WO2023062658A1

WO2023062658A1 - Load transferring system for distributing loads on a vehicle

Info

Publication number: WO2023062658A1
Application number: PCT/IT2021/000046
Authority: WO
Inventors: Epifanio BECCARIA
Original assignee: BACCARIA, Michele
Priority date: 2021-10-13
Filing date: 2021-10-13
Publication date: 2023-04-20

Abstract

The present invention concerns a mechanical system for improving the cornering grip of a wheeled motor vehicle, such as a car, wherein the stabilizing bar is modified by fitting it with teeth engaging with a lock integral with the vehicle and the integration of further shock absorbers to the vehicle.

Description

TITLE

LOAD TRANSFERRING SYSTEM FOR DISTRIBUTING LOADS ON A

VEHICLE

Field of the invention

The present invention concerns the technical field of road vehicles , particularly cars .

In particular, the invention relates to an innovative safety system controlling the load transfer optimally after driving actions , in particular the cornering entry of the vehicle and its path .

Brief outline of prior art

New-generation road vehicles , such as cars , are increasingly safe nowadays . Such road vehicles are provided with sensory systems managing many functionalities of the vehicle . For example , there are pedestrian detection sensors , so as to automatically control emergency braking in the event that the driver does not notice the crossing pedestrian .

For example , other sensors control and maintain the vehicle on the lane , to prevent it from going of f road if the driver is suddenly overcome by sleep .

Therefore , road safety is central in the development of motor vehicles by now and many of these systems are present in almost all categories of cars by now .

In addition, the so-called brake booster system assisting the driver in braking by automatically balancing the wheel lock has been existing for a long time . In this way, one tries to avoid a sudden wheel' s lock in order to avoid the uncontrolled slipping of the vehicle . In fact , it is known that the car can be controlled as long as wheels roll regularly whereas their lock causes an uncontrolled skidding .

Nevertheless , there may still be conditions of high danger above all in the event of cornering entry of the vehicle and path of the vehicle .

This is due to the fact that , while cornering, the car tends to transfer the load to a side and the wheels that are not in support lose grip and traction because the stabilizing bar tends to make the suspensions work together, because of the connection with the stabilizing bar itself .

This causes an overloading of the wheels on one side and the unloading of the wheels on the opposite side ( flank) .

This causes a loss of grip and then a decrease in safety, in addition to a high wear of the tyres in an uneven way .

For example , if a vehicle turns left , this implies that the two wheels on the right side are very loaded given that the car tends to incline to that side . Instead, the wheels on the opposite side are unloaded and lose grip .

In the event of cornering to the right, the opposite occurs , that is the wheels of the left side are unloaded whereas the wheels of the right side of the vehicle ( i . e . the ones facing the cornering center) are particularly stressed .

At the current state of the art , one tried to mitigate the issue by introducing auxiliary gas shock absorbers but they lose efficiency over time and are discharged and, therefore, in the long term, this solution is not effective to solve the present technical issue .

Gas shock absorbers have been produced to improve traction since they have the tendency to push the wheel downwards but actually other issues arise , such as the loss of stable gas tightness with the increase of the travelled kilometers . In the event of choice of gas shock absorber to improve traction, one noticed that manufacturing firms mounted softer springs (with few kgs per millimeter ) to ensure comfort while driving ; however, this system causes at the same time a lack of safety because it is necessary to mount a stabilizing bar with a greater diameter .

Summary of the invention

Therefore , the aim of the present invention is to provide an innovative control system solving the above- mentioned technical issues .

In particular, the aim of the present invention is to provide a control system enabling to distribute load and traction uniformly also during the cornering of the vehicle , thereby ensuring a uniform road-holding of the wheels with a uniform load on them.

These and other aims are achieved with the present mechanical system, to improve the cornering grip of a wheeled motor vehicle, such as a car, in accordance with claim 1 .

