阅读说明：本技术 控制车辆两轮倾斜的液压气动系统和配备所述系统的车辆 (Hydropneumatic system for controlling the inclination of two wheels of a vehicle and vehicle equipped with said system ) 是由 马可·莫罗尼 于 2020-01-29 设计创作，主要内容包括：用于控制车辆两轮倾斜的智能液压气动系统和配备所述系统的车辆。用于控制车辆两轮倾斜的智能液压气动系统分别通过第一摆动锚臂(B1)和第二摆动锚臂(B2)与所述车辆的底盘机械地连接,该系统至少包括第一缸(10)和第二缸(20),第一缸(10)和第二缸(20)适合于分别插在所述底盘与所述第一摆动锚臂(B1)之间和所述底盘与所述第二摆动锚臂(B2)之间,其中,所述第一缸(10)和第二缸(20)分别包括第一室(101)和第二室(202),第一室(101)和第二室(202)两者都有可变容积并包含工作流体,其中,所述工作流体从所述第一室(101)到所述第二室(202)的转移导致所述第二室(202)的容积增加,而所述工作流体从所述第二室(202)到所述第一室(101)的转移导致所述第一室(101)的容积增加,并且其中,所述系统包括第一连接装置(23),该第一连接装置(23)与所述第一室(101)和第二室(202)连接,使得所述工作流体可以交替地从所述第一室(101)转移到所述第二室(202)以及从所述第二室(202)转移到所述第一室(101)。(An intelligent hydropneumatic system for controlling the inclination of two wheels of a vehicle and a vehicle equipped with said system. An intelligent hydropneumatic system for controlling the inclination of two wheels of a vehicle is mechanically connected to the chassis of said vehicle by a first swing anchor arm (B1) and a second swing anchor arm (B2), respectively, the system comprising at least a first cylinder (10) and a second cylinder (20), the first cylinder (10) and the second cylinder (20) being suitable for being inserted between said chassis and said first swing anchor arm (B1) and between said chassis and said second swing anchor arm (B2), respectively, wherein said first cylinder (10) and second cylinder (20) comprise a first chamber (101) and a second chamber (202), respectively, both the first chamber (101) and the second chamber (202) having a variable volume and containing a working fluid, wherein the transfer of said working fluid from said first chamber (101) to said second chamber (202) causes the volume of said second chamber (202) to increase, and the transfer of said working fluid from said second chamber (202) to said first chamber (101) causes the volume of said first chamber (101) to increase And wherein the system comprises first connecting means (23), which first connecting means (23) are connected with the first chamber (101) and the second chamber (202) such that the working fluid can be alternately transferred from the first chamber (101) to the second chamber (202) and from the second chamber (202) to the first chamber (101).)

1. System for controlling the tilting of two wheels of a vehicle, mechanically connected to the chassis of said vehicle by a first swing anchor arm (B1) and a second swing anchor arm (B2), respectively, said system comprising at least a first cylinder (10) and a second cylinder (20), said first cylinder (10) and said second cylinder (20) being suitable for being inserted between said chassis and said first swing anchor arm (B1) and between said chassis and said second swing anchor arm (B2), respectively, wherein said first cylinder (10) and said second cylinder (20) comprise a first chamber (101) and a second chamber (202), respectively, both said first chamber (101) and said second chamber (202) having a variable volume and containing a working fluid, wherein the transfer of said working fluid from said first chamber (101) to said second chamber (202) causes an increase in the volume of said second chamber (202), whereas the transfer of the working fluid from the second chamber (202) to the first chamber (101) causes an increase in the volume of the first chamber (101), and wherein the system comprises first connecting means (23), said first connecting means (23) being connected with the first chamber (101) and the second chamber (202) so that the working fluid can be alternately transferred from the first chamber (101) to the second chamber (202) and from the second chamber (202) to the first chamber (101); characterized in that it comprises an electric pump (200) connected to said first connection means (23), said system further comprising a control unit for electrically controlling said electric pump (200), and adapted to receive and process one or more parameters and to electrically control said electric pump (200) as a function of said one or more parameters, wherein the electrical control of said electric pump (200) as a function of said one or more parameters causes the transfer of said working fluid from said first chamber (101) to said second chamber (202) or from said second chamber (202) to said first chamber (101) by said electric pump (200) as a function of said one or more parameters.

2. The system according to claim 1, characterized in that it comprises a solenoid valve (300) in fluid communication with said first connection means (23) and with said electric pump (200), said solenoid valve (300) being electrically controlled by said control unit, said solenoid valve (300) being switchable between a closed position, in which said solenoid valve (300) prevents the transfer of said working fluid between said first chamber (101) and said second chamber (202), and one or more open positions, in which the transfer of fluid between said first chamber (101) and said second chamber (202) is possible.

