FR3119828A1 - SADDLE-TYPE VEHICLE, KIT FOR THE SADDLE-TYPE VEHICLE, AND METHOD OF UPDATING THE SADDLE-TYPE VEHICLE - Google Patents

Abstract

A saddle type vehicle (1) includes: a frame (2); a wheel (5, 6); suspension means (7, 8) for elastically connecting the frame (2) to the wheel (5, 6); the suspension means (7, 8) comprising at least one connecting element (12) interposed between the wheel (5, 6) and the frame (2); the length of the connecting member (12) being related to the position of a center of mass (G) of the saddle-type vehicle (1); the link element (12) being a variable length link element (12) and the saddle-type vehicle (1) comprising control means (30, 31) operative during normal operation to adjust the length of said element (12) and, therefore, the position of the center of mass (G) of said saddle type vehicle (1) based on the operating condition of said saddle type vehicle (1). Figure for abstract: Figure 7

Description

SADDLE-TYPE VEHICLE, KIT FOR THE SADDLE-TYPE VEHICLE, AND METHOD OF UPDATING THE SADDLE-TYPE VEHICLE

The present invention relates to a saddle type vehicle, a kit for the saddle type vehicle and a method for updating the saddle type vehicle.

TECHNOLOGICAL BACKGROUND

Saddle-type vehicles are known having a frame, a front wheel and a rear wheel which are operatively connected to the body.

Saddle-type vehicles are also known, comprising one rear wheel and two front wheels, or one front wheel and two rear wheels, or two front wheels and two rear wheels.

In addition, saddle-type vehicles having two front or rear wheels are also known, which are mounted in such a way as to be inclined with respect to the body.

Saddle-type vehicles can be configured in various ways, for example as motorcycles, scooters or mopeds.

Motorcycles basically comprise, in a known manner:

- a frame with a front part and a rear part, in a direction of normal progression of the motorcycle;

- a front wheel and a rear wheel;

- a front suspension, which is provided to suspend the frame elastically relative to the front wheel; and

- a rear suspension, which is provided to suspend the frame elastically relative to the rear wheel.

The rear suspension commonly referred to as the "mono-shock cantilever system" is used in racing motorcycles.

In more detail, this rear suspension solution includes, in turn, for each side of the rear wheel:

- a swing arm attached to the rear wheel;

- a spring-damper assembly articulated on the frame;

- a linkage articulated to the frame, to the spring-shock absorber assembly and to a fixed-length rod articulated, in turn, to the swingarm.

Whatever the embodiment of the front and rear suspensions, the frame is subjected to its weight and to the elastic forces exerted by the front and rear suspensions.

The motorcycle's center of mass is normally arranged on the frame and its horizontal and vertical positions also depend on the overall horizontal and vertical forces exerted by the front and rear suspension on the frame.

The position of the center of mass strongly determines the dynamic behavior of the motorcycle, especially when accelerating and decelerating.

In particular, the position of the center of mass determines the dynamic behavior of the motorcycle under different operating conditions.

In fact, on the one hand, a more rearward and lower position of the center of mass reduces the tendency to wheelie under rapid acceleration and the tendency to sunbathe under hard braking on the front wheel.

Thus, with particular reference to racing motorcycles, the position of the center of mass constrains the maximum speed of acceleration and the maximum value of speed before hard braking for a given braking length.

In this respect, racing motorcycles are normally fitted with anti-squat and anti-sun devices which limit the maximum acceleration and the maximum braking force, and therefore the racing performance of the motorcycle, when the motorcycle begins to nose up or to make a sun.

On the other hand, a more forward and higher position of the center of mass is preferable in other driving conditions, for example when entering a curve.

In order to optimize the maximum acceleration speed and the minimum braking length, it was proposed to adjust the height of the rear part of the frame from the ground.

However, this adjustment is made with the motorcycle resting on the ground and before operating it.

In this way, the adjustment inevitably penalizes the behavior of the motorcycle in driving conditions other than sudden acceleration or braking.

There is a need in the industry to increase the maximum speed of no-squat acceleration and to reduce the minimum braking length of the motorcycle, without penalizing the behavior of the motorcycle under other riding conditions.

DESCRIPTION OF THE INVENTION

It is an object of the present invention to provide a saddle-type vehicle, making it possible to satisfy at least one of the needs mentioned above in a simple and economical manner.

This object is achieved by a saddle-type vehicle comprising: a frame, at least one wheel; suspension means for connecting said frame to said at least one wheel in an elastic manner; said suspension means comprising at least one connecting element interposed between said at least one wheel and said frame; the length of said connecting element being associated with the position of a center of mass of said saddle type vehicle. Said link element is a variable length link element and said saddle-type vehicle comprises control means operative, during normal operation of said saddle-type vehicle, for adjusting the length of said link element and, consequently, the position of said center of mass of said saddle type vehicle based on the operating condition of said saddle type vehicle. According to one embodiment, said control means can be actuated to arrange said center of mass at least in a first position and in a second position; said center of mass being arranged higher and further forward in said first position than in said second position, with reference to a normal forward position of said saddle type vehicle.

According to one embodiment, said control means can be actuated to continuously adjust the position of said center of mass in a plurality of consecutive additional positions interposed between said first position and said second position.

According to one embodiment, said control means can, in use, be set in a rest position in which said center of mass is arranged in said first position and can be moved into an operating position in which said center of mass is arranged in said second position, said vehicle further comprising return means for causing said control means to return from said operating position to said rest position.

According to one embodiment, the saddle-type vehicle may further comprise a handlebar, and said control means comprise a lever mounted on said handlebar.