This mechanical system comprises :

At least one stabilizing bar ( 10 ) suitable for a connection to the vehicle' s wheels ;

According to the invention :

The stabilizing bar comprises a first constraint system ( 11 ) obtained along a portion of its longitudinal length;

In addition, the mechanical system further comprises : A first sleeve (20) forming an axial channel (21) comprising a second constraint system (21' ) suitable to be engaged with the said first constraint system (11) so that the first sleeve (20) is integral with the said stabilizing bar;

A second sleeve (30) comprising fixing means for fixing it integrally to the structure of the vehicle whereon it is intended in use, the said second sleeve forming an axial channel (31) into which the first sleeve (20) is inserted with a predetermined clearance, the first sleeve comprising a first protuberance (24) which extends radially from its outer surface and the second sleeve comprising a second protuberance (34) which extends radially from its surface delimiting the axial channel (31) into which the first sleeve is placed and with said two protuberances (24, 34) arranged so that a rotational movement of the first sleeve is enabled inside the second sleeve until the said two protuberances come into contact thereby stopping said rotation and creating in use a stiff constraint that divides the torsional bar into two portions (Pl, P2) independent from each other;

And wherein the system further comprises a first and a second shock absorbing element (40) , each one suitable for being connected, in use, to an end of the stabilizing bar so as to be interposed, in use, between the said end of the stabilizing bar and the corresponding wheel of the vehicle whereon it acts, each one of the said first and second shock absorbing element (40) comprising a baffle (43) sliding into a channel (41) and a stem (42) connecting to the baffle by and end and with the opposite end protruding from the said channel (41) to be connected in use, in a direct or indirect way, to the said wheel, the channel being longitudinally delimited by a base and by an upper closing opposite to the base and wherefrom the stem partially protrudes , the baffle being able to slide along the channel between an end stop position wherein it reaches the base and a position wherein it moves towards the upper closing with the stem extending at least partially outside the channel and wherein thrusting means ( 44 ) arranged between the upper closing of the channel and the baffle are comprised so as to generate a force which tends to thrust the baffle towards the base in correspondence of an approach of the baffle towards the said upper closing .

In this way, all the above-mentioned drawbacks are readily resolved .

When the car corners , the bar' s torsion causes the two teeth ( 11 , 21 ' ) to engage thereby stopping the torsion and creating a stiff constraint for the bar itself that is thus divided into two portions with independent behavior .

The two portions are controlled by the inserted shock absorbers , one of them enabling the bar portion to perform its torsion and the other one preventing or reducing the raising effect of the wheel which tends to raise from the ground .

In this way, the vehicle is stable .

Advantageously, the first constraint system ( 11 ) made on the stabilizing bar can comprise a toothing ( 11 ) obtained or arranged on the said stabili zing bar and wherein the second constraint system ( 21 ' ) can comprise a complementary toothing ( 21 ' ) obtained along the axial channel of the first sleeve ( 20 ) so that said two toothings are reciprocally engaged .

Advantageously, said toothing ( 11 ) obtained onto the stabilizing bar can be in the form of a plurality of grooves running along a specific longitudinal length of the bar and which are distributed around the circumference of the stabilizing bar.

Advantageously, said first sleeve (20) can be formed by two separable parts joining with each other through connection means, such as screws.

Advantageously, said fist sleeve (20) can be in a substantially cylindrical shape.

Advantageously, said second sleeve (30) can be in a substantially cylindrical shape.

Advantageously, said second sleeve can comprise a flat base provided with passage holes for the insertion of screws, so that it can be fixed to the vehicle's structure to which it is intended in use.

Advantageously, said thrusting means (44) can comprise elastic means.

Advantageously, said elastic means can comprise at least one compression spring interposed between the baffle (43) and the upper closing (Ml) of the channel.

Advantageously, the channel is a cylindrical channel .

Here it is also described a wheeled motor vehicle, preferably a car in general, the vehicle comprising at least one couple of front wheels (rlO, r30) and at least one couple of rear wheels (r20, r40) and at least one stabilizing bar (10) connected to at least one couple of the said wheels and wherein the said stabilizing bar comprises a first constraint system (11) obtained along a portion of its longitudinal length.

In addition, there is further comprised:

A first sleeve (20) forming an axial channel (21) and comprising a second constraint system (21' ) engaging with the said first constraint system (11) so that the first sleeve (20) is integral to the said stabilizing bar;

A second sleeve (30) fixed integrally to the vehicle' s structure , the said second sleeve forming an axial channel ( 31 ) into which the first sleeve ( 20 ) is inserted with a predetermined clearance , the first sleeve comprising a first protuberance (24 ) which extends radially from its outer surface and the second sleeve comprising a second protuberance ( 34 ) which extends radially from its surface delimiting the axial channel ( 31 ) in which the first sleeve is placed and with said two protuberances ( 24 , 34 ) arranged so that a rotational movement of the first sleeve is enabled within the second sleeve until the said two protuberances come into contact thereby locking said rotation and creating, in use, a stiff constraint that divides the torsional bar into two portions ( Pl , P2 ) independent from each other ;