3. A tilting system according to claim 1 or 2, characterized in that said system comprises second connecting means (400), by means of which second connecting means (400) said first chamber (101) and said second chamber (202) are placed in fluid communication.

4. A system according to claim 3, characterized in that it comprises an interception device (500) arranged along said second connection means (400), and in that said interception device (500) is switchable between a closed position, in which said first chamber (101) and said second chamber (202) are not in fluid communication through said second connection means (400), and one or more open positions, in which said first chamber (101) and said second chamber (202) are in fluid communication through said second connection means (400).

5. System according to one of claims 3 to 4, characterized in that it comprises accumulation means (600) in fluid communication with said second connection means (400), and in that the transfer of said working fluid from said first chamber (101) to said second chamber (202) and from said second chamber (202) to said first chamber (101) causes at least a portion of said working fluid to accumulate in said accumulation means (600).

6. System according to claims 4 and 5, characterized in that said intercepting means (500) are interposed between said second connecting means (400) and said accumulating means (600) and in that said intercepting means (500) comprise a three-way valve switchable between a first position, in which said first chamber (101) and said second chamber (202) are not in fluid communication and said accumulating means (600) are not in fluid communication with said second connecting means (400), and a second position, in which said first chamber (101) and said second chamber (202) are in fluid communication through said second connecting means (400) and said accumulating means (600) are in fluid communication with said second connecting means (400).

7. System according to claims 4 and 5, characterized in that said intercepting means (500) are interposed between said second connecting means (400) and said accumulating means (600), and said intercepting means (500) comprising three on-off valves (501, 502, 503), said three on-off valves (501, 502, 503) being arranged in series and reciprocally switchable between a first configuration and a second configuration, in the first configuration, the first chamber (101) and the second chamber (202) are not in fluid communication, and the accumulation means (600) is not connected with the second connection means (400), in the second configuration, the first chamber (101) and the second chamber (202) are in fluid communication by the second connection means (400), and the accumulation means (600) is in fluid communication with the second connection means (400).

8. A system according to one of claims 5 to 7, characterized in that said accumulation means (600) is defined by a third chamber (600) of a third cylinder (601) having a variable volume, and said third cylinder (601) comprises a fourth chamber (602), said fourth chamber (602) having a variable volume containing a compressible gas, and said fourth chamber (602) being positioned with respect to said third chamber (600) such that accumulation of said working fluid in said third chamber (600) causes expansion of said third chamber (600) and compression of said gas in said fourth chamber (602), with consequent reduction of the volume of said fourth chamber (602).

9. System according to one of claims 1 to 8, characterized in that it comprises auxiliary accumulation means (700, 800) in fluid communication with said first connection means (23), and in that the transfer of said working fluid from said first chamber (101) to said second chamber (202) and from said second chamber (202) to said first chamber (101) causes at least a portion of said working fluid to accumulate in said auxiliary accumulation means (700).

10. The system according to claim 9, characterized in that said auxiliary accumulation means (700) are defined by a fifth chamber (700) and a sixth chamber (800), said fifth chamber (700) and said sixth chamber (800) both having a variable volume and belonging to a fourth cylinder (701) and a fifth cylinder (801), respectively, and said fourth cylinder (701) and said fifth cylinder (801) comprising a seventh chamber (702) and an eighth chamber (802), respectively, said seventh chamber (702) and said eighth chamber (802) both having a variable volume and containing a compressible gas, said seventh chamber (702) and said eighth chamber (802) being positioned with respect to said fifth chamber (700) and said sixth chamber (800), respectively, in such a way that the accumulation of said working fluid in said fifth chamber (700) and said sixth chamber (800) causes the expansion of said fifth chamber (700) and said sixth chamber (800), respectively, and the gas of said seventh chamber (702) and said eighth chamber (802), respectively In response to the compression of the first chamber (702) and the second chamber (802) being reduced in volume.

11. A vehicle having at least two tilting wheels (R1, R2), said at least two tilting wheels (R1, R2) being mechanically anchored to the chassis of the vehicle by a first swing arm (B1) and a second swing arm (B2), respectively, characterized in that the vehicle comprises a system according to one of claims 1 to 10, said first cylinder (10) and said second cylinder (20) being interposed between said first swing arm (B1) and said chassis and between said second swing arm (B2) and said chassis, respectively.

12. Vehicle according to claim 11, characterized in that it comprises a plurality of sensors and/or measuring devices for detecting and/or measuring parameters such as the running speed, the inclination of the chassis, the stress acting on the first anchor arm (B1) and the second anchor arm (B2), respectively, and in that they are connected with the control unit and are configured to communicate the results of the respective detections and/or measurements to the control unit.

13. Vehicle according to one of claims 11 to 12, characterized in that it is a three-wheeled vehicle with two front wheels (R1, R2) inclined along a common transverse axis.