According to one embodiment, said wheel may be a rear wheel, said frame may comprise a rear part, and said suspension means may comprise a rear suspension for elastically suspending said rear part of said frame to said rear wheel, the rear suspension including, in turn:

- a swing arm integral with said rear wheel;

- a shock absorber; and

- A linkage articulated on said rear part of said frame and on said shock absorber;

said connecting element comprising:

- A first housing articulated on one of said linkage and of said oscillating arm; and

- a first piston movable inside said first housing as a result of the activation of said control means and articulated on the other of said connection and of said oscillating arm.

According to one embodiment, said first housing and said first piston may define first and second chambers fluidly isolated from each other within said first housing, and said saddle-type vehicle may further understand :

- a second dwelling;

- a second movable piston inside said second housing, operatively connected to said control means and defining a compartment for a first volume of a first fluid;

- a first fluidic line fluidically connected to said second housing and to said first chamber;

- a second fluidic line fluidically connected to said second chamber;

- a source for housing a second volume of said first fluid or of a second fluid other than said first fluid; and

- a valve, which is arranged along said second fluidic line and can be arranged in an open configuration in which it fluidically connects said source and said second chamber or in a closed configuration in which it fluidically isolates said source from said second chamber.

In this embodiment, said control means are operatively connected to said second piston such that the volume of said compartment has a first value when said lever is in said first rest position and a second value, less than said first value , when said control means is in said operating position, and said control means is operatively connected to said valve such that said valve is in the closed configuration when said control means is in said rest position, and said valve is in said open configuration when said control means is in said operating position.

According to one embodiment, the saddle-type vehicle may comprise elastic means interposed between said second housing and said lever, said elastic means prestressing said lever towards said first position.

According to one embodiment, the control means may comprise a lever rotatable angularly between said first position and said second position, and the saddle-type vehicle may further comprise a second rod interposed between said second piston and said lever and pivotally connected to said second piston, said second piston being slidable along a first axis and said second rod being first rotatable about a second axis transverse to said first axis and then slidable along said first axis, as a result of rotation of said lever from said rest position to said operating position.

According to one embodiment, the elastic means may comprise a first elastic element interposed between said second piston and said second housing, and a second elastic element interposed between said rod and said second housing.

According to one embodiment, said first fluid can, in use, be at a first pressure value in said first fluidic line when said control means are in said rest position, and can, in use, be at a second value of pressure greater than said first pressure value when said control means are, in use, set in said operating position, said source housing, in use, a volume of said second fluid at a third pressure value, which is greater than said first pressure value and lower than said second pressure value.

According to one embodiment, the saddle-type vehicle may comprise a first reservoir filled, in use, with a third fluid at said third pressure value and immiscible with said second fluid, said first reservoir being in fluid communication with said source so as to ensure that the second fluid is, in use, at said third pressure value within said second fluidic line.

According to one embodiment, the saddle-type vehicle may further comprise a second reservoir fluidically isolated from said first fluidic line and fluidly connected to said compartment and to said first chamber, said second reservoir being mounted on said handlebar and fillable, in use, with said first fluid. The present invention also relates to a kit for updating a saddle-type vehicle, comprising:

- Movable control means between a first and a second position; and

- a connecting element comprising, in turn, a first housing and a first piston movable inside said first housing; said first piston and said first housing defining first and second chambers fluidically isolated from each other within said first housing;

- a second housing defining a compartment for a first volume of a first fluid;

- a second piston movable inside said second housing and operatively connected to said control means;

- a first fluidic line fluidically connected to said second housing and to said first chamber;

- a second fluidic line fluidically connected to said second chamber;

- a source for housing a second volume of a second fluid identical to or different from said first fluid; and

- a valve, which is arranged along said second fluidic line and can be arranged in an open configuration in which it fluidically connects said source and said second chamber along said second fluidic line or in a closed configuration in which it fluidically isolates said source from said second chamber.

Said control means are operatively connected to said second piston such that the volume of said compartment has a first value when said control means are in said first position and a second value, less than said first value, when said control means are in said second position.

Said control means is operatively connected to said valve such that said valve is in the closed configuration when said control means is in said first position, and said valve is in said open configuration when said control means is in said second position.

According to one embodiment, the kit may further comprise elastic means interposed between said second housing and a control lever of said control means, said elastic means pre-loading said control lever towards said first position,

According to one embodiment, said control lever can be rotated angularly between said first position and said second position around a first axis, and the kit can further comprise a second rod interposed between said second piston and said controlled and pivotally connected to said second piston, said second piston being slidable along a second axis, and said second rod being first rotatable about a third axis transverse to said second axis, as a result of the rotation of said control lever from said first position to said second position.

According to one embodiment, the elastic means may comprise a first elastic element interposed between said second piston and said second housing, and a second elastic element interposed between said rod and said second housing.

According to one embodiment, said first fluid can, in use, be at a first pressure value in said first fluidic line when said control means are in said rest position, and can, in use, be at a second value of pressure greater than said first pressure value when said control means are, in use, set in said operating position, said source housing, in use, a volume of said second fluid at a third pressure value, which is greater than said first pressure value and lower than said second pressure value.

According to one embodiment, the kit may comprise a first reservoir filled, in use, with a third fluid at said third pressure value and immiscible with said second fluid, said first reservoir being in fluid communication with said source so as to ensuring that the second fluid is, in use, at said third pressure value within said second fluidic line.

According to one embodiment, the kit may further comprise a second reservoir fluidically isolated from said first fluidic line between said compartment and said first chamber, said second reservoir being mountable on said handlebar and being refillable, in use, with said first fluid.

The present invention finally relates to a method for updating a saddle-type vehicle comprising, in turn: a frame; at least one wheel; suspension means for elastically connecting said frame to said at least one wheel; said suspension means comprising at least one connecting element interposed between said at least one wheel and said frame; the length of said connecting element being associated with the position of a center of mass of said saddle type vehicle.

