SYSTEM AND METHOD OF CONTROL OF A MOVABLE WING GROUP AND A SUNROOF GROUP FOR A CONVERTIBLE ROAD VEHICLE AND RELATED ROAD VEHICLE

Description

“ EMETODO SYSTEM AGAINST ALAMOBILEEDIUN PPO DEGRU GRU PP OTE TTO CONVERSIVE ROAD VEHICLE WHERE IS YOUR VEHICLE STREET ” IF TT HEAR LL TECHNICAL The present invention relates to a system and a group control method mobile wing and a group hood or convertible hardtop for a road vehicle and to a related road vehicle. More specifically, the present invention finds advantageous, but not exclusive application in a wing group mobile for high-performance road vehicles, whose d entry that follows makes explicit reference without za for this lose in general. BACKGROUND LL ' INVENTION They are known as convertible cars, or equipped with unte tt o, usually rigid, openable / retractable (Retractable hardtop), which is usually folded down in a special compartment or inside the rear luggage compartment. Over the years, several methods have been developed and roof opening and closing systems in such cars convertible. The Italian patent application BO1313A000137 describes a convertible car with a sunroof featuring a four-seater cabin (two front and two rear), an engine compartment arranged in position front (i.e. in front of the passenger compartment) and closed by a bonnet, and a luggage compartment (or trunk) arranged in rear position (i.e. behind the passenger compartment) and closed from a trunk lid. The opening hardtop includes a pair of rigid elements that are mechanically connected to a frame by means of respective connecting organs and, when the hardtop is opened and placed in one position open, they are arranged inside the luggage compartment (in (particularly in the upper area of ​​the luggage compartment). European patent EP 2921329 describes a car front-engine convertible featuring a cockpit; a hard top that opens; a rear luggage compartment that contains the hardtop when the hardtop itself is arranged in an open position; a top cover which is placed above the luggage compartment and is movable between a closed position and an open position. As is known, a road vehicle, especially of the type sporty, also defined below as highly performance, as well as non-sports, includes a body, in turn including: a frame, defining a non-visible internal part of the same road vehicle; and a bodywork, which includes the outermost parts of the road vehicle and, therefore, defines an external part of the same visible to external users. Typically, the bodywork includes parts such as the sides, roof, doors, fenders, hoods and similar. The bodywork may also include wings or ailerons, that is, aerodynamic elements usually protruding from the rest of the bodywork and capable of generating a downward thrust of the road vehicle, in order to increase its grip ground of the same road vehicle. As a result, M ” simplicity, it is considered that the terms "wing" and "aileron" are interchangeable with each other. In vehicles of known types, moving parts such as the wing rear and top roof cover when retracted (in the upper portion of the luggage compartment) are usually spaced apart from each other, that is, there is a portion of fixed (non-movable) bodywork between them. In such cases However, although possible interferences between the moving parts thanks to the distance between them, is limited the design possibilities of the designers, as well as an optimization of the overall dimensions (which turn out to be of particular importance in high-performance vehicles). DESCRIPTION OF THE INVENTION The purpose of the present invention is to realize a system and method of mobile wing group control and of a sunroof assembly for a road vehicle convertible, as well as a related road vehicle, whether at least partially free from the above drawbacks descriptions, at the same time, are simple and simple economical realization. According to the present invention, there are provided a system and a method of control of mobile wing group and of a hood or sunroof for a road vehicle, as well as a related road vehicle, as claimed by the independent claims that follow and, preferably, in any of the dependent claims directly or indirectly from the claims independent. The claims describe embodiments preferred embodiments of the present invention forming part integral to this description. BRIEF DESCRIPTION OF THE SIGNS For a better understanding of this invention, Some preferred forms of these are described below. non-limiting realizations, purely by way of example and with the aid of the attached drawings, in which: - Figures 1A-1B show a side view of a convertible road vehicle comprising a wing assembly mobi le in a first configuration (integrated in the bodywork, at rest) and a sunroof group in a extracted configuration; - Figures 2A-2B show a side view of the road vehicle of figure 1 with the movable wing group in a second configuration (protruding from the bodywork, operational) and the sunroof group in a configuration extracted; - Figure 3A shows a side view of the vehicle of figures 1 and 2 with the movable wing group in the first configuration and the roof group in an AL configuration