14. Vehicle according to one of claims 11 to 12, characterized in that it is a three-wheeled vehicle with two inclined rear wheels (R1, R2) arranged along a common transverse axis.

15. Vehicle according to one of claims 11 to 12, characterized in that it is a four-wheeled vehicle with two tilted front and/or rear wheels (R1, R2) arranged along a common transverse axis.

Technical Field

The present invention relates to the field of vehicles with inclined wheels. In particular, the invention relates to a motorcycle with two inclined wheels positioned at least in particular on the same horizontal axis. More in detail, the present invention relates to a device and/or a system suitable for improving the tilting performance of a vehicle of the above-mentioned type, in particular a motorcycle. Even more particularly, the present invention relates to a device and/or a system for intelligently controlling the inclination of at least two wheels in a vehicle and/or motorcycle of the above-mentioned type. Finally, the invention relates to a vehicle, in particular a motorcycle, with at least two tilted wheels equipped with a device or system of the above-mentioned type.

Background

Vehicles with tilted wheels are known in the art and are now widely spread and appreciated by users, wherein the expression "tilted-wheel vehicle" refers to vehicles equipped with at least one pair of tilted wheels, in particular motorcycles, scooters, all-terrain vehicles and the like, for example motorcycles with at least two tilted front wheels and (in general) non-tilted rear wheels. Vehicles with two rear wobblers and four-wheeled vehicles with at least one pair of tilted wheels also fall within this definition.

The main characteristic of the above mentioned tilting wheel vehicles is that the (at least two) tilting wheels can tilt sideways, thanks to the presence of a so-called tilting system of the wheels coupled on the same axle (in general, but as said, the front wheels are not excluded).

Tilting wheel vehicles (also referred to as "tilting vehicles" in the following) are generally equipped with a tilt locking device which can be activated by the driver as required and/or as the case may be.

In particular, devices and/or systems are known in which the tilt blocking can be activated by the driver by means of a switch when the speed is below a threshold determined by the vehicle specifications (and therefore by the manufacturer), generally equal to a few kilometres per hour, the tilt lock being automatically disengaged when the driver first turns on the acceleration device.

Although appreciated from a different perspective, such as ease of implementation and basic control costs, the tilt blocking devices and/or systems according to the prior art briefly described above have the problems that the present invention is directed to solving and/or the disadvantages that are intended to be overcome.

The first problem or drawback is related to the fact that: when the vehicle remains within the speed threshold that allows blocking and the tilting system is blocked (i.e. when tilting is prevented but the vehicle is still moving), the vehicle may hit a hole or unevenness (unfortunately, this often happens due to uneven road surface), but also possibly a lower tunnel cover or in any case a difference in height, causing a lateral unbalancing of the vehicle with respect to the vertical (right or left respectively), while maintaining the tilt-locked state until the release speed is reached (in the case of automatic locking means) or until the twist-lock is released manually-usually by means of a button on the handle (in the case of means that can manually activate or deactivate the blocking).

In these cases, there is a risk that: at restart, with the consequent release of the inclination, the driver encounters serious difficulties because the vehicle, which is not perfectly vertical, tends to fall sideways during the "recovery" phase of increasing speed, wherein, in order to counteract the imbalance, the driver is forced to intervene in the steering with manoeuvres that inevitably lead to a change of trajectory, with the risk of colliding with other vehicles.

In addition, another drawback is related to the fact that, in general: in rugged situations (pits, well covers, etc.), facing an obstacle with a vehicle locked with a tilting system may also cause the vehicle to tip over sideways, with consequences for the vehicle, the driver and any passengers and people or objects nearby.

Disclosure of Invention

It is therefore an object of the present invention to provide a solution that allows to effectively and reliably overcome the problems and/or drawbacks summarized above with reference to tilt blocking devices and/or systems according to the prior art.

In particular, the main object of the present invention is not to provide a tilt locking and unlocking device (and therefore of the switching type), but a device that allows intelligent control and tilt handling.

It is therefore another object of the present invention to provide a device or system by which the movements of the suspension can be intelligently controlled and managed, thus ensuring that the perpendicularity of the inclined vehicle is maintained during low-speed travel and temporary parking.

In particular, one of the objects of the present invention is to automatically maintain the vehicle in a substantially vertical position without the need for the driver to place his feet on the ground to maintain balance and independent of ground and road conditions, particularly in "all-terrain-vehicle mode" (see description below).

According to the invention, it is also possible to adjust the inclination angle (inclination) of the vehicle from low to high speed under normal driving conditions by controlling the movement of the suspension, in such a way as to control and ensure stability, so as to avoid dangerous skidding.