The method includes the steps of:

i) arranging a first piston in a movable manner inside a first housing of said connecting element;

ii) connecting a first chamber of said connecting element to a second housing inside which a second piston is slidably mounted; said second housing and said second piston defining a compartment for a first volume of fluid via a first fluidic line;

iii) connecting a second chamber of said connecting element to a second fluidic line; said first and second chambers being fluidly isolated from each other within said first housing and defined by said first piston and said first housing;

iv) interposing a valve along said second fluidic line between said second chamber and a source housing a volume of a second fluid identical to or different from said first fluid; said valve being able to be moved between:

- an open position, in which it fluidically connects said source and the second chamber along said second fluidic line; and

- a closed position, in which it fluidly isolates said source from said second chamber;

v) operatively connecting a control lever to said second piston and to said valve,

said lever being operatively connected to said valve such that said valve is in the closed configuration when said lever is in a first position, and said valve is in said open configuration when said lever is in a second position, and

said lever being operatively connected to said second piston such that the volume of said compartment has a first value when said lever is in said first position and a second value, less than said first value, when said lever is in said second position.

According to one embodiment, the method may further comprise the steps of:

vi) filling a first reservoir with a third fluid at a given pressure value and immiscible with said second fluid;

vii) fluidically connecting said first reservoir and said second fluidic line, so as to ensure that the second fluid is, in use, at said given pressure value inside said second fluidic line.

According to one embodiment, the method may further comprise the steps of:

viii) fluidically interposing a second reservoir along said first fluidic line between said compartment and said first chamber; and

ix) mounting said tank on a handlebar of said saddle-type vehicle.

A preferred non-limiting embodiment of the present invention will be described by way of example with reference to the accompanying drawings, in which:

- the is a side view of a saddle-type vehicle, particularly a racing motorcycle, according to the present invention;

- the is a side view of the motorcycle from the , with parts removed for clarity;

- the is a side view of the motorcycle from the , in a first operating configuration;

- the is a side view of the motorcycle from the , in a second operating configuration;

- the is an enlarged sectional view taken along line VV of the in the first operating configuration;

- the is an enlarged sectional view taken along line VI-VI of the ;

- the shows first components of the motorcycle of Figures 1-6 in enlarged view and with parts removed for clarity;

- the is a sectional view taken along line VIII-VIII of the ;

- the is a sectional view taken along line IX-IX of the ;

- the is an enlarged partially schematic view of a hydraulic circuit of the motorcycle of the in the first operating condition, on a larger scale and with parts removed for clarity;

- the schematically represents the hydraulic circuit of the with second components of the motorcycle of the in the first operating condition;

- the is an enlarged view of the second components of the hydraulic circuit of Figures 10 and 11, with parts removed for clarity;

- the is a partially schematic enlarged view of the hydraulic circuit of the motorcycle of the in the second operating condition, on a larger scale and with parts removed for clarity;

- the schematically represents the hydraulic circuit of the with second components of the motorcycle of the in the second operating condition;

- the is an enlarged view of the second components of the hydraulic circuit of Figures 13 and 14, with parts removed for clarity;

- the shows third components of the motorcycle of the on a larger scale and with parts removed for clarity; and

- the shows the motorcycle of Figures 1 to 4 in both the first and second operating condition superimposed on each other.

Referring to Figures 1 to 4, reference numeral 1 indicates a saddle type vehicle.

In the embodiment shown, the saddle-type vehicle is a motorcycle, which is denoted hereinafter by numeral 1. Alternatively, the saddle-type vehicle is a scooter.

In the rest of this description, expressions such as "forward", "rear", "upper" and "lower" are used in reference to a normal direction of progression and a normal operating position of the the motorcycle 1 shown in Figures 1 to 4 attached.

Motorcycle 1 mainly includes:

- A frame 2 with a front part 3 and a rear part 4;

- a front wheel 5 and a rear wheel 6;

- A front suspension 7 for suspending the front part 3 of the frame 2 relative to the front wheel 5; and

- a rear suspension 8 for suspending the rear part 4 of the frame 2 with respect to the rear wheel 6.

The front part 3 defines a handlebar 20.

In more detail, the rear suspension 8 is of the type commonly known as the “mono-shock cantilever system”.

The rear suspension 8 comprises, in turn, for each side of the rear wheel 6:

- a swing arm 9 fixed to the rear wheel 6;

- A spring-damper assembly 10 interposed between the rear part 4 and the relative oscillating arm 9;

- A linkage 11 articulated on the rear part 4 and on the spring-damper unit 10; and

- a connection 12 articulated on the linkage 11 and on the swing arm 9.

In more detail, the spring-damper assembly 10 comprises an elastic element 15 and a damping element (not shown).

In addition, the spring-damper assembly 10 includes:

- A first end 16 articulated on the rear part 4 around an axis A; and

- a second end 17, opposite the end 16, articulated on the linkage 11 around an axis B.

With reference to the , each linkage 11 has the shape of a triangular plate and is articulated on the rear part 4 around an axis C and on the link 12 around an axis D.

The link 12 has a first end 13 articulated on the linkage 11 around the axis D and a second end 14, opposite the end 13, articulated on the oscillating arm 9 around the axis E.

Link 12 extends along an axis H.

The axes A, B, C, D and E are parallel to each other and orthogonal to the plane of linkage 11 and to the axis H.

In the embodiment shown, the axes B, C, D are arranged at respective vertices of the linkage 11.

In addition, the C, D axes are arranged further forward than the A, B, E axes.

The A axis is arranged at a higher height than the C, D, B, E axes.

