FR3066148A1 - DEVICE FOR CONTROLLING THE RECOVERY OF A RECLINING MOTOR VEHICLE WITH A HYDROPNEUMATIC SUSPENSION DEVICE - Google Patents

Abstract

A control device (DC) equips a tilting motor vehicle (V) having a train (TV) wheels (RD, RG) both coupled to a hydropneumatic suspension device (DS) and each to a suspension triangle (TS1 ) having a ball joint (RT) rotatably mounted along a first axis on a frame (CH). This device (DC) comprises an electric motor (ME) coupled to the frame (CH) and driving in rotation a second axis parallel to the first axis and to which a first wheel (R1) driving a second wheel (R2) secured to the first wheel is securely fixed. ball (RT), and control means (MC1) operating the electric motor (ME) when the hydropneumatic suspension device (DS) is locked in a state imposing an inclination of the tilting motor vehicle (V), so that it causes a rotation of the suspension triangle (TS1) inducing at least a reduction of the inclination.

Description

The invention relates to tilting motor vehicles comprising a hydropneumatic suspension device, and more precisely the control of the recovery of such vehicles.

The term “tilting motor vehicle” is understood here to mean a land vehicle having at least one driving machine enabling it to move, capable of tilting when cornering and comprising either a train comprising a right wheel and a left wheel, and another train comprising a single wheel, that is to say two trains each comprising a right wheel and a left wheel, Consequently, it can be a car with three or four wheels, or a motorcycle with three wheels constituting a tricycle (as for example a three-wheeled scooter or a “trike”), or of a four-wheeled motorcycle constituting a quadricycle, or of any other four-wheeled vehicle and narrow rear axle endowed with a possibility of sharp inclination in curves.

The right and left wheels of a tilting motor vehicle train can both be coupled to a hydropneumatic suspension device comprising, for example, right and left shock absorbers coupled respectively to the right and left wheels and connected together by a hydraulic circuit controlled by control means.

To prevent the vehicle from falling when tilted and traveling at low speed or when stopped, it has been proposed, in particular in patent document EP 3106375, a hydropneumatic suspension device allowing a blocking of roll (or "roll"). lock ”) which does not block the vertical suspension of the two wheels, and therefore allows the latter to remain independent. This characteristic results from the control, or even total blockage, of the oil circulation between the right and left shock absorbers.

However, it can sometimes happen that the hydropneumatic suspension device, including that presented in the previous paragraph, finds itself blocked in a state which imposes an inclination of the tilting motor vehicle (relative to a vertical direction). In the presence of such an undesirable blockage, the driver cannot straighten the tilting motor vehicle, and therefore it has a high probability of falling with the latter either when it stops or when it restarts. In addition, if the hydropneumatic suspension device suddenly unlocks, the circulation of oil between the right and left shock absorbers is released, and therefore this can cause an imbalance which can lead to an uncontrollable change of trajectory and / or a fall. The invention therefore aims in particular to improve the situation.

To this end, it notably proposes a control device intended to equip a tiltable motor vehicle having a train comprising right and left wheels both coupled to a hydropneumatic suspension device and each to at least one suspension triangle having a ball joint mounted at rotation along a first axis on a chassis.

This control device is characterized by the fact that it comprises: - an electric motor capable of being coupled to the chassis and driving in rotation a second axis parallel to the first axis and to which is fixedly secured a first wheel capable of driving a second wheel fixedly attached to the ball joint, and - control means operating the electric motor in the event of the hydropneumatic suspension device blocking in a state imposing an inclination of the tilting motor vehicle (relative to a vertical direction), so that this motor electric causes a rotation of the suspension triangle with respect to the chassis, via the first and second wheels, inducing at least a reduction in the inclination.

Thus, the invention makes it possible to automatically straighten the tilting motor vehicle when it is tilted with its hydropneumatic suspension device blocked.