In particular, another object of the present invention is to provide a device and/or a system which allows:

ensuring automatic maintenance of the perpendicularity of the three-wheeled vehicle or more under operating conditions defined as "all-terrain vehicle mode", wherein the user normally puts his feet on the ground, i.e. at low speeds and at general temporary stops (red traffic lights, stops, etc.);

-performing and controlling the above vehicle's inclination by implementing a desired inclination angle, according to temporary driving parameters and/or usage parameters.

The following also fall within the scope of the invention: a device of the above-mentioned type is provided which can be implemented in various vehicles without substantial modifications to the vehicle and which can be implemented and installed by simple and quick operations and therefore at low cost.

Description of the invention

The present invention derives from the general consideration that, according to which, by suitably arranging the hydraulic (or pneumatic) circuit, the above-summarized objectives can be effectively achieved, wherein the motorized hydraulic pump connected to the hydraulic suspension system (or the electric compressor connected to the pneumatic suspension system) is managed by software that processes the signals of the devices placed on the vehicle (speed sensors, inertial platforms, engine tachometers, etc.), and, based on the signal, sending fluid contained within the suspension system in one direction rather than the other, or to route fluid contained within the suspension system from one cylinder to another, or vice versa, also using one or more solenoid valves, in this way it is ensured that maintaining the perpendicularity of the vehicle at standstill and at low speeds and/or controlling the inclination angle of the vehicle while turning significantly improves the vehicle stability.

In view of the above, in order to overcome the drawbacks of the known suspension locking systems and/or in order to achieve the above summarized further objects, the present invention relates to an intelligent hydropneumatic system for controlling the tilting of two wheels of a vehicle, mechanically connected to the chassis of said vehicle by means of a first and a second swing anchor arm, respectively, the system comprising at least a first and a second cylinder adapted to be interposed between said chassis and said first swing anchor arm and between said chassis and said second swing anchor arm, respectively, wherein said first and second cylinders comprise a first and a second chamber, respectively, both having a variable volume and being delimited by a first translatable piston housed in said first cylinder and a second translatable piston housed in said second cylinder, respectively, said first and second chambers containing a working fluid (conveniently, a non-compressible liquid), wherein the transfer of the working fluid from the first chamber to the second chamber results in an increase in the volume of the second chamber and the transfer of the working fluid from the second chamber to the first chamber results in an increase in the volume of the first chamber, and wherein the system comprises a first connection means placed in fluid communication with the first and second chambers such that the working fluid can be alternately transferred from the first chamber to the second chamber and from the second chamber to the first chamber; wherein the system comprises an electric pump in fluid connection with the first connection means, wherein the system further comprises a control unit for electrically controlling the electric pump, and wherein the unit is adapted to receive and process one or more parameters and to electrically control the electric pump in accordance with the one or more parameters, wherein thus electrically controlling the electric pump in accordance with the one or more parameters results in a transfer of the working fluid by the electric pump from the first chamber to the second chamber or from the second chamber to the first chamber in accordance with the one or more parameters.

According to an embodiment, the system comprises a solenoid valve in fluid connection with the first connecting means and the electric pump, wherein the solenoid valve is electrically controlled by the control unit and is switchable between a closed position, in which the solenoid valve prevents the transfer of the working fluid between the first and second chambers, and one or more open positions, in which the transfer of fluid between the first and second chambers is possible.

According to an embodiment, the system comprises a second connection means by which the first and second chambers are placed in fluid communication.

According to an embodiment, the system includes a three-way valve and a loop fluid tank connected to the three-way valve.

According to an embodiment, the system comprises an interception device arranged along said second connection means and electrically controlled, wherein said interception device is switchable between a closed position, in which said first and second chambers are not placed in fluid communication by said second connection means, and one or more open positions, in which said first and second chambers are placed in fluid communication by said second connection means.

According to an embodiment, the system comprises an accumulation device in fluid communication with the second connection device, wherein the transfer of the working fluid from the first chamber to the second chamber and from the second chamber to the first chamber causes at least a portion of the working fluid to accumulate in the accumulation device.

According to an embodiment, said intercepting means is interposed between said second connecting means and said accumulating means, wherein said intercepting means comprises a three-way valve switchable between a first position, in which said first and second chambers are not placed in fluid communication and said accumulating means is not placed in fluid communication with the second connecting means, a second position, in which said first and second chambers are placed in fluid communication by said second connecting means and said accumulating means is not placed in fluid communication with said second connecting means, and a third position, in which said first and second chambers are placed in fluid communication by said second connecting means and said accumulating means is placed in fluid communication with said second connecting means.