transition with an open top cover for allow switching from the extracted configuration to a position backwards or vice versa, where the cover is not collides with the mobile wing group of the same vehicle road; - Figure 3B shows a side view of the vehicle of figures 1 and 2 with the movable wing group in the second wave configuration and the roof group in an AL configuration transition with the open top cover to allow the transition from the extracted configuration to the position retra tt or vice versa, in which the coverage with ideconil mobile wing group of the same road vehicle; and - figure 4 shows schematically a system of control of the movable wing group and the roof group for a road vehicle. FORMS OF REALITY OF THE INVENTION In figure 1, with 1 being generically indicated, in its complex, a road vehicle, especially an automobile, equipped with two front wheels and two rear wheels, of which at least one pair (or all) receive the pair powered by a propulsion system. The same reference numbers and letters in the figures they identify the same elements or components with the same function. In the context of this description the term “second” component does not imply the presence of a “first” component. These terms are in fact used as labels to improve clarity and do not go into thesis in limiting way. The elements and features illustrated in the various preferred embodiments, including drawings, can be combined with each other without going out from the scope of protection of this application as described below. It is specified that in the following description, expressions such as “superiorly”, “inferiorly”, “ anteriorly ” , “ posteriorly ” and similar are used with reference to conditions of normal advancement of the of car 1 along the normal direction D of advance. As shown in the non-limiting form of According to Figure 1 , it is also possible to define : - a longitudinal ss and X, supported by car 1 and arranged , unused , or on the back of the abnormal forward direction D of car 1; - a transverse ss and Y , in solidarity with car 1 and arranged , unused , or zz ontaleeorthogonal to the X axis ; and - a vertical ss and Z , supported by car 1 and arranged, in use, vertical and orthogonal to the X, Y axes. S ifa now refer to what is depicted in the figures 1A–1B , 2A–2B without this being limiting for as described below. Specifically, the figures ① ム ー 1B, 2A-2B show a road vehicle 1, herein of type sports or high performance, comprising at least all the components previously described. LL road vehicle 1 includes at least one wing rear 10A (especially two, between them preferably symmetrical and arranged on opposite sides of the vehicle 1 road with respect to the transverse Y axis , as shown in the figure 1A-1B and 2A-2B) secured to a rear 2A of the vehicle street 1 , relativelyaccumulate advancement D of the road vehicle In some cases, road vehicles 1 also includes a front wing (not shown) attached ON a front part 2B of the road vehicle 1. The physical principle underlying the functioning of a car wing is based on the same principle physical that allows aircraft to fly; however, diff erence from the aeronautical sector, during the model motion same ss or, the road vehicle 1 is pushed by the air towards ground to create a so-called “downforce”. In other words, the rear wing LOA and / or the front wing define respective wing profiles which, starting from a certain speed, generate corresponding lift towards the ground on which road vehicle 1 is moving forward. With reference to the ©rear wing 10A only, the latter is here of the retractable or extractable type, that is is designed to be used between a first configuration (integrated into the bodywork, at rest) or configuration retracted (figures 1A and 1B) in which the rear wing 10 A is arranged inside or integrated into the bodywork 2 of road vehicle 1 and a second configuration (protruding from the body, operational) or configuration extract (figures 2A and 2B) in which the rear wing 10 A is located externally to the vehicle body 2 road 1 and exerts an aerodynamic effect (of downforce). The retracted position defines a rest position of the rear wing 1 0 A, and the extracted position is defined a working position or wing operating position rear 10A. I nalcunicasinonlimitat ivi , the rear wing LOA is generally moved from the retracted position to the position extracted upon reaching a certain point road vehicle speed of travel 1. For non-limited cases there, the rear wing ① 0 A is moved from the retracted position to the extracted position following a driver command, for example following of selecting a sport driving mode. Please note that the same considerations are also valid for the wing front. Body 2 also includes a roof group 3 retractable or extractable type. Group 3 roof includes a 4-person folding / convertible roof, which is configured for move from a retracted position to an extended position and vice versa; and a higher cover 11, which is part mobile of the body 2 of the road vehicle 1 (therefore it is visible from outside the vehicle 1 road). The coverage 11 upper is moved by a 5 actuator system for switch from a