The control device according to the invention may include other characteristics which can be taken separately or in combination, and in particular: - its control means can operate the electric motor so that it induces a cancellation of the inclination; - its control means can operate the electric motor when, in addition to a current speed of the tilting motor vehicle is less than a predefined threshold; > the predefined threshold can be between 2 km / h and 10 km / h. For example, it can be equal to 5 km / h; - Its first and second wheels can have the same diameter or different diameters; - its first and second wheels can be pinions which mesh; - The second wheel can be an integral part of the ball joint or can be attached to the ball joint. The invention also provides a tiltable motor vehicle and comprising, on the one hand, at least one train comprising right and left wheels, both coupled to a hydropneumatic suspension device and each to at least one suspension triangle having a ball joint mounted rotating along a first axis on a chassis, and, on the other hand, at least one control device of the type presented above.

Such a vehicle can, for example, also include another train comprising a single wheel, in order to constitute a tricycle (such as for example a three-wheeled scooter or a "trike"). But it could also include two sets of wheels, right and left, in order to constitute a quadricycle.

For example, its hydropneumatic suspension device may include right and left dampers respectively coupled to the right and left wheels and connected together by a hydraulic circuit controlled by control means.

In this case, its hydropneumatic suspension device can, for example, comprise right and left accumulators communicating respectively with the right and left shock absorbers, and, on the one hand, its hydraulic circuit comprises first and second solenoid valves associated respectively with first and second non-return means authorizing fluid circulation (hydraulic) in opposite directions, and, on the other hand, its control means can be arranged: - either to place the first and second solenoid valves in an open state when a inclination of the vehicle with respect to a vertical direction is between zero and a first value, - either to place the first, respectively second, solenoid valve in an open state and the second, respectively first, solenoid valve in a partially open state when the tilt is to the right, respectively the left, and between the first valeu r and a second value, - either again to place the first, respectively second, solenoid valve in an open state and the second, respectively first, solenoid valve in a closed state when the tilt is to the right, respectively to the left, and greater than the second value. Other characteristics and advantages of the invention will appear on examining the detailed description below, and the appended drawings, in which: - Figure 1 illustrates schematically and functionally, in a top view, an example of a vehicle three-wheel tiltable automobile equipped with a hydropneumatic suspension device and a control device according to the invention, - Figure 2 schematically and functionally illustrates, in a vertical and cross-sectional view, the tiltable motor vehicle of the figure 1 with its hydropneumatic suspension device placed in a first general state (suitable for small inclinations), and - FIG. 3 schematically and functionally illustrates, in a perspective view, a small left part of the front axle of a tiltable motor vehicle , equipped with an exemplary embodiment of a control device according to the invention. The object of the invention is in particular to provide a DC control device intended to equip a tilting motor vehicle V having at least one TV train comprising a right wheel RD and a left wheel RG coupled to a hydropneumatic suspension device DS.

In what follows, it is considered, by way of nonlimiting example, that the tilting motor vehicle V is a three-wheel scooter. However, the invention is not limited to this type of tilting motor vehicle. It relates in fact to any type of land vehicle having at least one driving machine enabling it to move, capable of tilting when cornering and comprising either a train comprising a right wheel and a left wheel, and another train comprising a single wheel, that is to say two trains each comprising a right wheel and a left wheel. Consequently, it could be a three- or four-wheeled car, or a three-wheeled motorcycle constituting a tricycle (such as a three-wheeled scooter or a "trike"), or a motorcycle. with four wheels constituting a quadricycle, or of any other vehicle with four wheels and narrow rear axle endowed with a possibility of strong inclination in curve.

Furthermore, it is considered in what follows, by way of nonlimiting example, that the tilting motor vehicle V only comprises a power machine enabling it to move. This driving machine is for example a heat engine. However, a tiltable motor vehicle V can comprise at least one heat engine and / or at least one electric machine.

FIG. 1 schematically shows an example of a tiltable motor vehicle V, here with three wheels RD, RG and R ’. In this nonlimiting example, the vehicle (tilting automobile) V comprises a front axle TV comprising a right wheel RD and a left wheel RG, and a rear axle TR comprising a single wheel R ’. However, in an alternative embodiment, the vehicle V could comprise front and rear axles each comprising a right wheel and a left wheel.

As shown in Figure 2, the right wheels RD and left RG are both coupled to a hydropneumatic suspension device DS and each to at least one suspension triangle TSj having at least one ball joint RT rotatably mounted along a first axis A1 (see FIG. 3) on the chassis CH of vehicle V. Each suspension triangle TSj generally comprises two ball joints RT mounted for rotation on the chassis CH and possibly terminating two arms.