And wherein there is further comprised a first and a second shock absorbing element ( 40 ) , each one connected to an end of the stabilizing bar so as to be interposed between the said end of the stabilizing bar and the corresponding wheel of the vehicle on which it acts , each one of the said first and second shock absorbing element ( 40 ) comprising a baffle ( 43 ) sliding into a channel ( 41 ) and a stem ( 42 ) connecting to the baffle by and end and with the opposite end protruding from the said channel ( 41 ) to be connected in a direct or indirect way to the said wheel , the channel being longitudinally delimited by a base and by an upper closing opposite to the base and from which the stem ( 42 ) partially protrudes , the baffle being able to slide along the channel between an end stop position in which it reaches the base and a position in which it moves towards the upper closing with the stem extending at least partially outside of the channel and in which thrusting means ( 44 ) arranged between the upper closing of the channel and the baffle are comprised so as to generate a force which tends to thrust the baffle towards the base in correspondence of an approach of the baffle towards the said upper closing.

Advantageously, the first constraint system (11) made onto the stabilizing bar can comprise a toothing (11) obtained or arranged on the said stabilizing bar and wherein the second constraint system (21' ) can comprise a complementary toothing (21' ) obtained along the axial channel of the first sleeve (20) wherein the said portion of the stabilizing bar provided with said toothing (11) is engaged so that said two toothings are reciprocally engaged.

Advantageously, said toothing (11) obtained onto the stabilizing bar can be in the form of a plurality of grooves running along a specific longitudinal length of the bar and which are distributed around the circumference of the stabilizing bar.

Advantageously, said first sleeve (20) can be formed by two separable parts coupling with each other through connection means, such as screws.

Advantageously, said first sleeve (20) can be in a substantially cylindrical shape.

Advantageously, said second sleeve can comprise a flat base provided with passage holes for the insertion of screws, so as to be fixed to the vehicle's structure to which it is intended in use.

Advantageously, said thrusting means (44) can comprise elastic means.

Here it is also described a method for modifying a motor vehicle, the method comprising the arrangement of a mechanical system according to one or more of the previously described features , the method further providing :

Fixing the stabilizing bar to the first sleeve and inserting the first sleeve into the second sleeve ;

Fixing the second sleeve to the vehicle ;

Fixing the first and a second shock absorber ( 40 ) between wheel and stabilizing bar .

Here it is also described the use of a mechanical system according to one or more of the previous features in a road vehicle .

Brief description of the drawings

Additional features and the advantages of the present system according to the invention will become more apparent from the following description of some preferred embodiments thereof , given only by way of non-exhaustive example , with reference to the attached drawings , wherein :

Figure 1 shows in axonometric view a portion of the stabilizing bar worked according to the present invention;

Figure 2 shows in axonometric view a lock sleeve 20 forming a channel toothed internally in order to be coupled with the toothing obtained along the stabilizing bar which is placed inside the said channel ;

Figure 3 shows a further sleeve which is fixed to the structure of the means of transport and forming a channel inside which the first sleeve 20 is housed so as to be locked inside it ;

Figure 4A and figure 4B show a shock absorbing system 40 being part of the present system;

Figure 5 shows an overall view of the system according to the invention;

Figure 6 shows a section wherein the two sleeves engage with each other being locked in rotation and, accordingly, with the stabilizing bar locked with the first sleeve so that the bar is divided into two independent parts ;

Figure 7 shows a car while cornering;

Figure 8 shows the system functionally according to the cornering of figure 7 .

Description of some preferred embodiments

Figure 1 shows a portion of axis or stabili zing bar 10 of the vehicle , modified according to the present invention .

The stabilizing bar is known per se .

The main function of the stabilizing bar is to improve the car' s stability and to reduce the roll when cornering, maintaining the vehicle in a condition parallel to the ground .

The stabilizing bar is generally C-shaped in its end part ( the two ends ) and figure 5 shows a schemati zation thereof , except for the modification described hereinafter .

It is in the form of a metallic bar in a generically C-shape of the two ends , connecting with the arms or forkends of the wheels of a same axis . From a technical point of view, the bar performs the functions of a spring, even being developed longitudinally and having no turn .

The stabilizing bar is anchored elastically to the body in the central part .

Indeed, figure 5 shows a connection 101 known per se , used for the connection to the vehicle' s structure .