closed configuration (illustrated for example in figures 1A-2B) to an open configuration (illustrated in figures 3A, 3B). In particular, the coverage 11 su p er i ore delimits above, in the configuration closed, and a compartment 6 configured to accommodate the roof 4 in the retracted configuration. P referibilmentemannonlimitativamente , ilvano 6 corresponds to the upper portion of a trunk vehicular. Therefore, the roof group 3 is configured to switch the road vehicle 1 between a respective first configuration retracted or convertible configuration (i.e. in which (1) cockpit is uncovered) and a second configuration extracted or configuration <cappottata (ovvero in cui the passenger compartment is covered). When passing from one configuration to the other, the group 3 roof and configured to assume a transitional configuration, in which the top cover 11 is in the open configuration and It therefore allows the passage of the roof 4 from the configuration extracted to the retracted configuration and vice versa, leaving therefore free access / exit to / from compartment 6. In particular, therefore, in the retracted configuration, the section 4 is placed inside the compartment 6, where the body 2, so that the passenger compartment of the vehicle road 1 is at least partially open at the top. In particular, in the extracted configuration, the roof 4 is arranged so as to cover the passenger compartment from above of road vehicle 1. Figure 4 shows a group control system 20 movable wing and a hood for a road vehicle. For simplicity and to facilitate understanding of this invention, reference is made in the following to a vehicle s road of the type shown in figures 1A-1B, 2A-2B and 3A- 3 B and therefore, in the following, the same numbers will be used of reference, without this being limiting for the present invention. In particular, the movable wing group 1 0 , au comprising two rear aL1 10A, and the hood 11 of the road vehicle 1 are at least partly adjacent to each other them in at least one respective operational position, for example when the hood 11 is in the convertible position and the LOA hind wings are in the retracted position. In particular, system 20 includes: - a main electronic control unit 21, also called as master ECU for arbitration of the logic (e.g., preferably, a Body Computer Node, BCM ) ; - an electronic control unit 22 of the group 10-wing movable, also referred to as AeroWings Node, NAM, in communication with the electronic control unit main 21 and designed to generate an output, here represented alternatively by AP signals (AeorwingsPosition) and APF (AerowingsPositionFailSts) outgoing from the same electronic control unit 22 of the mobile wing group 10, indicative of an operational condition of the mobile wing group 10; and - an electronic control unit 23 of the group 3 roof, also called as Capote Node, NCP, in communication with the electronic control unit main 21 and designed to generate an output, here represented by CS (CapoteSts) signals coming out of the same electronic control unit 23 of the group 3 roof, indicative of an operating condition of the group 3 roof, in particular the upper covering 11. According to one aspect of the present invention, the main electronic control unit 21 is proge tt ataper : - receive and process the respective AP, APF, CS outputs of the electronic control unit 22 of the wing group mobile 10 and the electronic control unit 23 of the group 3 roof, in particular the upper cover 11, to determine the presence of potential interference between the operating conditions of the 10th mobile wing group and the group 3 roof, in particular the upper covering 11; - if a condition is determined to be present potential interference between the operating conditions of the mobile wing group 10 and roof group 3, in particular of the upper 11 coverage, generate and transmit an inhibit output, here represented by CE signals ( CapoteEnable) and AE ( AerowingsEnable), alternatively for the electronic control unit 22 of the wing group mobile 10 or for the electronic control unit 23 of group 3 roof, in particular of cover 11 upper, so as to switch the operating condition of the mobile wing group 10 or roof group 3, in detail of the upper cover 11, to prevent a collision between the 10th mobile wing group, in particular the rear wings 10A, and group 3 roof, in particular of the upper cover 11. The output generated by the electronic control unit of control 22 of the mobile wing group 10 includes at least data indicative of the spatial position assumed or assumeable by the mobile wing group 10, represented by the AP signal; furthermore, the output generated by the electronic control unit 23 of group 3 roof, in particular of cover 11 superior, includes at least indicative data of the position spatial assumed or assumeable by group 3 roof, in detail of the upper cover 11, represented by the CS signal. Consequently, according to one aspect of this in ven zi on e, the electronic control unit main 21 and designed to determine the presence of a potential interference between the operating conditions of the mobile wing group 10 and roof group 3, in particular of