It will be noted that in the exemplary embodiment illustrated without limitation in FIG. 2, the front axle TV includes in each of its right and left sides an upper suspension triangle TS1 (j = 1) and a lower suspension triangle TS2 (j = 2) both coupled to a right wheel RD or left RG and to the chassis CH. But in an alternative embodiment the front axle TV could include in each of its right and left sides a single suspension triangle TSj coupled to a right wheel RD or left RG and to the chassis CH.

In the example illustrated without limitation in FIGS. 1 and 2, the hydropneumatic suspension device DS comprises a right shock absorber AMD, a left shock absorber AMG, a hydraulic circuit controlled by second control means MC2, a right accumulator ACD and an accumulator left ACG. The AMD right shock absorber has a lower end coupled to the RD right wheel. The AMG left shock absorber has a lower end coupled to the left RG wheel. Each lower end is for example the end part of the axis of a piston, called the cylinder rod. These right AMD and left AMG shock absorbers are also connected to each other by the hydraulic circuit. They are for example arranged in the form of jacks each comprising an upper chamber of variable volume communicating with the hydraulic circuit.

In the example illustrated without limitation in FIG. 2, the hydraulic circuit comprises at least a first solenoid valve EV1 associated with a first non-return means MA1 authorizing the circulation of a fluid (such as for example oil) according to a first sense, and a second solenoid valve EV2 associated with a second non-return means MA2 authorizing the circulation of this same fluid in a second direction opposite to the first direction.

Here, the first direction goes from the left shock absorber AMG to the right shock absorber AMD, and therefore the second direction goes from the right shock absorber AMD to the left shock absorber AMG.

The first solenoid valve EV1 is coupled to the first non-return means MA1 via a sub-duct and communicates via another sub-duct with a straight part of a main duct CP which also communicates with the upper chamber of the right damper AMD ( dedicated to oil). The first non-return means MA1 communicates via another sub-duct with a left part of the main duct CP which also communicates with the upper chamber of the left damper AMG (dedicated to oil).

The second solenoid valve EV2 is coupled to the second non-return means MA2 via a sub-conduit and communicates via another sub-conduit with the right part of the main conduit CP. The second non-return means MA2 communicates via another sub-duct with the left part of the main duct CP.

For example, the first EV1 and second EV2 solenoid valves can be placed in at least three states: an (fully) open state in which they allow all of the fluid arriving at their inlet to pass without loss of flow, a (fully) closed state in which they prohibit any passage of the fluid arriving at their inlet, and a partially open state in which they allow part of the fluid arriving at their inlet to pass with a flow restriction and a pressure drop. Preferably, they are of the so-called “proportional” type, and therefore can take a plurality of different partially open states, comprised between the closed state and the open state, as a function of a control voltage defined by the second means. MC2 control. The default state of the first EV1 and second EV2 solenoid valves is, for example, the (fully) open state. But this default state could be the (fully) closed state.

The first EV1 and second EV2 solenoid valves, the first MA1 and second MA2 non-return means, and the various sub-conduits can be housed in a hydraulic unit BH which is coupled to the second control means MC2.

For example, the first MA1 and second MA2 non-return means can be non-return valves.

In the exemplary embodiment illustrated without limitation in FIG. 1, the second control means MC2 are installed in a computer CS of the vehicle V, for example responsible for supervising several organs. But it is not compulsory. Indeed, they could be part of a computer belonging to the hydropneumatic suspension device DS. Furthermore, these second control means MC2 can be produced in the form of software (or computer (or "software")) modules, or else of a combination of electronic circuits (or "hardware") and software modules.

The second control means MC2 are arranged to determine the states in which the solenoid valves (in particular EV1 and EV2) must be placed as a function, at least, of the inclination of the vehicle V relative to the vertical direction. More specifically, they are arranged to define at least three general states of the hydropneumatic suspension device DS.

