IT201800002190A1 - SUSPENSION MODULE FOR WHEELED VEHICLES / SUSPENSION MODULE FOR WHEELED VEHICLES - Google Patents

Description

"SUSPENSION MODULE FOR WHEELED VEHICLES"

Field of the invention

The present invention relates to an improved suspension module for wheeled vehicles. In particular, the present invention relates to an improved steering and oscillating suspension module for wheeled vehicles. In detail, the present invention relates to an improved steering and oscillating suspension module adapted to support two wheels of a vehicle arranged on opposite sides of said vehicle. In greater detail, the module according to the present invention allows for improved steering and inclination and / or oscillation of two wheels of a vehicle. Furthermore, the present invention relates to a wheeled vehicle equipped with a suspension module according to the above.

Description of the related prior art

In recent years it has become customary to equip wheeled vehicles with a tilting and oscillating suspension module. In particular, tilting three-wheeled vehicles (such as motorcycles, scooters, quads or the like) are becoming increasingly popular. Tilting vehicles are equipped with an oscillating and tilting suspension module in which, for example, in the case of three-wheeled vehicles with two front wheels or with two rear wheels, said two front wheels or, respectively, said two rear wheels are supported by an oscillating and tiltable suspension module.

Usually, in the oscillating and tilting suspension systems according to the prior art, one mechanism drives the vertical movement of the two wheels, a second mechanism couples the right wheel to the left wheel to match the downward movement of a wheel to an equal upward movement of the wheel opposite, a third mechanism connects both wheels to the shock absorber, a fourth mechanism (in case of front wheels) allows steering for driving the vehicle.

The behavior of a tilting oscillating vehicle, again by way of example of a vehicle with two front wheels, can be summarized as follows.

When turning, i.e. when cornering, the tilt (sway) of the vehicle's main frame causes the front wheels to tilt as well, whereby the resultant of gravity and centrifugal force is kept oriented as a result. substantially along the main vertical axis of the vehicle, so as to sufficiently counteract a vehicle rollover or, at least, so as to minimize the risk of the vehicle overturning.

When driving along a bumpy road and, in particular when one of the tilting wheels passes over a bump, the other wheel is kept in contact with the road surface, so that the risk of a vehicle overturning is again reduced to a minimum .

Furthermore, inclinable suspension systems are known which allow the vehicle to be parked on inclined roads or surfaces, in which in particular, the inclinable wheels allow the main frame of the vehicle to be kept substantially vertical.

Finally, suspension systems are also known that allow both the inclination and the steering of the wheels supported by them.

However, despite all the advantages offered by the tilting suspension systems according to the prior art, their use and implementation revealed that several disadvantages still need to be overcome. For example, it has been found that it is very difficult to achieve good lean and steering performance in the case of drive wheels performing the traction function; in fact, in the case of drive wheels, the angle of inclination obtained with the known tilting solutions is somewhat limited, so that the overturning problems are not actually minimized (at least not adequately).

Also, in the case of steering and tilting suspension systems, the steering angle or lean angle is very limited, mainly due to the fact that it is not possible to use standard ball joints of the type used for automobile suspension ( which offer excellent steering angles) when large bank angles are to be achieved.

In an attempt to overcome or at least reduce the disadvantages summarized above, suspension systems have been proposed in recent years by motorcycle manufacturers, in particular by scooter and / or quad manufacturers.

The solutions proposed, however, are mostly influenced by the further disadvantage that the configuration of the connections (the system of connections between the tilting (and ultimately steerable) wheels and the main chassis of the vehicle) is very complicated, where it is therefore necessary a large number of connecting bars, joints or the like which in any case make the vehicle mostly too heavy and bulky, so that the driving sensation is negatively affected. Furthermore, the assembly of these suspension systems and their maintenance take a long time, which means that both production and maintenance costs are increased excessively.

And again, suspension systems with an excessively large number of bars, joints or the like are subject to rapid wear, which means that tilt performance is negatively affected during use and frequent maintenance is required.