Its ends of the bar are fixed to the components supporting the wheels . Therefore , the bar works by torsion, actually limiting the condition wherein the two suspensions can work with a very different excursion, that is one in compression and one in extension . A similar structure enables the bar to transfer, in this case , part of the force of the unloading suspension to the most stressed one .

Going back now to figure 1 , in accordance with the invention, a toothing 11 is obtained along a part of the longitudinal length of the stabilizing bar, and in particular this toothing is preferably obtained in a central area of its length .

According to the invention, it is to be understood that the described system can be produced as new and installed onto the vehicle as well as a pre-existing vehicle could be modified according to what has been described .

In particular, the toothing 11 described in figure 1 can be obtained onto a pre-existing stabilizing bar, but a bar already comprising this toothing 11 in the production phase could be manufactured .

The toothing can be similar to the ones of a toothed wheel and it is produced by creating a plurality of longitudinal grooves placed parallel to each other to cover the bar circumference and with a certain longitudinal extension ( longitudinal length) .

Preferably, only a bar portion can have this working, for example a short central section thereof .

As better explained below, the toothing works for enabling to engage this stabili zing bar with a locking system 20 indicated in figure 2 .

The locking system 20 is actually in the form of a first sleeve 20 forming an axial channel 21 worked so as to form a toothing 21 ' complementary to the preceding one described for the bar and thus suitable for being engaged with the toothing 11 obtained onto the said stabilizing In particular, the protruding teeth of the bar are engaged into the housings of the toothing relative to the channel 21 and the teeth of the cannel 21 are engaged into the housings of the bar' s toothing, exactly like two toothed wheels are engaged with each other .

The sleeve 20 is however a fixed component surrounding the stabilizing axis thereby actually grabbing it and locking it through its channel 21 with toothing complementary to the one obtained onto the bar .

The sleeve 20 is preferably formed by two parts detachable from each other, that is the rear part 22 and the front part 23 .

As it can be well deduced from figure 2 , holes for the insertion of connection screws can be provided to fix said two parts to each other .

For example , the rear part 22 provides a hole or a couple of through hole/s whereas the front part 23 can provide a threaded hole or a couple of threaded holes aligned with the through hole/s for the insertion of screws or equivalent connection systems ( such as bolts ) to fix the two parts to each other .

Thus , definitely, for the simplicity of assembly, the two parts constituting the sleeve are detachable to then be able to be coupled to each other trapping between each other, in the housing 21 shaped by them, the stabilizing axis in the area of formation of its teeth .

In this way, the stabilizing bar can be arranged between the two parts that are then coupled and fixed to each other through the above-mentioned fixing means ( such as the screws ) taking care of the correct engagement of the part 11 of the stabili zing bar with the toothing present in the channel 21 .

As still shown in figure 2 , the front part 23 forms a protuberance 24 , that is a sort of tooth 24 protruding externally from the perimeter of the said front part and its function is to create a contrast element which abuts against a further contrast element present in a second sleeve 30 in which the first sleeve 20 is mounted, as better explained hereinafter .

In particular, going further with the structural description of the invention, figure 3 shows the component 30 manufactured in order to receive the sleeve 20 described in figure 2 . In fact , figure 4 shows for this purpose the whole of the sleeve 20 inserted into the component 30 .

The component 30 is , in its turn, in the shape of a second cylindrical sleeve thus forming a through channel 31 . As evident from figure 3 and 4 , the through channel works for housing the sleeve 20 .

The second sleeve 30 is provided in its inner channel 31 with a tooth 34 radially protruding towards the center of the circumference delimiting said inner channel . This tooth 34 ( or protuberance ) abuts in use against the tooth 24 relative to the sleeve 20 ( see figure 4 for this purpose ) .

In this way, a rotational constraint is created fixing in a firm way the sleeve 20 with respect to the sleeve 30 which is prevented from rotating towards the direction in which the tooth 24 is engaged against the tooth 34 , this rotation being due to the normal torsion work of the bar ( see in fact the arrow direction of figure 4 ) .

Substantially, the sleeve 20, placed inside the sleeve 30 , has a freedom of rotation towards a direction but not towards the opposite direction when the tooth 24 abuts and meets the tooth 34 .

This means that the system subj ect of the invention, as better explained in the continuation of functioning, gets into action in specific operative conditions of the vehicle when it is necessary, whereas , in other situations , the stabili zing bar operates according to its regular operative motion .

Other locking systems could be provided to prevent any rotation in general of the sleeve 20 within the sleeve 30 around the longitudinal axis of the sleeve 30 and thus around the longitudinal axis of the stabilizing bar .