A first general state, illustrated in FIG. 2, corresponds to a placement of the first EV1 and second EV2 solenoid valves in their open state when the inclination of the vehicle V (relative to the vertical direction) is between zero (0) and a first value v1. This first general condition is suitable for small inclinations which are freely chosen by the driver without controlling the inclination (or roll) by the second control means MC2.

In the event of an obstacle passing over one of the two wheels of the front axle TV, for example the right wheel RD, without tilting the vehicle V, the oil from the right shock absorber AMD is pumped into the right accumulators AMD and left AMG by compressing the gas under high pressure which they each comprise. In the event of the same obstacle passing over the two wheels RD and RG of the front axle TV, without tilting the vehicle V, the oil from the right shock absorber AMD is substantially pumped into the right accumulator AMD by compressing the gas under it includes high pressure, and the oil from the left AMG shock absorber is substantially forced back into the left AMG accumulator by compressing the high pressure gas it comprises. In the case of a slight tilt (or roll grip) to the left, the oil from the left AMG shock absorber is substantially pumped into the upper chamber of the right AMD shock absorber. Oil therefore flows freely through the hydraulic housing BH from the left side to the right side. In the case of a slight tilt (or roll grip) to the right, the oil from the right AMD shock absorber is substantially pumped into the upper chamber of the left AMG shock absorber. Oil therefore flows freely through the hydraulic housing BH from the right side to the left side.

A second general state, not illustrated, corresponds either to a placement of the second solenoid valve EV2 in its open state and of the first solenoid valve EV1 in a partially open state when the inclination of the vehicle V is to the left and between the first value v1 and a second value v2, that is to say a placement of the first solenoid valve EV1 in its open state and of the second solenoid valve EV2 in a partially open state when the inclination of the vehicle V is to the right and between the first v1 and second v2 values. This second general condition is suitable for intermediate inclinations which do not, a priori, run the risk of falling by tilting the driver and therefore which are chosen by this driver under the control of the second control means MC2. The second value v2 is an inclination which is less than the inclination inducing a natural tilting of the vehicle V.

In the event of an intermediate tilt (or roll grip) to the left, the oil from the left shock absorber AMG is only partially pumped into the right shock absorber AMD, and the oil from the right shock absorber AMD is substantially driven back in the left AMG shock absorber, in order to make the increase in inclination more and more difficult and thus make the driver feel that the more he inclines his vehicle V the greater the force to be exerted becomes great. Oil therefore flows freely through the hydraulic housing BH from the right side to the left side, but passes in a controlled manner through the hydraulic housing BH from the left side to the right side. In the event of an intermediate tilt (or roll grip) to the right, the oil from the right AMG shock absorber is only partially discharged into the left shock AMD, and the oil from the left shock AMD is substantially driven back into the AMG right shock absorber, in order to make the increase in inclination more and more difficult and thus make the driver feel that the more he inclines his vehicle V the greater the force to be exerted becomes great. Oil therefore flows freely through the hydraulic housing BH from the left side to the right side, but passes in a controlled manner through the hydraulic housing BH from the right side to the left side.

This second general condition offers dynamic prevention of falls while driving. In addition, it provides independent suspension of the two wheels RD and RG, in the absence of unfortunate blocking of the hydropneumatic suspension device DS.

A third general state, not illustrated, corresponds either to a placement of the second solenoid valve EV2 in its open state and of the first solenoid valve EV1 in its closed state when the inclination of the vehicle V is to the left and greater than the second value v2 , or to a placement of the first solenoid valve EV1 in its open state and of the second solenoid valve EV2 in its closed state when the inclination of the vehicle V is to the right and greater than the second value v2. This third general condition is suitable for large inclinations which pose a significant risk of falling by tilting the driver and therefore which are prevented by the second control means MC2. In fact, the total closure of the EV1 or EV2 solenoid valve (associated with the side where the vehicle V leans) makes it possible to block the damper located on the side where the vehicle V leans, and therefore to transform it into a kind of mechanical stop.