the upper cover 11, determining the presence of a potential 1interference between 1the spatial positions employed or employable by the 10th mobile wing group and the group 3 roof, in particular the upper covering 11. In order to generate the output indicative of a condition operational group 3 roof, in particular the covering 11 upper, the electronic control unit 1 or 2 3 of the group 3 roof, in particular the upper cover 11, It is designed to receive an opening command from the top cover 11, indicated with the HW reference, and of generate an output indicative of an opening request of group 3 roof, in particular of cover 11 superior, which, according to one aspect of the present invention, is transmitted together with the aforementioned data relating to to the spatial position of the cover 11 and, therefore, forming part of the CS output. Furthermore, the control unit main control electronics 21 is also designed to determine the presence of potential interference between the operating conditions of the 10th mobile wing group and the group 3 roof, in particular the upper cover 11, also on the basis of the indicative release of a request for opening of the group 3 roof, in particular the covering 11 superior. In particular, according to one aspect of this invention, the road vehicle 1 comprises means of 24-hour drive of group 3 roof, in particular of the 11 top cover, designed to allow 1 sending of the roof group 3 opening command, in particular of the upper cover 11, upon operation by the driver. For example, 1 means of operation 24 of group 3 roof, in particular of cover 11 top, include a 24-button operation, the which, when pressed by the driver, allows the sending of the opening command of the roof group 3, in particular of the top cover 11. In order to generate and transmit an inhibit output alternatively for the electronic control unit 22 of the mobile wing group 10 or for the control unit control electronics 23 of group 3 roof, in detail of the upper cover 11, the control unit main control electronics 21 is alternatively proge tt ataper : - generate a inhibition notification for the wing group mobile 10 if it is determined that the spatial position assumptive of the 10th mobile wing group is in conflict with the current spatial position of the roof group 3, in particular of the upper 11 cover; and - generate a ban notification for group 3 roof, especially the upper covering 11, if it is determined that the spatial position that can be assumed of the group 3 roof, in particular the upper cover 11, conflicts with the group's current spatial location mobile wing 10. According to one aspect of the present invention, the output generated by the electronic control unit 22 of the Mobile Wing Group 10 also includes indicative data of the spatial position of the movable wing group 10 determined by a failure condition of the movable wing group 10, represented by the APF output; furthermore, the output generated from the electronic control unit 23 of group 3 roof, in particular the upper cover 11, It also includes data indicative of the spatial position of group 3 roof, in particular of cover 11 higher, determined by a fault condition of the group 3 roof, in particular the upper cover 11, represented by the CS output. In addition, the control unit main control electronics 21 is designed for to determine the presence of potential interference between the operating conditions of the 10th mobile wing group and of the group 3 roof, in particular the upper cover 11, also on the basis of the positions of the 10th mobile wing group and of group 3 roof, in particular of cover 11 higher, determined by respective fault conditions of this SS and; 1 also, which the control unit and ttr onicades main control 21 is designed to generate and Transmitting an inhibit command, represented by the CE and ARE signals, alternatively to the control unit control electronics 22 of the mobile wing group 10 or to the electronic control unit 23 of group 3 roof, in particular the upper covering 11, also based on the positions of the 10th Mobile Wing Group and the group 3 roof, in particular the upper cover 11, determined by their respective failure conditions. Therefore, according to one aspect of the present invention, the main electronic control unit 21 is designed to implement a control algorithm of type aster-slave, in which the same central line and ttr onica master control 21 operates as master and the control units ronic elec ttsagainst ll or 22, 2 3 operate as slaves. The nos more detail, received AP, APF, CS, 1st exits electronic control unit —main control 21 is designed to implement two enabling strategies or separate inhibition for the movable wing group 10, in the specific for the 10A rear wings, and the group 3 roof, in detail of the upper cover 11. In particular, at the in order to enable or disable the operation of the wing group mobile 10, the main electronic control unit 21 is designed for: - allow the enabling of the mobile wing group 10 (AE enabled, that is, an enable command is transmitted to the electronic control unit 22), or allow switching between the extracted configuration and the retracted