues avant (10', 10") reliées de manière cinématique l'une à l'autre et au châssis d'avant-train (16) à l'aide d'un mécanisme de roulis cinématique (20),
    ledit système antiroulis (100) comprenant une tige (110) ayant des première (111) et seconde (112) extrémités opposées l'une à l'autre qui est destinée - dans l'état installé sur ledit avant-train (8) - à relier à l'aide de moyens d'articulation (101', 101"; 102', 102") une première (60) et une seconde (60) partie d'ancrage de l'avant-train, dans lequel au moins l'une desdites première (60) et seconde (60) parties d'ancrage est soumise à des mouvements de roulis desdites deux roues avant (10', 10"),
    caractérisé par
    ledit système de commande de roulis (100) comprenant un premier dispositif amortisseur approprié pour amortir - dans une première plage angulaire prédéterminée - les mouvements de rotation de ladite tige (110), ladite plage angulaire correspondant à la plage de roulis angulaire de ladite tige,
    dans lequel ledit premier dispositif amortisseur comprend une manivelle-bielle cinématique (210, 220) qui est reliée à ladite tige (110), et à ladite première partie d'ancrage (60) de manière à définir un quadrilatère articulé ;
    et dans lequel ladite manivelle-bielle cinématique (210, 220) comprend un amortisseur (222),
    et dans lequel ledit premier dispositif amortisseur comprend en outre :

    - un actionneur (230) qui est approprié pour transmettre un mouvement de glissement à ladite manivelle-bielle cinématique (210, 220) de manière à faire varier la configuration de ladite manivelle-bielle cinématique (210, 220) entre une configuration de roulement amorti, dans laquelle ladite manivelle (220) est alignée par rapport à un axe d'amortissement (Z) dudit amortisseur (222) et ledit quadrilatère articulé est sensiblement dégénéré en un triangle définissant ainsi une entretoise extensible qui contre la rotation de la tige (110) dans ladite plage angulaire prédéterminée, et au moins une configuration de roulement libre, dans laquelle ladite manivelle (220) est désalignée par rapport audit axe d'amortissement (Z) et ledit quadrilatère articulé présente une configuration de non-dégénération, laissant les mouvements de roulement libres.


     




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    Cited references

    REFERENCES CITED IN THE DESCRIPTION



    This list of references cited by the applicant is for the reader's convenience only. It does not form part of the European patent document. Even though great care has been taken in compiling the references, errors or omissions cannot be excluded and the EPO disclaims all liability in this regard.

    Patent documents cited in the description