Finally, in the suspension systems according to the prior art, different component parts (different bars and / or joints) are intended for respectively different purposes and / or functions; in particular, in the suspension systems according to the prior art some of the bars and their joints are used for tilting while other bars and their joints are used for steering. This means, however, that in the case of steering "on the spot" (with the motorcycle parked) only the steering rods are activated, while the tilt rods are not activated at all, which also means that, in the event of a tilt " on the spot "(with the motorcycle parked), the tilt bars are activated (due to the tilt of the vehicle's main frame), and the steering bars are also" moved ". Consequently, the tilt rods do not help steering at all, where, on the contrary, the steering is mostly obstructed or hindered by the tilt rods and their associated joints, particularly in the case of worn tilt rods and associated joints.

In light of the foregoing, an object of the present invention is to overcome or at least reduce the disadvantages identified above which affect the tilting suspension systems according to the prior art.

Furthermore, a further object of the present invention is to provide a steering and tiltable suspension module for wheeled vehicles adapted to be implemented in the case of driving (traction) wheels, but which still allows large steering and inclination angles.

Furthermore, a further goal is to provide a suspension module of reduced mechanical complexity, size and weight.

Furthermore, the suspension module according to the present invention allows precise and reliable inclination, vertical movement and steering of the wheels without negatively affecting the user's driving sensation.

And again, the suspension module according to the present invention is subject to normal wear, and allows easy and quick assembly and maintenance. Summary of the invention

The present invention arises from the general consideration according to which the disadvantages affecting the tilting suspension systems according to the prior art can be adequately overcome or at least reduced by realizing a suspension system in which each of the connecting bars connected to the wheel brackets exploits both the tilt function and the steering function, which means that each of the link bars is involved during both the steering and the tilting of the wheels. In fact, this allows the mechanical complexity of the module or system to be kept low, thus reducing both assembly and maintenance costs.

In light of the general consideration summarized above, the present invention relates to an improved steering and tilting suspension module for a wheeled vehicle of the type comprising at least a first wheel and a second wheel arranged on opposite lateral sides, respectively, said module comprising a inclination base adapted to be rigidly fixed to the main frame of said wheeled vehicle so that the inclination of said main frame causes said inclination base to be also inclined, said module further comprising first and second arms of support and inclination adapted to rotatably support respectively a first and second support elements of said first and second wheel respectively, so as to allow each of said support elements to be inclined on its own axis of inclination, each of said elements of support being of the type which defines a steering axis and permitting the wheel rotation of the corresponding wheel on its own axis of rotation, said first and second support and inclination arms being rotatably connected to said inclination base so as to be able to incline, said module further comprising a first and a second bracket adapted to be fixed rigidly respectively to said first and second support elements, together with a first and a second bar rotatably connected respectively to said first and second bracket, and each being adapted to be rotatably connected to the steering shaft of said vehicle to wheels, wherein said module further comprises a third and a fourth bar rotatably connected respectively to said first and second bracket, and each being adapted to be rotatably connected to the steering shaft of said wheeled vehicle so that the steering of said steering shaft results in the steering of said first and second bracket through each of said first a, second, third and fourth bar.

According to an embodiment, said inclination base is adapted to be engaged by said steering shaft of said vehicle so as to allow the rotation of said steering shaft with respect to said inclination base, and so that the inclination of said steering shaft is translated into the inclination of said inclination base as well.

According to an embodiment, said inclination base defines a seat for a corresponding portion of said steering shaft, where said seat is oriented so as to allow said steering shaft to be rotated on a rotation axis substantially perpendicular to the axis of rotation. inclination of said inclination base.

According to an embodiment, said module further comprises a first connection plate adapted to be rigidly fixed to said steering shaft, where said first and second bars are rotatably connected to said first connection plate.

According to an embodiment, said module further comprises a second connecting plate adapted to be rigidly fixed to said steering shaft on a side opposite to said first connecting plate, where said third and fourth bars are rotatably connected to said second connecting plate.

According to an embodiment, each of said first and second bracket comprises a first V-shaped portion with first and second bracket arms, wherein said first and second bars are rotatably connected to said first bracket arms respectively of said first and second bracket, and where said third and fourth bars are rotatably connected respectively to said second bracket arms of said first and second bracket respectively.