or vice versa configuration of the rear wings 1 0 A, in the given case, starting from the output Cs , which is the roof of group 3 is in the configuration convertible or in the convertible configuration, that is there is no switching between group configurations 3 roof, in particular the upper cover 11 is not open ; and - inhibit the operation of the mobile wing group 10 (AE disabled, i.e. an inhibit command is transmitted to the electronic control unit 22), or not allow switching between the extracted configuration and the retracted or vice versa configuration of the rear wings 1 0 A, in the given case, starting from the output CS, which 11 group 3 roof is in the configuration of transition, with cover 11 in the open configuration, that is, switching from the convertible configuration to the upside-down configuration or vice versa, or both in an intermediate configuration between the above positions, that is, group 3 roof, in particular roofing 11 superior, is switching between the positions that can be assumed by the latter or both in a fault condition and not allows the correct positioning of the roof group 3 itself. Similarly, in order to enable or 1 inhibit the operation of the roof group 3, in particular of the top cover 11, the electronic control unit of main control 21 is designed for: - allow the enabling of group 3 roof, in detail of the upper cover 11, (CE enabled, that is, an enabling command is transmitted to the control unit control electronics 23), or to allow 1st switching between convertible and 1st gear configuration hooded configuration or vice versa of the group 3 roof, in detail of the upper cover 11, in case let it be determined, starting from the AP, APF outputs, that the 10 & movable wing group in retracted and non-retracted configuration a fault condition is present; and - inhibit the operation of the roof group 3, in detail of the upper cover 11 (CE disabled, that is, an inhibition command is transmitted to the control unit control electronic element 2 3 ) , or vve rod ① do not allow it switching between convertible and 1st gear configuration rollover configuration or vice versa, in case it is determined, starting from the AP, APF exits, that the group movable wing 10 is in the extracted configuration and / or is present a fault condition, which could then lead to a collision with the group 3 roof, in particular with the top cover 11, if this is moved. According to one aspect of the present invention, the main electronic control unit 21 and in communication with the electronic control unit 22 of the 10th mobile wing group by means of a communication network of the mobile wing group; furthermore, the electronic control unit of main control 21 is in communication with the control unit control electronics 23 of group 3 roof, in detail of the upper cover 11, by means of a Group 3 roof communication network, in particular of the upper cover 11, independent and separate from the Mobile Wing Group Communication Network 25. TL system 20 also includes a human- human - machine interface ( HMI ) 2 7 communication with the electronic control unit 23 of group te tt o , especially of the upper 11 coverage; in particularly , the tronic control plant 2 3 of the group 3 roof, especially the upper 11 cover, is also a program that will generate an output , the resented pp downsignal CI , indicativeof information relating to ll a operating condition of group 3 roof, in particular the coverage 11 higher, at least on the basis of the command of inhibition, represented by the EC signal, transmitted by the substation of —main control 21 and from the indicative output of the group's operating conditions 3 roof, in particular the upper covering 11, represented by CS signal. In addition, 1"HMI 27 is designed to receive and process the output generated by the control unit control electronics 23 of group 3 roof, in detail of the upper cover 11, to put on disposition of a driver of the road vehicle 1 le information relating to the operating condition of the group 3 roof, in particular the upper covering 11. Second In one aspect of the present invention, the HMI 27 includes a display, housed for example in the vehicle interior road 1, and configured to receive and process the information represented by the CI signal (CapoteInformationForDisplay) to allow it display to the driver of the road vehicle 1. According to the present invention, it is also provided to provision of a method of control of the mobile wing group 10 and of group 3 roof, in particular of roof 11 superior, for road vehicle 1, implemented by system 20 according to the methods described above with reference to the components of the same system ⑳ . TL system, the method and the related vehicle above described have numerous advantages. In particular, system 20 and the related method they allow you to avoid collisions between the movable wing group 10, in particular the rear wings 10A, and 11 group 3 roof, in particular the upper covering 11, in the event that at least one of the two parts of the vehicle road 1 is put into motion. This strategy for managing the movement of the wing group mobile 10 and group 3 roof, in particular of the 11 top cover, it is advantageously applicable to sports-type road vehicles, such as the road vehicle 1, without this being limiting for the present purpose invention. LIST OF REFERENCE NUMBERS OF THE FIGURES 1 - road vehicle 2 — bodywork 2A - rear part 2B - front part 3 - group ote tto 4 - retractable roof 5 - actuator system 6 - compartment 10 - mobile wing group LOA - rear wing 11 - top cover 20 - system 21 - main electronic control unit 22 - wing group electronic control unit mobile 10 23 - electronic hood control switchboard 11 2 4 — - medium diation 2 7 - man-machine interface D -forward direction o AP-signal APF - signal CS signal EC - signal AE - signal CI reported