According to an embodiment, said intercepting means are interposed between said second connecting means and said accumulation means, wherein the intercepting means comprises three on-off valves arranged in series and switchable between a first configuration, a second configuration and a third configuration, in this first configuration, the first and second chambers are not placed in fluid communication, and the accumulation means are not placed in fluid communication with the second connection means, in this second configuration, the first and second chambers are placed in fluid communication by the second connecting means, and the accumulating means are not placed in fluid communication with the second connecting means, in this third configuration, the first and second chambers are placed in fluid communication by the second connecting means, and the accumulating means is placed in fluid communication with the second connecting means.

According to an embodiment, said accumulation means is defined by a third chamber having a variable volume limited by a third translatable piston housed in a third cylinder, wherein said third cylinder comprises a fourth chamber having a variable volume containing a compressible gas and positioned relative to said third chamber such that accumulation of said working fluid in said third chamber causes expansion of said third chamber and compression of said gas in said fourth chamber with consequent reduction of the volume of said fourth chamber.

According to an embodiment, the system comprises an auxiliary accumulation device in fluid communication with the first connection device, wherein the transfer of the working fluid from the first chamber to the second chamber and from the second chamber to the first chamber causes at least a portion of the working fluid to accumulate in the auxiliary accumulation device.

According to an embodiment, said auxiliary accumulation means are defined by a fifth chamber and a sixth chamber, both having a variable volume and respectively defined by a fourth translatable piston housed in a fourth cylinder and a fifth translatable piston housed in a fifth cylinder, wherein said fourth and fifth cylinders respectively comprise a seventh chamber and an eighth chamber, both having a variable volume and containing a compressible gas, said seventh and eighth chambers being positioned with respect to said fifth and sixth chambers respectively such that accumulation of said working fluid in said fifth and sixth chambers respectively causes expansion of said fifth and sixth chambers and compression of said gas in said seventh and eighth chambers, respectively, with consequent reduction of the volume of said seventh and eighth chambers respectively.

The invention also relates to a vehicle having at least two tilted wheels mechanically anchored to the chassis of said vehicle by means of a first and a second swing anchor arm, said vehicle being equipped with a system according to one of the embodiments summarized above, said first and second cylinders being interposed between said first swing arm and said chassis and between said second swing arm and said chassis, respectively.

According to an embodiment, the vehicle comprises a plurality of sensors and/or measuring devices for detecting and/or measuring parameters such as the running speed, the inclination of the chassis, the stress acting on the first and second anchor arms, respectively, wherein the sensors and/or measuring devices are connected with the control unit and are configured to communicate the results of the respective detection and/or measurement to the control unit.

According to an embodiment, the vehicle is a three-wheeled vehicle with two tilted front wheels arranged along a common lateral axis.

According to an embodiment, the vehicle is a three-wheeled vehicle with two inclined rear wheels arranged along a common lateral axis.

According to an embodiment, the vehicle is a four-wheeled vehicle with two tilted front and/or rear wheels arranged along a common transverse axis.

Further possible embodiments of the invention are defined by the claims.

Drawings

The invention will be elucidated by the following detailed description of embodiments represented in the drawings. However, the present invention is not limited to the embodiments described below and shown in the drawings; on the contrary, all variants of the embodiments described below and represented in the figures are within the scope of the invention, which variants are obvious to a person skilled in the art.

In the drawings:

figures 1 to 5 show schematic views of a device or system according to various embodiments of the invention.

Detailed Description

The invention is particularly advantageous when used for managing and/or controlling the suspension of a tilting motorcycle, which is why it will be described hereinafter with particular reference to tilting motorcycles having at least two tilting wheels positioned along a common axis, for example a front axis or a rear axis.

However, the possible applications of the invention are not limited to motorcycles of the type described above, but the invention is applicable to four-wheel tilting vehicles or more, such as all-terrain vehicles or similar.

For example, the invention may be suitably interfaced with a hydropneumatic suspension, such as for example of the HTS type, which controls the tilting of a vehicle having three or more wheels, as described in the applicant's patent EP 2046589.

In particular, the invention can be implemented on tilting vehicles designed with a closed body of the automotive type, improving driving comfort and safety.

The attached drawings show that: two wheels R1 and R2 of the vehicle are mechanically anchored to a first swing anchor arm B1 and a second swing anchor arm B2, respectively, a first cylinder 10 and a second cylinder 20 being suitable for being inserted between said chassis and said first swing anchor arm B1 and between said chassis and said second swing anchor arm B2, respectively, wherein said first cylinder 10 and second cylinder 20 comprise a first chamber 101 and a second chamber 202, respectively, both first chamber 101 and second chamber 202 having variable volumes as defined by a first translatable piston housed in first cylinder 10 and a second translatable piston housed in second cylinder 20, respectively (according to a substantially known method and therefore not described in detail for comprehensive reasons), said first chamber 101 and second chamber 202 containing a working fluid (conveniently, an incompressible liquid), such as a hydraulic oil.