For example , two teeth 34 placed at such a distance as to house the tooth 24 between each other could be provided, thereby preventing any rotation of the element 20 .

However , in this case , this solution is less preferred given that , even being functional , the stabilizing bar would be prevented from operating according to its regular functioning in all the operative conditions .

Thus , the preferred solution of the invention provides a constraint of the sleeve 20 with respect to the sleeve 30 such that the sleeve 20 is prevented from rotating towards a direction once a predetermined rotated position dependent from the torsion of the stabilizing bar has been reached .

Going further with the structural description of the invention, the second sleeve 30 comprises an anchoring plane 35 through which it can be fixed to a structural part of the vehicle on which the system is mounted . For this purpose , figure 4 shows fixing holes enabling the fixing through known and traditional connection systems , such as screws .

In this way, it can be fixed to the frame or to the cradle of the vehicle , for example .

At this point , the function of the component 30 and of the component 20 is clear . The component 20 ( the so-called first sleeve ) grips and locks the stabili zing axis thanks to its toothing which engages with the toothing obtained onto the bar itself .

In its turn, the component 20, for example once it has been constrained to the stabilizing bar, is locked into the sleeve 30 which is in its turn fixed to the vehicle frame .

The diameter of the channel 31 can be such as to enable a sliding assembly of the stabilizing bar with its sleeve 20 .

Anyway, to facilitate the assembly, also the component 30 could be manufactured in two detachable halves .

Thanks to this solution, the component 20 is prevented from rotating once the two teeth 24 and 34 intercept by abutting against each other thereby stopping a torsion of the stabilizing bar . In this way, by stopping the torsion, it is created a f irm constraint subdividing the stabilizing bar into two independent parts twisting independently .

Whereas , according to the known art , the stabilizing bar is a single continuous element , now the created constraint subdivides into two parts , interrupting or reducing the torsion .

This is schematized in figure 6 . The bar is regularly constrained to the vehicle' s structure so as to be able to have a regular functioning .

Moreover, with respect to the known art , the central toothed part of the stabilizing bar is fixed to the component 20 ( first sleeve ) which is in its turn inserted into the channel 31 of the second sleeve , as per figure 4 , and with the second sleeve constrained to the vehicle structure . More particularly, the first sleeve is engaged integrally with the stabilizing bar , thanks to the toothing preventing the corresponding bar from rotating with respect to the sleeve 20 whereby it is gripped . In its turn, the said sleeve 20 is inserted into the vehicle structure through the sleeve 30 in which it can move and rotate except for the lock condition in which the tooth 24 of the sleeve 20 intercepts the tooth 34 of the second sleeve 30 , thereby preventing a further corresponding movement between the two parts . Therefore , there is no corresponding rotation between the sleeve 20 and the sleeve 30 around the bar longitudinal axis when the two teeth intercept themselves . This constraint actually creates a torsion discontinuity in the bar subdividing it into two halves , that is the part Pl and the part P2 become two portions independent from each other, as schematized in figure 6 .

Therefore , figure 6 schematizes an operative condition of figure 4 wherein the stabili zing bar torsion makes the sleeve 20 rotate anticlockwise in figure 4 until the tooth 24 intercepts the tooth 34 thereby, in that moment , locking the corresponding rotation and then stopping the torsion of the stabilizing bar .

In this condition, the stabilizing bar is locked centrally by a constraint actually separating it into two halves . Particularly, a torsion acting onto the portion Pl of the bar is transmitted to the constraint point but does not involve or involves only minimally, the portion P2 given that the constraint point separating them exists . Obviously, vice versa is also valid .

In fact , figure 6 shows a torsion T1 at an end determining a torsional reaction T2 at the constraint point , without it being transmitted onto the portion P2 .

Going further with the structural description of the invention, as shown in figure 4A and 4B, the component 40 , which is a shock-absorbing, preferably spring-like , element is then provided .

This component is generally integrated and it is coexisting with the traditional pre-existing shock absorbers and thus it does not replace them, even if in an embodiment it could also have the shock-absorbing function of the normal shock absorbers thereby wholly replacing them .

This detail works as a load transferring moderator : it is made up by a cylinder wherein a spring is positioned, preferably calculated according to kg per mm depending on the adj ustment of each type of shock absorber for its function in extension .

Its compression is not disregarded since it comes into operation together with the suspensions in the event of braking or uneven roads or front and rear stresses of the vehicle , therefore it serves for slowing down movements in the event of high speeds even if it does not disregard the need to ensure driving comfort .