Motorcycle 1 has a center of mass G.

As can be seen from the foregoing of this description, the motorcycle 1 can be tuned selectively:

- In a first configuration (Figures 2 and 3), in which the center of mass G is set in a first position; Where

- in a second configuration ( ), in which the center of mass G is set in a second position.

As shown on the , the center of mass G is arranged in the first position further forward and above than the center of mass G in the second position.

In particular, in the first position, the center of mass G is arranged at a height Y1 above ground level and at a horizontal distance X1 from a point of the motorcycle 1 fixed with respect to the ground, for example the axis of rotation of the wheel 5. Differently, in the second position, the center of mass G is arranged at a height Y2 above ground level and at a distance X2 from the fixed point of the motorcycle 1.

Advantageously, the link 12 is a rod of variable length and the saddle-type vehicle 1 comprises control means 30 which can be actuated by the pilot during normal operation of the motorcycle 1 to adjust the length of the link 12, and by therefore the position of the center of mass G based on the operating condition of the motorcycle 1.

In more detail, the control means 30 normally maintains the motorcycle 1 in the first configuration and is actuated by the rider to set the motorcycle 1 in the second configuration, when rapid acceleration or sudden braking is required.

The control means 30 are operational to arrange the center of mass G:

- in a first position ( ) reached when the motorcycle 1 is driven under normal conditions; Where

- in a second position ( ) achieved when high rates of acceleration or a short braking length are required for motorcycle 1.

Control means 30 can also be actuated to arrange the center of mass G in a plurality of consecutive additional intermediate positions (not shown) interposed between said first position and said second position.

The center of mass G is progressively lowered and further arranged rearward, in each of the intermediate positions, passing from the first to the second position.

In the embodiment shown, the control means 30 comprise a lever 31 mounted on the handlebar 20 and operatively connected to the link 12.

In particular, the lever 31 is movable between the first rest position and a second operating position.

In the embodiment shown, the lever 31 can rotate between the first rest position and the second operating position around an axis F orthogonal to the axis H.

Link 12 has a first minimum length in the respective first position (Figures 10 and 11) and a second maximum length greater than the first length in the second position (Figures 13 and 14).

In particular, the passage of the link 12 from the first position to the second position (or vice versa) causes the passage of the motorcycle 1 from the first configuration to the second configuration (or vice versa).

More precisely still, the extension (contraction) of the link 12 parallel to the axis H causes the rotation of the oscillating arm 9 and of the rear part 4 by means of the linkage 11, thus determining the displacement of the center of mass G from the first (second) position to the second (first) position.

Link 12 includes (Figures 5, 6, 10 and 13):

- A housing 33 articulated on the linkage 11 around the axis D; and

- a piston 34, which is articulated on the oscillating arm 9 around the axis E and is slidably mounted parallel to the axis H orthogonal to the axes D, E inside the housing 33.

In more detail, the piston 34 can slide inside the housing 33 between:

- A first position closer to the end 16 shown in Figures 5, 10 and 11; and

- a second position closer to the end 17 shown in Figures 6, 12 and 15.

When the piston 34 is set in the first (second) position, the linkage 12 is set in the first (second) position, the center of mass G is set in the first (second) position, and the motorcycle 1 is set in the first (second) setup.

Even more precisely, the sliding movement of the piston 34 parallel to the axis H from the respective first position to the respective second position is determined by the movement of the control means 30 from the respective first position to the respective second position.

In more detail, housing 33 and piston 34 define a chamber 35 and chamber 36 fluidly isolated from each other within housing 33.

In the embodiment shown, the chamber 35 is arranged on the side of the linkage 11 and the chamber 36 is arranged on the side of the swing arm 9.

The motorcycle 1 further comprises (Figures 10 to 15) a hydraulic circuit 40 to move the piston 34 relative to the housing 33, as a result of the position reached by the lever 31.

In detail, the hydraulic circuit 40 comprises:

- a compartment 42 for a first volume of a first fluid, oil in the embodiment shown, which can be pressurized as a result of the movement of the lever 31 from the first rest position to the second operating position;

- a first fluidic line 43, which fluidically connects the chamber 35 and the compartment 42;

- A compensator 44 defining a compartment 45 for a second fluid, nitrogen in the embodiment shown, at a given pressure value and a compartment 46 for a third fluid, oil in the embodiment shown; and

- a second fluidic line 47, which fluidically connects the chamber 36 to the compensator 44.

Preferably, the second fluid is immiscible with the first fluid.

In addition, the hydraulic circuit 40 includes a valve 48, which is arranged along the second fluidic line 47 between the compensator 44 and the chamber 36 and is operatively connected to the lever 31.

Valve 48 can be set in:

- an open position (Figures 13 to 15), in which it fluidically connects the compartment 46 and the chamber 36; Where

- a closed position (Figures 10 to 12), in which it fluidically isolates the compartment 46 and the chamber 36 from each other.

Lever 31 is operatively connected to valve 48 such that when lever 31 is in the first rest position (Figures 10 and 11), valve 48 is in the closed position.

Furthermore, when the lever 31 is in the second operating position (FIGS. 13 and 14), the valve 48 is in the open position.

In particular, when the lever 31 is in the first rest position (Figures 10 to 12):

- the third fluid in the fluidic line 47 and, consequently, in the chamber 36 is regulated at a first pressure value; and

- the first fluid in the fluidic line 43 and, consequently, in the chamber 35 is regulated at a second pressure value, lower than the first pressure value.

The first pressure value in the chamber 36 being greater than the second pressure value in the chamber 35, the piston 34 moves towards the first position, thus maintaining the center of mass G in the first position and the motorcycle 1 in the first setup.