In the event of a strong tilt (or roll grip) to the left, oil from the left shock absorber AMG is prohibited from being discharged to the right shock absorber AMD, in order to prevent any increase in tilt, and at the same time the oil from the right shock absorber AMD has the possibility of being pumped back to the left shock absorber AMG under the action of the driver who, by his will, has the possibility of straightening the vehicle itself. Oil therefore flows freely through the hydraulic housing BH only from the right side to the left side. In the event of a strong tilt (or roll grip) to the right, oil from the right shock absorber AMD is prohibited from being discharged to the left shock absorber AMG, in order to prevent any increase in tilt, and at the same time the oil from the left shock absorber AMG can be pumped back to the right shock absorber AMD under the action of the driver who, by his own will, has the possibility of straightening the vehicle itself. Oil therefore flows freely through the BH hydraulic unit only from the left side to the right side. The two roll blocking functions in one direction and possible straightening by the driver in the other direction are made possible by the two non-return valves MA1 and MA2 of the hydraulic circuit.

It will be noted that the presence of the first MA1 and second MA2 non-return means not only makes it possible to avoid the tilting of the vehicle V when the inclination becomes greater than the second value v2 and therefore that the first EV1 or second EV2 solenoid valve associated with the side tilted is in its closed state, but also to facilitate the recovery of vehicle V by the driver.

The first v1 and second v2 values are chosen or predefined as a function of the intrinsic characteristics of the vehicle V, and in particular as a function of its weight, and / or of its architecture (and in particular the width of the front and rear trains (or tracks), and the height of the center of gravity), and / or of revolution of its road holding as a function of the inclination.

A DC control device, according to the invention, is intended to drive in rotation, a suspension triangle TSj when the hydropneumatic suspension device DS is unfortunately blocked in a state which imposes an inclination of the vehicle V.

In the exemplary embodiment illustrated without limitation in FIGS. 1 to 3, only one of the suspension triangles TSj of the vehicle V is associated with a DC control device. This is the upper suspension triangle TS1 which is part of the left side of the TV front axle. But it could be a lower suspension triangle. Furthermore, several suspension triangles TSj of vehicle V, and possibly all, could be associated respectively with DC control devices. This requires that the various DC control devices operate in a concerted manner (and therefore in a non-adversarial manner).

As illustrated in FIGS. 2 and 3, a DC control device according to the invention comprises at least one electric motor ME, a first wheel R1, and first control means MC1.

The electric motor ME is suitable for being coupled to the chassis CH, for example by means of at least one fixing lug and screws. This electric motor ME is capable of driving in rotation a second axis A2 which is parallel to the first axis A1 and to which the first wheel R1 is fixedly secured. The latter (R1) is capable of rotating a second wheel R2 which is fixedly secured to a ball joint RT of a suspension triangle TSj (here TS1), mounted for rotation along the first axis A1 on the chassis CH.

Note that this second wheel R2 can be part of the DC control device, although this is not compulsory. It can indeed be attached to the RT ball joint, for example by screwing or welding, or else be an integral part of the RT ball joint (for example due to the molding and / or machining of the latter (RT)).

It will also be noted that the first R1 and second R2 wheels are preferably pinions which mesh. But these first R1 and second R2 wheels could also be discs provided with a coating hanging on their peripheral edge. This coating can be, for example, a rubber (possibly synthetic), or a silicone.

The first control means MC1 are specific, in the event of blocking of the hydropneumatic suspension device DS in a state which imposes an inclination of the vehicle V, to operate the electric motor ME so that it causes a rotation of the suspension triangle TS1 relative to the CH chassis, via the first R1 and second R2 wheels, inducing at least a forced reduction of the inclination.

In other words, when the vehicle V is tilted because of the blocking of the hydropneumatic suspension device DS, the first control means MC1 operate the electric motor ME so that it rotates the first wheel R1. This driving in rotation of the first wheel R1 causes the driving in rotation of the second wheel R2, and therefore the driving in rotation of the ball joint RT of the suspension triangle TS1 relative to the chassis CH, which constrains the vehicle V to straighten, at least partially. The rotational drive angle of the ball joint RT is chosen by the first control means MC1 as a function of the angle of inclination in which the vehicle V is blocked. The first control means MC1 are informed of the value of this angle of inclination by an on-board sensor or by the supervision computer CS.

The first control means MC1 can, for example, be informed of the blocking of the hydropneumatic suspension device DS by the second control means MC2 or by the supervision computer CS.