More particularly, as schematized in the two above- mentioned figures 4A and 4B, a cylindrical housing 41 is provided wherein a stem 42 is slidingly provided ending with a plate 43 . A spring 44 having an end Ml connected to the high part of the cylindrical housing and the other end M2 connected to the plate 43 , is present around the stem . Obviously, the stem partially protrudes from the cylindrical housing since , as explained hereinafter , the described cylinder is a component that is applied to the end of the stabilizing bar indeed through the said stem and is connecting onto the opposite side of the oscillating arm .

When the stem is pulled by a force F which tends to make it slide towards the outside of the cylindrical housing (that is the part where there is the connection Ml ) , as per the schematization of figure 4B, the spring 44 intervenes and it compresses itself opposing to the said force thereby creating a shock-absorbing effect and tending to bring the system to the rest configuration of figure 4A .

Said shock absorber described with reference to figures 4A and 4B is fixed to the end or substantially to the end of the stabilizing bar .

Particularly, it can be fixed on one side to the end of the oscillating bar and on the opposite side to the oscillating arm of the vehicle .

As well known, the oscillating arm is the detail that acts as a connection between the frame of the vehicle to the steering pillar, where the wheel is fixed and consequently the shock absorber is fixed to the pillar .

For the sake of completeness , figure 5 shows the stabilizing bar 100 modified in its central section with the toothing 11 and in which at the ends of the stabilizing bar the two shock absorbers 40 of figure 4 have been mounted and they preferably are integrated to the pre-existing ones that are not shown in the figure .

Therefore , in this way, the shock absorber 40 which is connected between the stabilizing bar and the oscillating arm working together with the whole suspension at any movement , is interposed between the end of the stabilizing bar and the wheel .

In addition, figure 5 schematizes with number 101 the original fixing of the stabili zing bar to the structure , however, this fixing does not constrain the bar according to the lock described in figure 4 and that is now present j ust in correspondence of the teeth 11 highlighted in figure 5 .

Having described the invention structurally, now the functioning will be described .

When the vehicle , such as a car, corners , a force tending to incline the car is generated ( rolling, that is the rotation around its longitudinal axis ) .

In fact , the vehicle behavior is linked to the interaction between the suspension units wherefrom different movements of the body depend . When the vehicle corners , the suspended masses tend to move towards the opposite direction with respect to that of the cornering center, because of the centrifugal force .

Thus , with a left cornering as in the case of the example of figure 7 , the vehicle V tends to rotate towards the outside of the cornering thereby loading towards the ground the two outer wheels ( r30 , r40 ) facing the outside and raising the opposite ones facing the center ( rl O , r20 ) . This would create a loss of load onto the wheels rlO and r20 with loss of stability in normal conditions . According to the solution structurally described above , this is remarkably lightened .

The front wheels (rlO , r30 ) are connected to the ends of the stabilizing bar according to a system described previously .

While cornering, the stabilizing bar comes into operation and rotates with a regular torsion until the tooth 24 intercepts the tooth 34 thereby locking the torsion and creating a stiff constraint subdividing the torsional bar into two portions independent from each other and working independently .

From this moment on, the functioning system gets into action .

The example of figure 7 supposes the condition in which the tooth 24 is engaged with the tooth 34 while cornering . Under this condition, going on cornering, the wheel 30 would tend to be pressed towards the ground and thus thanks to the shock absorber 40, the wheel r30 remains constrained to the ground without any excursion since the shock absorber 40 under compression is stiff given that the baffle 43 is on the cylinder bottom at an end stop position (see figure 8) . Therefore, the portion of the stabilizing bar connecting with the said wheel r30 works normally in torsion. Figure 8 shows indeed the "crushing force" acting onto the bar portion (P2) connecting to the wheel (r30) and tending to push the bar end downwards and with the motion stopped by the end stop of the shock absorber. Thus, the bar portion (P2) connecting to the said wheel r30 works normally in torsion .

Since a stiff constraint (20, 30) due to the engagement of the two teeth (24, 34) has been generated, the stabilizing bar is as if it became two portions of bars (Pl, P2) independent from each other, as mentioned.

Therefore, as schematized in figure 8, the portion P2 twists with torsion (Tl, T2) but the portion Pl becomes independent from the portion P2.