The first pressure in the fluidic line 47 and, therefore, in the chamber 36 is equal to the pressure of the third fluid inside the compensator 44 and the compartment 45.

Furthermore, when the lever 31 is in the second operating position (FIGS. 13 to 15), the action of the lever 31 increases the pressure inside the fluidic line 43 from the second pressure value up to a third pressure value greater than the first pressure value.

The third pressure value in the chamber 35 being greater than the first pressure value in the chamber 36, the piston 34 moves towards the second position, thus maintaining the center of mass G in the second position and the motorcycle 1 in the second setup.

The hydraulic circuit 40 further comprises:

- a housing 50;

- a piston 51 movable inside the housing 50, delimiting the compartment 42 together with the housing 50, and operatively connected to the lever 31; and

- a tank 52 in fluid connection with the compartment 42 by means of a perforated bolt 53 protruding laterally from the housing 50 and in fluid connection with the compartment 42 by means of a conduit 100.

In more detail, the piston 51 can slide inside the housing 50 parallel to an axis I orthogonal to the axes F, H between:

- A first position (Figures 10 and 12), in which the compartment 42 has a maximum volume value; and

- A second position (Figures 13 and 15), in which the compartment 42 has a volume of minimum value.

The piston 51 is set in the first position, when the lever 31 is in the first rest position.

The piston 51 is set in the second position, when the lever 31 is in the second operating position.

The movement of the piston 51 from the first position to the second position as a result of the actuation of the lever 31 determines the movement of the first fluid towards the chamber 35 and causes the increases in the pressure of the first fluid inside the fluid line. 43 from the second pressure value to the third pressure value.

In particular, reservoir 52 is outside fluidic line 43 and is fluidically connected to fluidic line 43 by means of conduit 100, perforated bolt 53 and compartment 42.

In the embodiment shown, the reservoir 52 is arranged on the handlebar 20.

The hydraulic circuit 40 further comprises a rod 60 extending around an axis J orthogonal to the axis F, articulated on the lever 31 around an axis K offset from the axis F and articulated with respect to the piston 51 .

In more detail, the rod 60 comprises, in turn:

- An axial end 61 articulated on the lever 31 around the axis K; and

- an axial end 62, opposite to end 61, which is housed with clearance inside an open groove 63 defined by piston 51 on the opposite axial side of compartment 42.

The end 61 has a round shape while the groove 63 comprises a curved section 64, semi-spherical in the embodiment shown, and a cylindrical open section 65.

When the lever 31 is in the first rest position, the axes I, J are inclined relative to each other, and the end 62 is housed inside the section 65 at a certain distance from the section 64 ( ).

When the lever 31 is in the second operating position, the axes I, J coincide and the end 62 is housed inside the section 64 ( ).

The movement of the lever 31 from the first rest position to the second operating position causes the rotation of the end 61 around its own axis K and the subsequent sliding movement of the end 61 inside the groove 63 parallel to the I, J axes.

The K axis is in the embodiment shown parallel to the F axis and orthogonal to the I, J axis.

The hydraulic circuit 40 further comprises:

- A spring 71 interposed between the piston 51 and the housing 50; and

- a spring 72 interposed between the housing 50 and the rod 60.

The springs 71, 72 are compressed progressively, when the lever 31 passes from the first position of rest to the second position of operation.

The springs 71, 72 preload the lever 31 elastically towards the first rest position.

In the embodiment shown, the springs 71, 72 are coil springs.

Valve 48 is, in the embodiment shown, a ball valve.

In summary, valve 48 includes (Figures 12 and 15):

a body 75 through which the fluidic line 47 passes;

a rod 76 operatively connected to lever 31; and

- a ball 77 secured angularly to the rod 76, which can rotate inside the body 75, and comprising a hole 78.

When valve 48 is in the open position, ball 77 is oriented such that hole 78 is aligned and, therefore, in fluid connection with fluid line 47.

Furthermore, when valve 48 is in the closed position, ball 77 is arranged such that hole 78 is fluidically isolated from fluidic line 47.

The lever 31 comprises an arm 73 and an arm 74 arranged on respective opposite sides with respect to the axis F.

In more detail, arm 75 defines a handle for the driver and the K-axis.

The lever 31 and the hydraulic circuit 40 form a kit 80 for updating a motorcycle 1 with a fixed length lever.

The operation of the motorcycle 1 is described in the remainder of this description as a normal driving condition of the motorcycle 1.

In this condition, the lever 31 is in the first rest position (FIGS. 10 and 12) and is therefore not actuated by the pilot.

In this condition, the center of mass G is set in the first position and the motorcycle 1 is set in the first configuration ( ).

Referring to Figures 10-12, piston 34 is in the first relative position and link 12 has the minimum length.

Valve 48 is set to the closed position, in which it fluidically isolates compensator 44 and compartments 45, 46 from chamber 36 ( ).

Because the lever 31 is in the first rest position, the axes J, K of the respective rod 60 and of the piston 51 are inclined relative to each other. Furthermore, the end 62 of the rod 60 is housed inside the section 65 at a certain distance from the section 64 of the piston 51.

Furthermore, the springs 71, 72 are extended.

Thus, the first volume of oil housed in compartment 42 has the maximum value.

The first oil pressure value inside the fluidic line 47 is equal to the nitrogen pressure value inside the compensator 44 and is greater than the first oil pressure value at inside the fluidic line 43.

Consequently, the oil inside the chamber 36 is at the first pressure value higher than the second pressure value of the oil inside the chamber 35. The piston 34 is therefore set in the first position.

When the pilot needs the center of mass G to be set further back and lower – for example because it is necessary to reduce the risk of nose-up when accelerating or in the sun when braking hard, it shifts the lever 31 in the second operating position (Figures 13 to 15).