In particular, in the embodiment of fig. 1, the suspension control system further comprises a conduit 23, which conduit 23 puts said first chamber 101 and said second chamber 202 in fluid communication, whereby said working fluid can be alternately transferred from said first chamber 101 to said second chamber 202 and from said second chamber 202 to said first chamber 101; it is evident that the transfer of said working fluid from said first chamber 101 to said second chamber 202 causes the volume of said second chamber 202 to increase with the extension of the cylinder 20 (while the volume of the first chamber 101 decreases with the re-entry of the cylinder 10), whereas the transfer of said working fluid from said second chamber 202 to said first chamber 101 causes the volume of said first chamber 101 to increase with the extension of the cylinder 10 (while the volume of said second chamber 202 decreases with the re-entry of the cylinder 20).

As shown, the system of fig. 1 further comprises an electric pump 200 in fluid communication with said duct 23, said electric pump 200 being electrically controlled by a control unit (not shown in the figures), wherein said unit is adapted to receive and process one or more parameters and to electrically control said electric pump 200 as a function of said one or more parameters, whereby electrical control of said electric pump 200 as a function of said one or more parameters causes a transfer of said working fluid from said first chamber 101 to said second chamber 202 or from said second chamber 202 to said first chamber 101 by said electric pump as a function of said one or more parameters.

As a non-limiting example, the speed, inclination, engine speed, etc. of the vehicle are one of the parameters processed by the control unit, wherein said parameters are detected by sensors (not shown in the figures) arranged on the vehicle and communicated to the control unit.

Finally, as shown in fig. 1, reference numerals 801 and 701 respectively identify first and second shock absorbers that respectively define upper and lower chambers 802 and 800 and upper and lower chambers 702 and 700 by first and second translating pistons, respectively. All chambers 700, 702, 800 and 802 are variable volume due to the mobility of the pistons, however the lower chambers 700 and 800 are in fluid communication with the conduit 23, while the chambers 702 and 802 are blind and contain a compressible fluid, such as a gas. Thus, lower chambers 800 and 700 constitute a storage space for the incompressible fluid transferred between chamber 101 and chamber 202.

Thus, as is clear from the foregoing description, the transfer of the working fluid from the first chamber 101 to the second chamber 202 causes the extension of the cylinder 20 and the at least partial accumulation of liquid in the chamber 700, with the expansion of the chamber 700 and the compression of said gas in the chamber 702 and the consequent reduction in volume of the chamber 702; in the same way, the transfer of the working fluid from chamber 202 to chamber 101 causes the extension of cylinder 10 and the at least partial accumulation of liquid in chamber 800, with the expansion of chamber 800 and the compression of said gas in chamber 802 and the consequent reduction in volume of said chamber 802.

The embodiment of fig. 2 (in which the parts that have been previously described with reference to fig. 1 are identified by the same reference numerals) differs from that of fig. 1 essentially in that the duct 23 is divided into two branches, in which the upper branch 23 connects the accumulation chambers 700 and 800 with the chambers 101 and 202 according to the method described above, while along the lower branch 400 there is a solenoid valve 300 suitable for switching in order to partially or completely close the lower branch 400; in this way, the effectiveness of controlling the position of the suspension (and in fact the cylinders 10 and 20) is improved. In fact, the solenoid valve 300 is electrically controlled by the control unit and can be switched between a closed position, in which it prevents the transfer of the working fluid between the first chamber 101 and the second chamber 202, and one or more open positions, in which the fluid transfer between the first chamber 101 and the second chamber 202 is possible.

With this embodiment, it is still possible to drive the vehicle in the event of the deactivation of the device, since the two elastic cylinders 701 and 802 are connected to the cylinders 20 and 10, respectively, so as to satisfy the elastic conditions combined with the action of controlling the suspension performed by the mobile pump 200.

In fact, the solenoid valve 300 partially or completely closes the communication of the lower branch 400, so as to make the action of controlling the position of the suspension effective, when the solenoid valve 300 is open, it is possible to drive the vehicle without the aid of the motor pump 200.

In the embodiment of fig. 2a, a three-way valve 3003V operated by the control unit is arranged along the right branch of the conduit 23 (with respect to the figure), in particular between the pump 200 and the chamber 202. Also connected to three-way valve 3003V is reservoir 900 for circuit fluid.

According to this embodiment, with the three-way valve 3003V open to the pump 200 and to the reservoir 900 (respectively interrupting the communication of the branch 23), it is possible to extract fluid from the circuit (extracting approximately equal portions from the chambers 101 and 202) and accumulate the fluid extracted from the circuit in the reservoir 900, and accordingly subtract fluid from the reservoir 900 and introduce fluid into the circuit (depending on the direction of rotation of the pump 200).

Extracting fluid from the circuit causes a reduction in the volume of both chambers 101 and 202, thus causing both cylinders 10 and 20 to return, thus causing the entire suspension to lower.