Therefore, the other bar portion (Pl) does not twist because now it is present the constraint 20 integral with the vehicle structure through the constraint 30 and therefore it tends to have an independent behavior thereby integrally raising from the ground due to the cornering effect mentioned above. This force (F-raising. Wheel in figure 8) would cause the raising of the wheel rlO from the ground but this movement of loss of grip is now reduced by the shock absorber 40 which opposes raising. Particularly, after this force, the shock absorber stem slides getting under the condition of figure 4B wherein the stem is pulled upwards finding the spring force compressing and tending to bring the system downwards (F_elastic of figure 8) . Therefore, the shock absorber integrated to the regular shock absorbers opposes itself to the raising of the wheel from the ground thus preventing the loss of grip .

In this way, since the torsional bar has been actually subdivided into two independent parts in specific operating conditions of the vehicle , torsions will result independent for the two parts , that is either a part twists or the other part twists . At this point , in the event of wheel raising, the above-mentioned compression spring stops the raising maintaining the grip to the ground .

An operative condition wherein the torsional bar is not in a locking condition against the teeth is the one in which the car is with straight wheels when it accelerates .

In the other operative conditions of cornering, a torsion of the stabilizing bar causing the locking condition described above occurs , in which the tooth 24 engages against the tooth 34 thereby subdividing the bar into two independent portions .

The present invention can be applied to any wheeled motor vehicle , particularly cars in general of any type and motor, therefore including for example vans , SUVs , town cars and the like .

The described system can be preferably applied at the front position but the possibilities of applying it at the rear or both at the front and at the rear positions are not excluded .

Claims

CLAIMS A mechanical system for improving the cornering grip of a wheeled motor vehicle, such as a car, the mechanical system comprising:

At least one stabilizing bar (10) suitable for a connection to the vehicle wheels;

Characterized by the fact that

The stabilizing bar comprises a first constraint system (11) obtained along a portion of its longitudinal length;

The system further comprising:

A first sleeve (20) forming an axial channel (21) comprising a second constraint system (21' ) suitable to be engaged with the said first constraint system (11) so that the first sleeve (20) is integral with the said stabilizing bar;

A second sleeve (30) comprising fixing means for fixing it integrally with the structure of the vehicle on which it is intended in use, the said second sleeve forming an axial channel (31) into which the first sleeve (20) is inserted with a predetermined clearance, the first sleeve comprising a first protuberance (24) which extends radially from its outer surface and the second sleeve comprising a second protuberance (34) which extends radially from its surface delimiting the axial channel (31) into which the first sleeve is placed and with said two protuberances (24, 34) arranged so that a rotational movement of the first sleeve is enabled within the second sleeve until the said two protuberances come into contact thereby stopping said rotation and creating, in use, a stiff constraint that divides the torsional bar into two portions (Pl, P2) independent from each other;

A first and a second shock absorbing element (40) , each one suitable for being connected, in use, to an end of the stabilizing bar so as to be interposed, in use, between the said end of the stabilizing bar and the corresponding wheel of the vehicle on which it acts, each one of the said first and second shock absorbing element (40) comprising a baffle (43) sliding into a channel (41) and a stem (42) connecting to the baffle at one end and with the opposite end protruding from the said channel (41) to be connected in use, in a direct or indirect way, to the said wheel, the channel being longitudinally delimited by a base and by an upper closing opposite to the base and from which the stem partially protrudes, the baffle being able to slide along the channel between an end stop position wherein it reaches the base and a position in which it moves towards the upper closing with the stem extending at least partially outside of the channel and wherein thrusting means (44) arranged between the upper closing of the channel and the baffle are comprised so as to generate a force which tends to thrust the baffle towards the base in correspondence of an approach of the baffle towards the said upper closing. The mechanical system, according to claim 1, wherein the first constraint system (11) made on the stabilizing bar comprises a toothing (11) obtained or arranged on the said stabilizing bar and wherein the second constraint system (21' ) comprises a complementary toothing (21' ) obtained along the axial channel of the first sleeve (20) so that said two toothings are reciprocally engaged. The mechanical system, according to claim 2, wherein said toothing (11) obtained on the stabilizing bar is in the form of a plurality of grooves which are running along a specific longitudinal length of the bar and are distributed around the circumference of the stabilizing bar. The mechanical system, according to one or more of the preceding claims, wherein said first sleeve (20) is formed by two separable parts joining to each other through connection means, such as screws. The mechanical system, according to one or more of the preceding claims, wherein the said fist sleeve (20) is of a substantially cylindrical shape. The mechanical system, according to one or more of the preceding claims, wherein the said second sleeve (30) is of a substantially cylindrical shape and comprises a flat base provided with passage holes for the insertion of screws, so that it can be fixed to the vehicle structure to which it is intended in use. The mechanical system, according to claim 1, wherein said thrusting means (44) comprise elastic means. The mechanical system, according to claim 7, wherein said elastic means comprise at least one compression spring interposed between the baffle (43) and the upper closing (Ml) of the channel.