According to an embodiment, each of said first and second bracket comprises a second V-shaped portion with third and fourth bracket arms, each of said first and second bracket therefore being H-shaped, with each of said third and fourth bracket bracket arms of said first and second bracket is adapted to be rigidly fixed respectively to said first and second support element.

According to an embodiment, said module further comprises a first and a second shock absorber rotatably connected to said first and second support and inclination arms respectively, where each of said first and second shock absorbers is adapted to be rotatably connected to said steering arm.

According to an embodiment, said first shock absorber extends between said first and third bars, whereas said second shock absorber extends between said second and fourth bars.

According to an embodiment, said first and second shock absorbers are of the type containing gas as a damping means, wherein said first and second shock absorbers are in mutual fluid communication.

The present invention also relates to a wheeled vehicle with two or more wheels, said vehicle comprising the improved suspension according to one or more of the embodiments summarized above.

According to an embodiment, said vehicle is a three-wheeled vehicle with two front wheels and one rear wheel.

According to an embodiment, said vehicle is a four-wheeled vehicle with two front wheels and two rear wheels, in which the two front wheels or the two rear wheels are supported by a suspension module according to one of the embodiments summarized above.

According to an embodiment, both the two front wheels and the two rear wheels are supported by a suspension module according to one of the embodiments summarized above.

Further embodiments of the present invention are defined by the appended claims.

Brief description of the drawings

In the following, a description will be provided with reference to the drawings of particular and / or preferred embodiments of the present invention; it must be pointed out however that the present invention is not limited to the embodiments described but that the embodiments described relate only to particular examples of the present invention, the scope of which is defined by the attached claims. In particular, in the drawings:

Figure 1 shows a front view of a suspension module according to an embodiment of the present invention;

Figure 2 shows a front view of a suspension module according to an embodiment of the present invention in the inclined position;

Figure 3 shows a perspective view of a suspension module according to an embodiment of the present invention in the inclined position;

Figure 4 shows a perspective view of a suspension module according to an embodiment of the present invention in the inclined position;

Figure 5 shows a further perspective view of a suspension module according to an embodiment of the present invention in the inclined position;

Figure 6 shows a schematic view of support brackets of a suspension module according to an embodiment of the present.

DETAILED DESCRIPTION

While the present invention is described with reference to the embodiments as illustrated in the following detailed description as well as the drawings, it is to be understood that with the following detailed description as well as the drawings it is not intended to limit the present invention to the particular illustrated illustrative embodiments described, but rather than the described illustrative embodiments merely exemplify the various aspects of the present invention, the scope of which is defined by the appended claims.

As evident from the description provided above, the present invention is particularly advantageous when used for applications in the automotive field; in particular, the present invention is particularly advantageous when applied to wheeled vehicles comprising at least two wheels arranged on a common axle (or, in general, on opposite side sides of a vehicle). For this reason, examples will be described below in which corresponding embodiments of the tilting module or system according to the present invention are described in conjunction with steerable wheels. However, it must be pointed out that the present invention is not limited to the particular case of a module and a tilting system for steerable wheels but can be used in any other situation where two wheels of a vehicle arranged on a common axle are to be tilted. Accordingly, it will be apparent from the following description that the present invention can also be used for automotive applications where, for example, the steerable wheels are not canted.

The drawings show a steering shaft 400, the frame 110 of a vehicle (the frame being shown only partially for clarity), a base 10 rigidly fixed to the frame 110, where an end portion of the steering shaft 400 is received in a corresponding seat 401 of the base 10, the shaft being able to be rotated (steered) with respect to the base 10 on a steering axis R400.

A first support and tilt arm 301 is pivotally connected (pivoted) to the base 10, a second support and tilt arm 302 being pivotally connected (pivoted) to the base 10 on an opposite side of the base 10 with respect to the first arm 301. The inclination arms 301 and 302 can therefore rotate (incline) on an axis perpendicular to the steering axis R400, the inclination axis of the arms 301, 302 being on the longitudinal plane of symmetry of the frame.