As a result, valve 48 is set in the open position (Figures 13-15), in which it fluidically connects compensator 44 and compartments 45, 46 from chamber 36.

Simultaneously, the movement of the lever 31 from the first rest position to the second operating position causes the rotation of the rod 60 around its own axis K until the axes I, J coincide with each other. . Then, the end 61 slides inside the groove 63 of the piston 51 parallel to the axis J until the end 61 comes into contact with and is housed inside the section 64 of the rod 60.

Consequently, the first volume of oil housed in the compartment 42 reaches the minimum value and the springs 71, 72 are compressed.

Thus, the second pressure of the first fluid inside the fluidic line 43, and consequently in the chamber 35, is increased by the action of the lever 31 set in the second operating position, from the second pressure value up to 'at the third pressure value greater than the first pressure value of the second fluid in the chamber 36.

In this way, the piston 34 reaches the second position and the link 12 has the maximum length.

The extension of the link 12 parallel to the axis H causes the rotation of the oscillating arm 9 and of the rear part 4 by means of the linkage 11, thus determining the displacement of the center of mass G from the first position towards the second position, which is further back and lower than the first position.

In this way, the risk of rearing up when accelerating or in the sun when braking is reduced. In other words, the maximum value of acceleration without pitching up is increased and the braking space is reduced compared to the condition in which the center of mass G is in the first position.

As soon as the pilot releases the lever 31 - for example because the racing conditions do not require hard acceleration or braking - the pressure inside the fluidic line 43 is lowered to the second pressure value while the pressure inside the fluidic line 47 is maintained at the first pressure value by the compensator 44.

Thus, the first pressure value in chamber 36 is again greater than the second pressure value in chamber 35. Piston 34 thus returns to the first position and link 12 again has the minimum length. The first volume of oil inside the compartment 42 returns to the maximum value. The difference between the maximum value and the minimum value of the first volume of oil is compensated by the tank 52.

As a result, the swing arm 9 and the rear part 4 rotate back through the linkage 11, thereby determining the return of the center of mass G from the second position to the first position.

At this point, motorcycle 1 is again set to the first configuration.

The rider can also arrange the motorcycle 1 in a plurality of additional intermediate configurations between the first configuration and the second configuration and in which the center of mass G is set in respective intermediate positions between the first position and the second position.

Kit 80 is used to update a motorcycle with a fixed length rod interposed between the linkage 11 and the swing arm 9 and, therefore, with a fixed position of the center of mass G.

In more detail, the fixed length stem is removed from the motorcycle and the variable length link 12 is attached to the linkage 11 and swingarm 9, and the lever 31 is mounted to the handlebar 20.

In more detail, the housing 33 of the link 12 is articulated on the linkage 11 around the axis D, and the piston 34 is articulated on the oscillating arm 9 around the axis E and is mounted in a sliding manner at the inside the housing 33 parallel to the axis H.

The chambers 35, 36 are connected to the hydraulic circuit 20 controlled by the lever 31.

The advantages of the motorcycle 1, the kit 80 and the method of updating the motorcycle 1 according to the present invention will become apparent from the above description.

In particular, the lever 31 can be operated during normal operation of the motorcycle 1 to adjust the length of the link 12 and, therefore, to adjust the position of the center of mass G based on the operating condition of the motorcycle. 1.

In this way, it is possible for the pilot to set the motorcycle 1 in the first configuration in normal racing conditions, for example when entering a curve, and to set the motorcycle 1 in the second configuration in the event of acceleration or sudden braking.

Due to the lowered and more rearward position of the central mass G, it is possible to reduce the risk of wheelie in acceleration and sun in the event of sudden braking.

Thus, it is possible to increase the acceleration of motorcycle 1 and reduce the braking length, with obvious advantages in terms of racing performance.

Furthermore, the control means 30 are operational to continuously adjust the position of the center of mass G in a plurality of intermediate positions. It is therefore possible to further optimize the dynamic behavior of the motorcycle 1 with respect to racing conditions.

The compensator 44 ensures that the second fluid circulating in the fluidic line 43 is at the first pressure value. In this way, as soon as the lever 31 is released, the piston 34 returns to the first position and the center of mass G returns to the first position.

The springs 71, 72 elastically preload the lever 31 towards the rest position. In this way, as soon as it is released, the lever 31 returns to the first rest position.

In addition, the springs 71, 72 ensure the return of the lever 31 to the first rest position in the event of damage to the compensator 44 and/or the hydraulic circuit 40. The springs 71, 72 also ensure the return of the lever 31 to the first rest position. rest position, when the pilot adjusts the lever 31 in one of the additional intermediate positions between the first and second positions.

Kit 80 allows the reconfiguration of a traditional motorcycle with a fixed length link 12, by simply the steps of:

remove the fixed length rod from the motorcycle; and

- attach a variable length link 12 to a fixed linkage 11 and a swing arm 9.

Finally, it appears that modifications and variants not departing from the scope of protection of the invention can be made concerning the motorcycle 1, the kit 80 and the method for updating the motorcycle 1 described here.

In particular, the lever 31 could be mounted on a part of the motorcycle 1 other than the handlebar 20.