Claims

1. A control system (20) for a movable wing group (10) and a roof group (3) for a road vehicle (1), the movable wing group (10) and the roof group (3) being at least partly adjacent to each other along a direction transverse to a normal direction (D) of travel of the road vehicle (1); the roof group (3) comprising at least one roof (4) retractable into a compartment (6) and a cover (11) which delimits the compartment (6) at the top; the cover (11) being movable between an open configuration and a closed configuration so as to selectively allow the roof (4) to be accessed or exited from the compartment (6); the system (20) comprises: - a main electronic control unit (21); - an electronic control unit (22) for the movable wing group (10) in communication with the main electronic control unit (21) and designed to generate an output (AP, APE) indicative of an operating condition of the movable wing group (10);and - an electronic control unit (23) of the roof assembly (3), in particular of the upper cover (11), in communication with the main electronic control unit (21) and designed to generate an output (CS) indicative of an operating condition of the roof assembly (3), in particular of the upper cover (11), wherein the main electronic control unit (21) is designed to: - receive and process the respective outputs (AP, APF, CS) of the electronic control unit (22) of the movable wing assembly (10) and of the electronic control unit (23) of the roof assembly (3), in particular of the upper cover (11), to determine the presence of a potential interference between the operating conditions of the movable wing assembly (10) and of the roof assembly (3), in particular of the upper cover (11);- if a potential interference condition is determined to be present between the operating conditions of the movable wing assembly (10) and the roof assembly (3), in particular the upper cover (11), generate and transmit an inhibition output (CE, AE) alternatively to the electronic control unit (22) of the movable wing assembly (10) or to the electronic control unit (23) of the roof assembly (3), in particular the upper cover (11), so as to switch the operating condition of the movable wing assembly (10) or of the roof assembly (3), in particular the upper cover (11), to prevent a collision between the movable wing assembly (10) and the roof assembly (3), in particular the upper cover (11).; 2. The system (20) according to claim 1, wherein the output (AP, APF) generated by the electronic control unit (22) of the mobile wing group (10) comprises at least data indicative of the spatial position assumed or assumable (AP) by the mobile wing group (10) and wherein the output (CS) generated by the electronic control unit (23) of the roof group (3), in particular of the upper covering (11), comprises at least data indicative of the spatial position assumed or assumable (CS) of the roof group (3), in particular of the upper covering (11), and wherein the main electronic control unit (21) is designed to determine the presence of a potential interference between the operating conditions of the mobile wing group (10) and of the roof group (3), in particular of the upper covering (11), determining the presence of a potential interference between the spatial positions assumed or assumable of the mobile wing group (10) and of the roof group (3), in particular of the upper covering (11), determining the presence of a potential interference between the spatial positions assumed or assumable of the mobile wing group (10) and of the roof group (3),in particular of the upper cover (11)., 3. The system (20) according to claim 2, wherein, in order to generate an output (CS) indicative of an operating condition of the roof assembly (3), in particular of the upper cover (11), the electronic control unit (23) of the roof assembly (3), in particular of the upper cover (11), is designed to receive an opening command (HW) of the roof assembly (3), in particular of the upper cover (11), and to generate an output indicative of a request to open the upper cover (11), wherein the main electronic control unit (21) is further designed to determine the presence of a potential interference between the operating conditions of the movable wing assembly (10) and the roof assembly (3), in particular of the upper cover (11), also on the basis of the output indicative of a request to open the roof assembly (3), in particular of the upper cover (11).