A corresponding first support element is coupled to the first arm 301 so that the first support element 303 can be rotated (inclined) as a whole with respect to the arm 301, in particular on an inclination axis T303 parallel to the inclination axis of the arms 301, 302; in the same way, a corresponding second support element 304 is coupled to the second arm 302 so that the second support element 304 can be rotated (inclined) as a whole with respect to the arm 301, in particular on an inclination axis T304 which is parallel both to the axis of inclination of the arms 301, 302 and to the axis T303.

Each of the support elements is of the type adapted to support a corresponding wheel, in particular with the wheels firmly fixed to a rotating pinion of the corresponding support element, so that the wheels W1, W2 can be rotated (while driving) on a rotation axis R303 and R304, respectively.

Furthermore, each of the support elements 303, 304 comprises a joint (neither shown nor described in detail for clarity), so that the wheels can be rotated (steered) on a steering axis S303 and S304 respectively. Furthermore, a first bracket 305 is firmly fixed to the first support element 303, while a second bracket 306 is firmly fixed to the second support element 306.

In particular, as shown in Figure 6, each of the brackets 305, 306 is H-shaped; since the brackets 305, 306 have corresponding shapes, in the following, for the sake of brevity, a description of the bracket 305 will be provided, said description however also applying to the bracket 306 (with the exception of the reference numbers).

As depicted, the bracket 305 comprises a first V-shaped portion and a second V-shaped portion, the first and second V-shaped portions being joined together to give the bracket 305 the aforementioned H-shape. as depicted, the upper V-shaped portion comprises a first bracket arm 305V1 and a second bracket arm 305V2, whereas the lower V-shaped portion comprises a third bracket arm 305V3 and a fourth bracket arm 305V4.

Referring again to Figures 1 to 5, it can be appreciated that a first bar (arm) 307 is pivotally connected (pivoted) between the first bracket arm 305V1 and a first (front) connecting plate 500, a second bar (arm) 308 is pivotally connected (pivoted) between the plate 500 and the bracket arm 306V1, a third bar (arm) 309 is pivotally connected (pivoted) between the bracket arm 305V2 and a second connection (rear) 401, and a fourth bar (arm) 310 is pivotally connected (pivoted) between the bracket arm 306V2 and said second connection plate 501.

In the context of the present description, the expression "pivotally connected (pivoted)", when referring to one or more of the bars (arms) 307, 308, 309 and 310, is to be understood as indicating that a pivotally pivoted connection at each of the opposite end portions of each of the bars 307, 308, 309, 310, whereby each of the bars 307, 308, 309 and 310 is accordingly adapted to be rotated relative to both the bracket and the plate connected by the same; as an example, and for clarity, the bar 307 can be rotated (is pivoted) with respect to both the bracket 305 and the plate 500, wherein consequently a pivotal connection is present between both the bar 307 and the bracket arm 305V1 and between bar 307 and plate 500.

The front plate 500 is firmly attached to a corresponding front portion of the steering shaft 400, whereas the rear plate 501 is firmly attached to a corresponding rear portion of the steering shaft 400. Consequently, the steering shaft 400 on its steering axis causes each of the connecting plates 500, 501 to be rotated as well. Again accordingly, the steering of the steering shaft 400 (by way of example, to the left, as indicated by the curved arrow in Figure 3) causes both the second bar 308 and the third bar 309 to be pushed by the link plates 500 and 501, respectively, and that both the first bar 307 and the fourth bar 310 are pulled again by the connecting plates 500 and 501, respectively, where the simultaneous pushing and pulling actions of the bars 308 and 310 respectively on one side, and bars 309 and 307 on the other side cause both brackets 306 and 305 to also be rotated, i.e. steered on their corresponding steering axes S304 and S303, respectively. Furthermore, since the bracket arms 305V3 and 305V4 are firmly connected to the support element 301, and since the bracket arms 306V3 and 306V4 are also firmly connected to the support element 304, the rotations described above on the brackets 305 and 306 cause that the support elements 303 and 304 (and the wheels supported by them) are also steered.

It also emerges from the above that, during the use of the suspension module, in particular in the case of steering "on the spot" (with the vehicle or motorcycle parked), both the front bars 307, 309 and the rear bars are activated 308, 310.