Claims (23)

Saddle-type vehicle (1) comprising:
- a frame (2);
- at least one wheel (5, 6);
- suspension means (7, 8) for elastically connecting said frame (2) to said at least one wheel (5, 6);
said suspension means (7, 8) comprising at least one connecting element (12) interposed between said at least one wheel (5, 6) and said frame (2); the length of said connecting member (12) being associated with the position of a center of mass (G) of said saddle type vehicle (1);
characterized in that said link element (12) is a variable length link element (12) and in that said saddle-type vehicle (1) comprises control means (30, 31) operative during normal operation of said saddle-type vehicle (1) to adjust the length of said connecting member (12) and, therefore, the position of said center of mass (G) of said saddle-type vehicle (1) based on the condition of operation of said saddle type vehicle (1).
Saddle-type vehicle according to claim 1, characterized in that said control means (30, 31) is operative to arrange said center of mass (G) at least in a first position and in a second position; said center of mass (G) being arranged higher and further forward in said first position than in said second position, with reference to a normal advancing position of said saddle type vehicle (1).
Saddle-type vehicle according to claim 2, characterized in that said control means (30, 31) is operative to continuously adjust the position of said center of mass (G) in a plurality of consecutive additional positions interposed between said first position and said second position.
Saddle-type vehicle according to claim 2 or 3, characterized in that said control means (30, 31) are, in use, set in a rest position in which said center of mass (G) is arranged in said first position and are movable into an operating position in which said center of mass (G) is arranged in said second position;
said vehicle (1) further comprising return means (44; 71, 72) for causing said control means (30, 31) to return from said operating position to said rest position.
Saddle-type vehicle according to any of the preceding claims, characterized in that it comprises a handlebar (20) and in that said control means (30) comprises a lever (31) mounted on said handlebar.
Saddle-type vehicle according to any of the preceding claims, characterized in that said wheel (5, 6) is a rear wheel (6), in that said frame (2) comprises a rear part (4), and in that said suspension means (7, 8) comprises a rear suspension (8) for elastically suspending said rear part (4) of said frame (2) to said rear wheel (6);
said rear suspension (8) comprising, in turn:
an oscillating arm (9) integral with said rear wheel (6);
a damper (10); and
- a linkage (11) articulated on said rear part (4) of said frame (2) and on said shock absorber (10);
said connecting element (12) comprising:
- a first housing (33) articulated on one (11) of said linkage (11) and of said oscillating arm (9); and
- a first piston (34) movable inside said first housing (33) as a result of the activation of said control means (30, 31) and articulated on the other (9) of said linkage (11) and of said swing arm (9).
Saddle-type vehicle according to claim 6, when dependent on claim 4 or 5, characterized in that said first housing (33) and said first piston (34) define a first and a second chamber (35, 36) fluidly isolated from each other within said first housing (33);
said vehicle (1) further comprising:
- a second housing (50);
- a second piston (51) movable inside said second housing (50), operatively connected to said control means (30, 31) and defining a compartment (42) for a first volume of a first fluid;
- a first fluidic line (43) fluidically connected to said second housing (50) and to said first chamber (35);
- a second fluidic line (47) fluidically connected to said second chamber (36);
- a source (45, 46) for housing a second volume of said first fluid or of a second fluid other than said first fluid; and
- a valve (48), which is arranged along said second fluidic line (47) and can be arranged in an open configuration in which it fluidically connects said source (45, 46) and said second chamber (36) or in a closed configuration in which it fluidically isolates said source (45, 46) from said second chamber (36);
said control means (30, 31) being operatively connected to said second piston (51) such that the volume of said compartment (42) has a first value when said lever (31) is in said first rest position and a second value, lower than said first value, when said control means (30, 31) are in said operating position;
said control means (30, 31) being operatively connected to said valve (48) such that said valve (48) is in the closed configuration when said control means (30, 31) is in said rest position , and said valve (48) is in said open configuration when said control means (30, 31) is in said operating position.
Saddle-type vehicle according to claim 7, characterized in that it comprises elastic means (71, 72) interposed between said second housing (50) and said lever (31);
said elastic means (71, 72) biasing said lever (31) towards said first position.
Saddle-type vehicle according to any one of claims 5 to 8, when dependent on claim 4, characterized in that said control means (30, 31) comprises an angularly rotatable lever (31) between said first position and said second position;
said saddle type vehicle (1) further comprising:
- a second rod (60) interposed between said second piston (51) and said lever (31) and pivotally connected to said second piston (51);
said second piston (51) being slidable along a first axis (I) and said second rod (60) being first rotatable about a second axis (K) transverse to said first axis (I) and then being slidable along said first axis (I), as a result of rotation of said lever (31) from said rest position to said operating position.
Saddle-type vehicle according to claim 9, characterized in that said elastic means (71, 72) comprises:
- a first elastic element (71) interposed between said second piston (51) and said second housing (50); and
- a second elastic element (72) interposed between said rod (60) and said second housing (50).
Saddle-type vehicle according to any one of claims 7 to 10, characterized in that said first fluid is, in use, at a first pressure value in said first fluidic line (43) when said control means (30, 31) are in said rest position, and is, in use, at a second pressure value higher than said first pressure value when said control means (30, 31) are, in use, set in said operating position;
said source (45, 46) housing, in use, a volume of said second fluid at a third pressure value which is greater than said first pressure value and less than said second pressure value.
Saddle-type vehicle according to claim 11, characterized in that it comprises a first reservoir (44) filled, in use, with a third fluid at said third pressure value and immiscible with said second fluid;
said first reservoir (44) being in fluid communication with said source (45, 46) so as to ensure that the second fluid is, in use, at said third pressure value within said second fluid line (47).
Saddle-type vehicle according to any one of claims 7 to 12, when dependent on claim 5, characterized in that it comprises a second reservoir (52) fluidically isolated from said first fluidic line (43) and fluidly connected to said compartment (42) and said first chamber (35);
said second reservoir (52) being mounted on said handlebar (20) and being refillable, in use, with said first fluid.