4. The system (20) according to any of claims 2-3, wherein, in order to generate an inhibition output (CE, AE) alternatively for the electronic control unit (22) of the movable wing assembly (10) or for the electronic control unit (23) of the roof assembly (3), in particular of the upper cover (11), so as to switch the operating condition of the movable wing assembly (10) or of the roof assembly (3), in particular of the upper cover (11), to prevent a collision between the movable wing assembly (10) and the roof assembly (3), in particular of the upper cover (11), the main electronic control unit (21) is alternatively designed to: - generate an inhibition notification for the movable wing assembly (10) if it is determined that the assumable spatial position of the movable wing assembly (10) conflicts with the current spatial position of the roof assembly (3), in particular of the upper cover (11);and - generate an inhibition notification for the roof group (3), in particular the upper cover (11), if it is determined that the assumeable spatial position of the roof group (3), in particular the upper cover (11), conflicts with the current spatial position of the mobile wing group (10).; 5. The system (20) according to any of claims 2-4, wherein the output generated by the electronic control unit (23) of the movable wing assembly (10) further comprises data indicative of the spatial position of the movable wing assembly (10) determined by a fault condition (APF) of the movable wing assembly (10) and wherein the output generated by the electronic control unit (23) of the roof assembly (3), in particular of the upper cover (11), further comprises data indicative of the spatial position of the roof assembly (3), in particular of the upper cover (11), determined by a fault condition (CS) of the roof assembly (3), in particular of the upper cover (11), wherein the main electronic control unit (21) is designed to determine the presence of a potential interference between the operating conditions of the movable wing assembly (10) and the roof assembly (3), in particular of the upper cover (11),also on the basis of the operating conditions of the movable wing group (10) and of the roof group (3), in particular of the upper covering (11), determined by respective fault conditions of the same, and in which the main electronic control unit (21) is designed to generate and transmit an inhibition command alternatively to the electronic control unit (22) of the movable wing group (10) or to the electronic control unit (23) of the roof group (3), in particular of the upper covering (11), also on the basis of the operating conditions of the movable wing group (10) and of the roof group (3), in particular of the upper covering (11), determined by respective fault conditions of the same., 6. The system (20) according to any of the preceding claims, wherein the main electronic control unit (21) is in communication with the electronic control unit (22) of the movable wing group (10) by means of a movable wing group communication network, and wherein the main electronic control unit (21) is in communication with the electronic control unit (23) of the roof group (3), in particular of the upper covering (11), by means of a communication network of the roof group (3), in particular of the upper covering (11), independent and separate from the movable wing group (10) communication network.

7. The system (20) according to any of the preceding claims and further comprising a human-machine interface (27) in communication with the electronic control unit (23) of the roof assembly (3) in particular of the upper covering (11), the electronic control unit (23) of the roof assembly (3), in particular of the upper covering (11), is further designed to generate an output (CI) indicative of information relating to the operating condition of the roof assembly (3), in particular of the upper covering (11), at least on the basis of the inhibition command (CE) transmitted by the main electronic control unit (21) and the output (CS) indicative of the operating conditions of the roof assembly (3), in particular of the upper covering (11),and wherein the human-machine interface (27) is designed to receive and process the output (CI) generated by the electronic control unit (23) of the roof assembly (3) in particular of the upper cover (11), to make available to a driver of the road vehicle (1) the information relating to the operating condition of the roof assembly (3), in particular of the upper cover (11)., 8. A road vehicle comprising a movable wing assembly (10) and a roof assembly (3) at least partly adjacent to each other along a direction transverse to a normal direction (D) of travel of the road vehicle (1); wherein the roof assembly (3) comprises at least one roof (4) retractable into a vehicle compartment (6) and a cover (11) which delimits the vehicle compartment (6) at the top; wherein the cover (11) is movable between an open configuration and a closed configuration so as to selectively allow access to or exit from the vehicle compartment (6) of the roof (4); the road vehicle (1) comprising a system (20) for controlling the movable wing assembly (10) and the roof assembly (3), in particular the upper cover (11), for the road vehicle (1) according to any of claims 1-7.

9. Method of controlling a movable wing assembly (10) and roof assembly (3) for a road vehicle (1), the movable wing assembly (10) and the roof assembly (3) being at least partly adjacent to each other along a direction transverse to a normal direction (D) of travel of the road vehicle (1); the roof assembly (3) comprising at least one roof (4) retractable into a compartment (6) and a cover (11) which delimits the compartment (6) at the top; the cover (11) being movable between an open configuration and a closed configuration so as to selectively allow the roof (4) to be accessed or exited from the compartment (6);the method comprises the steps of: - processing, by means of a main electronic control unit (21), an output (AP, APF) indicative of an operating condition of the wing group (10) generated by an electronic control unit (22) of the wing group (10) and an output (CS) indicative of an operating condition of the roof group (3), in particular of the upper cover (11), generated by an electronic control unit (23) of the roof group (3), in particular of the upper cover (11), to determine the presence of a potential interference between the operating conditions of the wing group (10) and the roof group (3), in particular of the upper cover (11);and - if it is determined that a condition of potential interference exists between the operating conditions of the movable wing assembly (10) and the roof assembly (3), in particular the upper cover (11), generate and transmit, by means of the main electronic control unit (21), an inhibition output (CE, AE) alternatively for the electronic control unit (22) of the movable wing assembly (10) or for the electronic control unit (23) of the roof assembly (3), in particular the upper cover (11), so as to switch the operating condition of the movable wing assembly (10) or of the roof assembly (3), in particular the upper cover (11), to prevent a collision between the movable wing assembly (10) and the roof assembly (3), in particular the upper cover (11).; 10. The method according to claim 9, wherein the output (AP, APF) generated by the electronic control unit (22) of the mobile wing group (10) comprises at least data indicative of the spatial position assumed or assumable (AP) by the mobile wing group (10) and wherein the output (CS) generated by the electronic control unit (23) of the roof group (3), in particular of the upper covering (11), comprises at least data indicative of the spatial position assumed or assumable (CS) of the roof group (3), in particular of the upper covering (11), and wherein the method comprises the step of determining the presence of a potential interference between the operating conditions of the mobile wing group (10) and of the roof group (3), in particular of the upper covering (11), determining the presence of a potential interference between the spatial positions assumed or assumable of the mobile wing group (10) and of the roof group (3), in particular of the upper covering (11).