Having thus described and made clear the steering functions of the module according to an embodiment of the present invention, a description of the tilting functions will be provided below, with reference to Figures 3 and 4. Figures 3 and 4 show the inclined position assumed by the module in the case in which one of the two wheels is guided (transits), for example, on a bump; however, the following description also applies if the vehicle is making a turn.

As pictured, and again due to the connections between the bars 307, 308, 309 and 310 and the brackets 305 and 306 on one side and between the bars 307, 308, 309 and 310 on the other side, as soon as a wheel is lifted (the left wheel in figure 3), the corresponding bracket 305 is also raised.

Also, when turning (not shown), the tilt of the main frame causes the base 10 to tilt as well (due to the rigid connection between the main frame and the base), together with the steering shaft 400 (the steering shaft 400 being able to be rotated with respect to the base 10 only on the steering axis R400), where, consequently, both plates 501 and 500 are inclined (shifted laterally with respect to a vertical reference plane) due to the rigid connection between each of the plates 500, 501 and the steering shaft 400. Consequently, both bars 307, 309 are pushed together with the corresponding bracket 305, and both bars 308, 310 are pulled together with the corresponding bracket 306, which means that both wheels are inclined on the same side on which the brackets 305, 306 are inclined.

Furthermore, and again as emerges from the above, during use, in particular in the case of tilting "in place" (with the motorcycle parked), each of both the front directional connection bars 307, 308 and the directional connection bars rear 309, 310 is activated by the tilt of the steering shaft together with both the front and rear anchor plates 500, 501.

Furthermore, as illustrated, a first and a second shock absorber 601, 602 can be provided to dampen the upward and downward movement of the wheels. Furthermore, as shown, the shock absorber 601 is rotatably connected (pivoted) to the arm 301, while the second shock absorber 602 is rotatably connected (pivoted) to arm 302.

In addition, each of the shock absorbers is designed to be firmly connected to the main frame of the vehicle, for example to the steering shaft 400 in order to be activated in the event of a tilt but also to allow the steering shaft to be steered relative to the shock absorbers.

Within the scope of the present invention, shock absorbers of any type can be used such as mechanical and / or hydraulic and / or pneumatic shock absorbers. In the case of hydraulic or pneumatic shock absorbers, the damping and / or springing fluid (oil or gas, respectively) can be made to flow between the two shock absorbers during inclination.

It has therefore been demonstrated by means of the above detailed description of the embodiments of the present invention as depicted in the drawings that the present invention allows to obtain the desired results, in particular to overcome the disadvantages affecting the suspension modules according to the prior art. .

In particular, and again as demonstrated, the present invention makes it possible to provide a steering and tilting suspension module for wheeled vehicles adapted to be implemented in the case of driving (traction) wheels, but which still allows large steering and steering angles. inclination.

Furthermore, the suspension module according to the present invention is characterized by reduced mechanical complexity, dimensions and weight.

Furthermore, the suspension module according to the present invention allows precise and reliable inclination, vertical movement and steering of the wheels without negatively affecting the user's driving sensation.

And again, the suspension module according to the present invention is subject to normal wear, and allows for quick and easy assembly and maintenance. Although the present invention has been made clear by means of the above description of its embodiments depicted in the drawings, the present invention is not limited to the embodiments described above and depicted in the drawings; on the contrary, the scope of the present invention is defined by the appended claims.

Claims (14)