Kit (80) for updating a saddle-type vehicle (1), comprising:
- control means (30, 31) movable between a first and a second position; and
- a connecting element (12) comprising, in turn, a first housing (33) and a first piston (34) movable inside said first housing (33); said first piston (34) and said first housing (33) defining first and second chambers (35, 36) fluidly isolated from each other within said first housing (33);
- a second housing (50) defining a compartment (42) for a first volume of a first fluid;
- a second piston (51) movable inside said second housing (50) and operatively connected to said control means (30, 31);
- a first fluidic line (43) fluidically connected to said second housing (50) and to said first chamber (35);
- a second fluidic line (47) fluidically connected to said second chamber (36);
- a source (46) for housing a second volume of a second fluid identical to or different from said first fluid;
- a valve (48), which is arranged along said second fluidic line (47) and is arrangeable in an open configuration in which it fluidically connects said source (46) and said second chamber (36) along said second fluidic line (47), or in a closed configuration in which it fluidically isolates said source (46) from said second chamber (36);
said control means (30, 31) being operatively connected to said second piston (51) such that the volume of said compartment (42) has a first value when said control means (30) is in said first position and a second value, lower than said first value, when said control means (30) are in said second position;
said control means (30, 31) being operatively connected to said valve (48) such that:
- said valve (48) is in the closed configuration when said control means (30, 31) are in said first position, and
- said valve (48) is in said open configuration when said control means (30, 31) are in said second position.
Kit according to claim 14, characterized in that it comprises elastic means (71, 72) interposed between said second housing (50) and a control lever (31) of said control means (30, 31);
said elastic means (71, 72) preloading said control lever (31) towards said first position.
Kit according to claim 14 or 15, characterized in that said control lever (31) is angularly rotatable between said first position and said second position around a first axis (F);
said kit (80) further comprising:
- a second rod (60) interposed between said second piston (51) and said control lever (31) and pivotally connected to said second piston (51);
said second piston (51) being slidable along a second axis (I), and said second rod (60) being initially rotatable about a third axis (K) transverse to said second axis (I), as a result rotation of said control lever (30, 31) from said first position to said second position.
Kit according to Claim 16, characterized in that the said elastic means (71, 72) comprise:
- a first elastic element (71) interposed between said second piston (51) and said second housing (50); and
- a second elastic element (72) interposed between said rod (60) and said second housing (50).
Kit according to any one of Claims 14 to 17, characterized in that the said first fluid is, in use, at a first pressure value in the said first fluidic line (43) when the said control means (30, 31) are in said rest position, and is, in use, at a second pressure value higher than said first pressure value when said control means (30, 31) are, in use, set in said operating position;
said source (45, 46) housing, in use, a volume of said second fluid at a third pressure value which is greater than said first pressure value and less than said second pressure value.
Kit according to Claim 18, characterized in that it comprises:
- a first reservoir (44) filled, in use, with a third fluid at said third pressure value and immiscible with said second fluid;
said first reservoir (44) being in fluid communication with said source (45, 46) so as to ensure that the second fluid, in use, is at said third pressure value within said second fluid line (47).
Kit according to any one of Claims 14 to 19, characterized in that it comprises:
- a second reservoir (52) fluidically isolated from said first fluidic line (43) between said compartment (42) and said first chamber (35); said second reservoir (52) being mountable on said handlebar (20) and being refillable, in use, with said first fluid.
A method of updating a saddle-type vehicle (1); said saddle-type vehicle (1) comprising, in turn:
a frame (2):
- at least one wheel (5, 6);
- suspension means (7, 8) for elastically connecting said frame (2) to said at least one wheel (5, 6);
said suspension means (7, 8) comprising at least one connecting element (12) interposed between said at least one wheel (5, 6) and said frame (2); the length of said connecting member (12) being associated with the position of a center of mass (G) of said saddle type vehicle (1);
said method comprising the steps of:
i) arranging a first piston (34) movably inside a first housing (33) of said connecting element (12);
ii) connecting a first chamber (35) of said connecting element (12) to a second housing (50) inside which a second piston (51) is slidably mounted; said second housing (50) and said second piston (51) defining a compartment (42) for a first volume of fluid by means of a first fluidic line (43);
iii) connecting a second chamber (36) of said connecting element (12) to a second fluidic line (47); said first and second chambers (35, 36) being fluidly isolated from each other within said first housing (33) and defined by said first piston (34) and said first housing (33);
iv) interposing a valve (48) along said second fluidic line (47) between said second chamber (36) and a source (44, 45, 46) housing a volume of a second fluid identical to or different from said first fluid ; said valve (48) being movable between:
- an open position, in which it fluidically connects said source (44, 45, 46) and the second chamber (36) along said second fluidic line (47); and
- a closed position, in which it fluidically isolates said source (44, 45, 46) from said second chamber (36);
v) operatively connecting a control lever (31) to said second piston (51) and to said valve (48),
said lever (31) being operatively connected to said valve (48) such that said valve (48) is in the closed configuration when said lever (31) is in a first position, and said valve (48) is in said open configuration when said lever (31) is in a second position, and
said lever (31) being operatively connected to said second piston (51) such that the volume of said compartment (42) has a first value when said lever is in said first position and a second value, less than said first value, when said lever (31) is in said second position.
Method according to Claim 21, characterized in that it comprises the steps consisting in:
vi) filling a first reservoir (44) with a third fluid at a given pressure value and immiscible with said second fluid;
vii) fluidically connecting said first reservoir (44) and said second fluidic line (47), so as to ensure that the second fluid is, in use, at said given pressure value inside said second fluidic line ( 47).
Process according to Claim 21 or 22, characterized in that it comprises the steps consisting in:
viii) fluidically interposing a second reservoir (52) along said first fluid line (43) between said compartment (42) and said first chamber (35); and
ix) mounting said tank (52) on a handlebar (20) of said saddle type vehicle (1).