11. The method according to claim 10 and further comprising the step of receiving a command to open (HW) the roof assembly (3), in particular the upper covering (11), and generating an output indicative of a request to open the roof assembly (3), in particular the upper covering (11), and wherein the method further comprises the step of determining the presence of a potential interference between the operating conditions of the movable wing assembly (10) and the roof assembly (3), in particular the upper covering (11), also on the basis of the output indicative of a request to open the roof assembly (3), in particular the upper covering (11).

12. The method according to any of claims 10 and 11 and comprising the step of generating an inhibition output (CE, AE) alternatively for the electronic control unit (22) of the movable wing assembly (10) or for the electronic control unit (23) of the roof assembly (3), in particular of the upper cover (11), so as to switch the operating condition of the movable wing assembly (10) or of the roof assembly (3), in particular of the upper cover (11), to prevent a collision between the movable wing assembly (10) and the roof assembly (3), in particular of the upper cover (11), the main electronic control unit (21) alternatively: - generating an inhibition notification for the movable wing assembly (10) if it is determined that the assumable spatial position of the movable wing assembly (10) conflicts with the current spatial position of the roof assembly (3), in particular of the upper cover (11);and - generating an inhibition notification for the canopy (11) if it is determined that the assumeable spatial position of the roof group (3), in particular the upper cover (11), conflicts with the current spatial position of the movable wing group (10).; 13. The method according to any one of claims 10 to 12, wherein the output generated by the electronic control unit (23) of the movable wing assembly (10) further comprises data indicative of the spatial position of the movable wing assembly (10) determined by a fault condition (APE) of the movable wing assembly (10) and wherein the output generated by the electronic control unit (23) of the roof assembly (3), in particular of the upper covering (11), further comprises data indicative of the spatial position of the roof assembly (3), in particular of the upper covering (11), determined by a fault condition (CS) of the roof assembly (3), in particular of the upper covering (11), wherein the method further comprises the step of determining the presence of a potential interference between the operating conditions of the movable wing assembly (10) and the roof assembly (3), in particular of the upper covering (11), wherein the method further comprises the step of determining the presence of a potential interference between the operating conditions of the movable wing assembly (10) and the roof assembly (3), in particular of the upper covering (11),also on the basis of the operating conditions of the movable wing group (10) and of the roof group (3), in particular of the upper covering (11), determined by respective fault conditions of the same, and in which the method also comprises the step of generating and transmitting an inhibition command alternatively to the electronic control unit (22) of the movable wing group (10) or to the electronic control unit (23) of the roof group (3), in particular of the upper covering (11), also on the basis of the operating conditions of the movable wing group (10) and of the roof group (3), in particular of the upper covering (11), determined by respective fault conditions of the same., 14. The method according to any one of claims 10 to 13 and further comprising the step of generating an output (CI) indicative of information relating to the operating condition of the roof assembly (3), in particular of the upper cover (11), at least on the basis of the inhibition command (CE) transmitted by the main electronic control unit (21) and the output (CS) indicative of the operating conditions of the roof assembly (3), in particular of the upper cover (11), and wherein the method further comprises the step of processing the output (CI) generated by the electronic control unit (23) of the roof assembly (3), in particular of the upper cover (11), to make available to a driver of the road vehicle (1) the information relating to the operating condition of the roof assembly (3), in particular of the upper cover (11).