CLAIMS 1. Improved steering and tilting suspension module for a wheeled vehicle of the type comprising at least a first wheel and a second wheel arranged respectively on opposite lateral sides, said module comprising a tilting base (10) adapted to be rigidly fixed to the main frame (110) of said wheeled vehicle so that the inclination of said main frame (110) translates into the inclination of also said inclination base (10), said module further comprising a first and a second support and inclination (301, 302) adapted to rotatably support respectively a first and a second support element (303, 304) respectively of said first and second wheel, so as to allow each of said support elements (303, 304) to be inclined on its own inclination axis (T303, T304), each of said support elements (303, 304) being of the type that defines a steering axis (S303, S304) and allowing the rotation of the corresponding wheel on its own rotation axis (R303, R304), said first and second support and inclination arms (301, 302) being connected in a rotatable manner to said inclination base (10) so as to be able to tilt, said module further comprising a first and a second bracket (305, 306) adapted to be rigidly fixed respectively to said first and second support element (303, 304), as well as a first and a second bar (307, 308) connected in a manner rotatable respectively to said first and second bracket (305, 306), and each being adapted to be rotatably connected to the steering shaft (400) of said wheeled vehicle, characterized in that said module further comprises a third and a fourth bar (309, 310) rotatably connected to said first and second bracket (305, 306) respectively, and each being adapted to be rotatably connected to said steering shaft (400) of said wheeled vehicle in mod or that the steering of said steering shaft (400) translates into the steering of said first and second bracket (305, 306) through each of said first, second, third and fourth bar (307, 308, 309, 310). Suspension module according to claim 1, characterized in that said inclination base (10) is adapted to be engaged by said steering shaft (400) of said vehicle so as to allow the rotation of said steering shaft (400 ) with respect to said inclination base (10), and so that the inclination of said steering arm (400) translates into the inclination of also said inclination base (10). Suspension module according to claim 2, characterized in that said inclination base (10) defines a seat (101) for a corresponding portion (401) of said steering shaft (400), and in that said seat ( 101) is oriented so as to allow said steering shaft (400) to be rotated on a rotation axis (R400) substantially perpendicular to the inclination axis of said inclination base (10). Suspension module according to one of claims 1 to 3, characterized in that said module further comprises a first connecting plate (500) adapted to be rigidly fixed to said steering shaft (400), and in that said first and second bar (307, 308) are rotatably connected to said first connecting plate (500). 5. Suspension module according to claim 4, characterized in that said module further comprises a second connecting plate (501) adapted to be rigidly fixed to said steering shaft (400) on a side opposite to said first connecting plate (500), and in that said third and fourth bars (309, 310) are rotatably connected to said second connecting plate (501). Suspension module according to one of claims 1 to 5, characterized in that each of said first and second bracket (305, 306) comprises a first V-shaped portion with first and second bracket arms (305V1, 306V1, 305V2, 306V2), respectively, by the fact that said first and second bars (307, 308) are rotatably connected to said first bracket arms (305V1, 306V1) respectively of said first and second bracket (305, 306), and in that said third and fourth bars (309, 310) are rotatably connected to said second bracket arms (305V2, 306V2) of said first and second bracket (305, 306) respectively. 7. Suspension module according to claim 6, characterized in that each of said first and second bracket (305, 306) comprises a second V-shaped portion with third and fourth bracket arms (305V3, 305V4, 306V3, 306V4) , respectively, each of said first and second bracket (305, 306) being therefore H-shaped, and by the fact that each of said third and fourth bracket arms (305V3, 305V4, 306V3, 306V4) of said first and second bracket (305, 306) is adapted to be rigidly fixed to said first and second support elements (303, 304) respectively. Suspension module according to one of claims 1 to 7, characterized in that said module further comprises a first and a second shock absorber (601, 602) rotatably connected to said first and second support and tilt arms respectively ( 301, 302), and in that each of said first and second shock absorbers (601, 602) is adapted to be rotatably connected to said main frame of said vehicle. 9. Suspension module according to claim 8, characterized in that said first shock absorber (601) extends between said first and third bar (307, 309), and in that said second shock absorber (602) extends between said second and fourth bar (308, 310). Suspension module according to one of claims 8 and 9, characterized in that said first and second shock absorbers (601, 602) are of the type containing gas as damping and / or springing means, and in that said first and second damper (601, 602) are in fluid communication with each other. Wheeled vehicle with two or more wheels, comprising the improved suspension system according to one or more of claims 1 to 10. Wheeled vehicle according to claim 1, said vehicle being a three-wheeled vehicle with two front wheels supported by said module and one rear wheel or with one front wheel and two rear wheels supported by said module. 13. Wheeled vehicle according to claim 11, said vehicle being a four-wheeled vehicle with two front wheels and two rear wheels, characterized in that the two front wheels or the two rear wheels are supported by a suspension module according to one of the claims 1 to 10. Wheeled vehicle according to claim 13, characterized in that both the two front wheels and the two rear wheels are supported by a suspension module according to one of claims 1 to 10.