Conversely, the extraction of fluid from the reservoir causes the volume of both the chambers 101 and 202 to increase, thus causing both the cylinders 10 and 20 to extend, thus causing the entire suspension to rise. When no change in attitude (oil drain or oil take) is required, the 3003V valve connects branch 23 by excluding connection to reservoir 900.

In the embodiment of fig. 3 (in which the parts already described with reference to the other figures are identified by the same reference numerals), a solenoid valve 300 is positioned along the upper portion 23 of the duct, interposed between the electric pump 300 and the branch of the duct 23. Furthermore, along the lower branch 400, there is a three-way valve 500, which three-way valve 500 is also placed in fluid communication with another accumulation cylinder 601, which accumulation cylinder 601 defines, by means of a translatable piston inside it, a chamber (upper portion) with a variable volume 600 for accumulating the working fluid flowing along the branch 400, and a blind chamber (lower portion) with a variable volume containing gas.

The three-way valve 500 is switchable between a first position, in which said chambers 101 and 202 are not placed in fluid communication and said chamber 600 is not in fluid communication with said conduit 400, a second position and a third position; in this second position, the chambers 101 and 202 are placed in fluid communication through the conduit 400 and the chamber 600 is not in fluid communication with the conduit 400; in this third position, the chambers 101 and 202 are placed in fluid communication by the connecting duct 400, and the accumulation chamber 600 is in fluid communication with the connecting duct 400.

With this embodiment, the vehicle can be driven with the device deactivated, and the flow blocking during a long stop is accomplished by the three-way valve 500 placed centrally above the elastic chamber 600.

This embodiment is advantageous in that it is desirable for the area of the heads of hydraulic cylinders 10 and 20 to have a limited size, the particularity of this configuration including the possibility of using a smaller motorized pump, since the closure of bypass branch 400 allows pump 200 to be more efficient.

The solenoid valve 300 adjacent to the motor pump 200 is normally closed, so that in a stationary state, the solenoid valve 300 can close the fluid passage between the cylinder 10 and the cylinder 20, the flow rate being mechanically regulated by the three-way valve 500, the three-way valve 500 being closed when the vehicle is to be parked for a long time.

In this connected mode, the solenoid valve 300 is opened only when driven in "all terrain vehicle mode", the logic of which is governed by the control unit.

The three-way valve 500 for blocking the flow rate at the time of long-time parking can be controlled by the servo motor according to the logic management of the control unit, so that the three-way valve 500 can be partially closed, opened after being closed, and maintained at an intermediate position between the opening and the closing, so that the verticality and the shock-absorbing effect are more effective.

The embodiment of fig. 4 differs from the embodiment of fig. 3 in that in the embodiment of fig. 4 there are two valves 300, one interposed between the cylinder 10 and the fitting RA1, the fitting RA1 being between the bypass branch 400 and the main branch 23 of the connecting conduit, and the other interposed between the cylinder 20 and the fitting RA2, the fitting RA2 being between the bypass branch 400 and the main branch 23 of the connecting conduit.

With this embodiment, the vehicle can also be driven with the device deactivated.

In fact, as can be seen from fig. 4, the two valves 300 stop the oil flow between the chambers 101 and 202 to guarantee the blocking of the system in the event of prolonged stops. The control unit processes all the signals from the various sensors located on the vehicle and sends to the motorised pump 200 an instruction to pump fluid in one direction but not in the other, or does not activate the motorised pump 200 itself.

The conduits 23 and 400 are also suitably calibrated in order to make the operation efficient, in which, in particular, the motor pump 200 generates a pressure in the conduit branch corresponding to the delivery branch, which is connected to the respective cylinders 10 and 20, which cylinders 10 and 20 undergo a flow of oil and therefore extend, the same cylinders being connected to the central elastic system (cylinders 701 and 801 of fig. 1).

Thus, two conditions are satisfied:

the first condition is that the pressure generated by the motor pump 200 is able to impart to the cylinder connected to the delivery branch a force sufficient to make the vehicle vertical (the lower mobile part of the cylinder is anchored to the wheel suspension unit), thus determining the position of the cylinder with respect to the vehicle, the upper part of the cylinder being connected to the vehicle chassis.

The second condition that is met is that the resilience of the suspension and thus also the resilience of the vehicle is guaranteed in the all-terrain-vehicle mode. In fact, even when the motorised pump 200 is operating, the branch of the conduit 400 connecting the elastic chamber 600 to the cylinders 10 and 20 (called the bypass) remains open, keeping the cylinders 10 and 20 in communication with the elastic cylinder 601, ensuring the elasticity of the suspension in "all-terrain-vehicle mode", i.e. when the motorised pump 200 sends oil to the right branch instead of the left branch to maintain the balance of the vehicle; proper calibration of the portion of conduit 23 connecting motorized pump 200 to cylinders 10 and 20 and bypass conduit 400 softens and enables atv mode operation of the suspension.