Preferably, the control means MC1 are suitable for operating the electric motor ME so that it induces a cancellation of the inclination of the vehicle V. But it can also be envisaged that the reduction in the inclination imposed on the vehicle V depends of the current speed of the latter (V). In this case, the higher the current speed, the smaller the incline reduction.

It will be noted that the control means MC1 may be suitable for operating the electric motor ME only when the current speed of the vehicle V is less than a predefined threshold.

In this case, the predefined threshold can, for example, be between 2 km / h and 10 km / h. For example, it can be equal to 5 km / h

It will also be noted, as illustrated without limitation in FIGS. 2 and 3, that the first R1 and second R2 wheels can have different diameters, so as to introduce a predefined reduction ratio. Here, the diameter of the first wheel R1 is notably smaller than the diameter of the second wheel R2, so that a small rotation of the first wheel R1 induces a strong rotation of the suspension triangle TS1 relative to the chassis CH, and therefore a significant and rapid recovery of vehicle V.

But in an alternative embodiment, the first R1 and second R2 wheels could have the same diameter (no reduction).

In the exemplary embodiment illustrated without limitation in FIG. 1, the first control means MC1 are installed in the computer CS of the vehicle V. But this is not compulsory. Indeed, they could be part of a computer belonging to the DC control device, and only dedicated to controlling the rectification of vehicle V in the event of the hydropneumatic suspension device DS blocking. Furthermore, these first control means MC1 can be produced in the form of software modules (or computer modules (or “software”)), or else a combination of electronic circuits (or “hardware”) and software modules. The invention has several advantages, including: - the guarantee of the recovery of the vehicle in the event of an accidental blockage of its hydropneumatic suspension device, - an improvement in safety and driving pleasure.

Claims (10)

1. Control device (DC) for a tiltable motor vehicle (V) having a train (TV) comprising right (RD) and left (RG) wheels both coupled to a hydropneumatic suspension device (DS) and each to at least one suspension triangle (TSj) having a ball joint (RT) rotatably mounted along a first axis (A1) on a chassis (CH), characterized in that it comprises i) an electric motor (ME) suitable for being coupled to said chassis (CH) and driving in rotation a second axis (A2) parallel to said first axis (A1) and to which is fixedly secured a first wheel (R1) suitable for rotating a second wheel (R2) fixedly secured to said ball joint (RT), and ii) control means (MC1) operating said electric motor (ME) in the event of said hydropneumatic suspension device (DS) blocking in a state imposing an inclination of said tiltable motor vehicle (V), so that said electric motor (ME) causes said suspension triangle (TSj) to rotate relative to said chassis (CH), via said first (R1) and second (R2) wheels, inducing at least a reduction in said inclination. 2. Device according to claim 1, characterized in that said control means (MC1) operate said electric motor (ME) so that it induces a cancellation of said inclination. 3. Device according to claim 1 or 2, characterized in that said control means (MC1) operate said electric motor (ME) when in addition to a current speed of said tiltable motor vehicle (V) is less than a predefined threshold . 4. Device according to claim 3, characterized in that said predefined threshold is between 2 km / h and 10 km / h. 5. Device according to one of claims 1 to 4, characterized in that said first (R1) and second (R2) wheels have the same diameter. 6. Device according to one of claims 1 to 4, characterized in that said first (R1) and second (R2) wheels have different diameters. 7. Device according to one of claims 1 to 6, characterized in that said first (R1) and second (R2) wheels are pinions which mesh. 8. Tilting motor vehicle (V) having a train (TV) comprising right (RD) and left (RG) wheels both coupled to a hydropneumatic suspension device (DS) and each to at least one suspension triangle (TSj ) having a ball joint (RT) rotatably mounted along a first axis (A1) on a chassis (CH), characterized in that it further comprises at least one control device (DC) according to one of the preceding claims. 9. Vehicle according to claim 8, characterized in that it comprises another train (TR) comprising a single wheel (R ’). 10. Vehicle according to claim 8 or 9, characterized in that said hydropneumatic suspension device (DS) comprises right (AMD) and left (AMG) shock absorbers coupled respectively to said right (RD) and left (RG) wheels and connected between them by a hydraulic circuit controlled by control means (MC2).