25 The mechanical system, according to claim 8, wherein the channel is a cylindrical channel . A wheeled motor vehicle, preferably a car in general, the vehicle comprising at least one couple of front wheels (rlO, r30) and at least one couple of rear wheels (r20, r40) and at least one stabilizing bar

(10) connected to at least one couple of the said wheels and wherein the said stabilizing bar comprises a first constraint system (11) obtained along a portion of its longitudinal length;

And wherein there is further comprised:

A first sleeve (20) forming an axial channel (21) and comprising a second constraint system (21' ) engaging with the said first constraint system (11) so that the first sleeve (20) is integral with the said stabilizing bar;

A second sleeve (30) fixed integrally with the vehicle structure, the said second sleeve forming an axial channel (31) into which the first sleeve (20) is inserted with a predetermined clearance, the first sleeve comprising a first protuberance (24) which extends radially from its surface and the second sleeve comprising a second protuberance (34) which extends radially from its surface delimiting the axial channel (31) into which the first sleeve is placed and with said two protuberances (24, 34) arranged so that a rotational movement of the first sleeve is enabled inside the second sleeve until the said two protuberances come into contact with each other thereby locking said rotation and creating, in use, a stiff constraint that divides the torsional bar into two portions (Pl, P2) independent from each other;

And wherein there is further comprised a first 26 and a second shock absorbing element ( 40 ) , each one connected to an end of the stabilizing bar so as to be interposed between the said end of the stabilizing bar and the corresponding wheel of the vehicle on which it acts , each one of the said first and second shock absorbing element ( 40 ) comprising a baffle ( 43 ) sliding into a channel ( 41 ) and a stem ( 42 ) connecting to the baffle by an end and with the opposite end protruding from the said channel ( 41 ) to be connected, in a direct or indirect way, to the said wheel , the channel being longitudinally delimited by a base and by an upper closing opposite to the base and from which the stem partially protrudes , the baffle being able to slide along the channel between an end stop position wherein it reaches the base and a position in which it moves towards the upper closing with the stem extending at least partially outside of the channel and in which thrusting means ( 44 ) arranged between the upper closing of the channel and the baffle are comprised so as to generate a force which tends to thrust the baffle towards the base in correspondence of an approach of the baffle towards the said upper closing . The vehicle , according to claim 10 , wherein the first constraint system ( 11 ) made onto the stabilizing bar comprises a toothing ( 11 ) obtained or arranged onto the said stabilizing bar and wherein the second constraint system ( 21 ' ) comprises a complementary toothing ( 21 ' ) obtained along the axial channel of the first sleeve ( 20 ) in which the said portion of stabili zing bar provided with said toothing ( 11 ) is engaged, so that said two toothings are reciprocally engaged . 27 The vehicle, according to claim 11, wherein the said toothing (11) obtained onto the stabilizing bar is in the form of a plurality of grooves which are running along a specific longitudinal length of the bar and are distributed around the circumference of the stabilizing bar. The vehicle, according to one or more of the preceding claims from 10 to 12, wherein said first sleeve (20) is formed by two separable parts coupling to each other through connection means, such as screws. The vehicle, according to one or more of the preceding claims from 10 to 13, wherein the said first sleeve (20) is of a substantially cylindrical shape. The vehicle, according to one or more of the preceding claims from 10 to 14, wherein the said second sleeve (30) is of a substantially cylindrical shape and comprises a flat base provided with passage holes for the insertion of screws, so that it can be fixed to the vehicle structure to which it is intended in use. The vehicle, according to claim 10, wherein said thrusting means (44) comprise elastic means. The vehicle, according to claim 16, wherein said elastic means comprise at least one compression spring interposed between the baffle (43) and the upper closing (Ml) of the channel. A method for modifying a motor vehicle, the method comprising the arrangement of a mechanical system 28 according to one or more of the previous claims from 1 to 9 , the method further providing :

Fixing the second sleeve to the vehicle ;

Fixing the first and a second shock absorber ( 40 ) between wheel and stabilizing bar . The use of a mechanical system according to one or more of the preceding claims from 1 to 9 in a road vehicle .