A further advantage of the embodiment of fig. 4 is emphasized in fig. 4 a.

Fig. 4a represents in fact the "atv mode" condition, in which the vehicle is kept in a vertical position thanks to the intervention of the motorised pump 200 controlled by the control unit; specifically, when the vehicle encounters a situation of uneven ground, the motor pump 200 moves the liquid contained in the suspension from one cylinder to another (from 10 to 20 in the case shown), and therefore the vehicle position of the wheel R1 and/or R2 adapted to the road surface situation may change.

The embodiment of fig. 5 differs from the embodiment of fig. 3 and 4 in that in the embodiment of fig. 5 the 3-way valve 500 of fig. 3 and the valve 300 of fig. 4 are replaced by 3 valves 501, 502 and 503 arranged in series along the bypass branch 400, wherein the central valve 502 is placed in correspondence with the accumulation chamber 600 of the resilient cylinder 601. A valve 300 is then arranged along the main branch 23, adjacent to the pump 200, wherein the valve 300 is used in a manner corresponding to that described with reference to the other figures, for example with reference to fig. 3.

The three switching valves 501, 502, 503 are arranged in series as described above and can be mutually switched between a first configuration, in which the chambers 101 and 102 are not placed in fluid communication and the accumulation chamber 600 is not placed in fluid communication with the bypass branch 400, a second configuration, in which said chambers 101 and 102 are placed in fluid communication through the bypass branch 400 and the accumulation chamber 600 is not placed in fluid communication with the bypass branch 400, and a third configuration, in which said chambers 101 and 102 are placed in fluid communication through the bypass branch 400 and said accumulation chamber 600 is placed in fluid communication with the bypass branch 400.

With this embodiment, the vehicle can also be driven with the device deactivated.

In this configuration, in fact, the solenoid valves 501, 502 and 503, controlled by the control unit, which are of the on-off type or progressive, allow the oil flow generated by the mobile pump 200 in the hydraulic circuit to be suitably regulated.

Also in this case, there is the possibility of using a smaller motorized pump, since the closure of the bypass branch 400 allows the pump 200 to be more efficient.

In this case, the elastic effect of the system is completely controlled by the control unit system which, according to the logic of the control unit, regulates the communication between the chambers 101 and 202 of the cylinders 10 and 20, respectively, and the accumulation chamber 600 of the elastic cylinder 601, wherein the partial or total opening of the solenoid valves 501, 502 and 503 is regulated according to the priority requirements, elastic force first and then verticality or elastic force first and then verticality.

The opening, closing or partial closing of the solenoid valves is managed individually by the control unit, so that it is possible to connect one or both branches of the suspension to the central shock absorber 601 or not to connect branches of the suspension to the central shock absorber 601.

For long term stops, the valve 502 is set at the elastomeric chamber 600.

Thus, it has been shown by the foregoing detailed description of the embodiments of the invention illustrated in the drawings that the invention allows to overcome the drawbacks of the prior art and to achieve the intended objects.

In particular, by means of the invention a solution is provided which allows intelligent management of the suspension of a vehicle, in particular a leaning vehicle, wherein the invention allows intelligent management of both the verticalization and the resilience functions of the vehicle.

In particular, the invention allows the vehicle to be automatically maintained in a substantially vertical position without the need for the driver to place his feet on the ground to maintain balance and independent of ground and road conditions, particularly in "all-terrain-vehicle mode" (see description above).

By means of the system according to the invention, the inclination angle (inclination) of the vehicle can also be adjusted from low to high speed in normal driving situations by controlling the movement of the suspension, in such a way that stability is controlled and ensured, so that dangerous skidding is avoided.

In particular, by the present invention, a device and/or system is provided that allows:

ensuring automatic maintenance of the perpendicularity of the three-wheeled vehicle or more under use conditions defined as "all-terrain vehicle mode", in which the user usually lands with his feet, i.e. during low-speed driving and general temporary stops (red traffic lights, stops, etc.);

-performing and controlling the above vehicle's inclination by implementing a desired inclination angle, according to driving parameters and/or usage parameters.

Furthermore, the device or system according to the invention can be implemented in various vehicles without requiring extensive modifications to the vehicle and can be manufactured and installed with simple and rapid operations, and therefore at low costs.

Although the invention has been elucidated above by means of a detailed description of embodiments represented in the drawings, the invention is not limited to the embodiments described above and represented in the drawings. Rather, all such modifications and/or structural changes to the embodiments described above and shown in the drawings that would be apparent to those skilled in the art are intended to be within the scope of the present invention.

Accordingly, the scope of the invention is defined by the claims.