Roll saddle type vehicle with roll blocking device

Abstract

The roll vehicle (1) comprises two front steering wheels (15.1) connected to the frame (1, 3) by a four-bar linkage. The four-bar linkage is equipped with a roll blocking device which allows to block the movement of the mutually articulated components (19) of the four-bar linkage system if the vehicle (1) is desired or must be prevented from performing a roll movement, for example when the vehicle (1) is stopped or almost stopped and the vehicle (1) is parked. The roll blocking device comprises two elements (43) coaxial with each other, which are movable relative to each other to move towards and away from each other parallel to a common axis (B1) of said elements (43). The two elements (43) are connected to two different components (19) of the vehicle (1), for example two components (19) of a four-bar linkage, or to one or both components (19) and a frame (1, 3) of the vehicle (1), which rotate relative to each other about a common axis (B1) of the two coaxial elements (43) when the vehicle (1) performs a roll movement.

Description

TECHNICAL FIELD

[0001] The present invention relates to a tilting saddle-type vehicle having at least two front steered wheels connected to the frame of the vehicle through a four-bar linkage, which allows the vehicle to perform roll movements, for example when the vehicle is travelling in a turn. BACKGROUND

[0002] In the field of motor vehicles, an increasing number of vehicles combine the characteristics of two-wheeled saddle-type vehicles (e.g. motorcycles and scooters) in terms of manoeuvrability with the stability of four-wheeled vehicles. These vehicles include three-wheeled motor vehicles equipped with two front steered wheels and one rear driven wheel, and four-wheeled motor vehicles, commonly known as quads.

[0003] More in detail, the above-mentioned three-wheeled motor vehicles are provided with two front steered wheels, i.e. adapted to be controlled by the driver via handlebars for steering and roll of the vehicle (i.e. lateral inclination or tilting in the case of roll movements. Roll movements are pivoting movements about an axis oriented substantially along the direction of forward movement. The three-wheeled vehicle also includes a rear driven wheel, which is mechanically connected to the engine, with the function of providing torque and thus traction, while the pair of front wheels has the function of defining the direction of travel of the vehicle.

[0004] In addition to the steering movements, this pair of front wheels is also provided with roll movements and is connected to the vehicle frame through shock absorbers, which allow elastic movements. Compared to motor vehicles with a single front wheel, roll vehicles have greater stability due to the use of two pairs of front wheels, which guarantee this greater stability through the double contact of the pairs of front wheels with the ground, similar to the stability provided by cars.

[0005] The front wheels are connected to each other via kinematic mechanisms, which allow the wheels to roll and steer substantially synchronously, for example through one or two four-bar linkages interposed between the front wheels and the front end frame. Furthermore, these motor vehicles are usually provided with two independent suspensions with shock absorbers, one for each front driven wheel. Each suspension is equipped with elastic elements (springs) and viscous elements (damper).

[0006] Three-wheeled roll motor vehicles (motorcycles) have many advantages over more traditional two-wheeled motorcycles, but also some disadvantages. In particular, the increased width in the front region of the motorcycle, compared to traditional motorcycles with only one front steered wheel, determines a greater resistance to forward movement.

[0007] Although three- or four-wheeled tilting motor vehicles have a high stability, in some cases they can still tip over due to an uncontrolled tilting movement. This can especially happen at low speed or when the vehicle is stopped or parked. To prevent this problem, three- or four-wheeled tilting motor vehicles are usually equipped with a tilting blocking or tilting control device which prevents the motor vehicle from accidentally tipping over when stopped or at low speed. For example, three-wheeled motor vehicles with a tilting blocking or tilting control device are disclosed in WO2017115293, WO2017115294, WO2017115295, WO2017115296, WO2017115297, WO2018116210, WO2018116211, EP1561612 and EP2913256.

[0008] The tilting blocking devices known in the prior art are bulky and complex.

[0009] It is an object of the embodiments described herein to provide a tilting blocking device which is more efficient and more compact than the devices of the prior art. SUMMARY

[0010] To this end, a tilting saddle-type vehicle is provided, wherein the tilting saddle-type vehicle comprises a frame with a saddle and a steering mechanism and a left front steering wheel and a right front steering wheel, which are arranged side by side in a left-right direction of the vehicle. The vehicle further comprises a four-bar linkage connecting the left front steering wheel and the right front steering wheel to the frame, thereby allowing the right front wheel and the left front wheel to perform a steering movement and a tilting movement. Associated with the four-bar linkage is a tilting blocking device, which comprises a first element and a second element, which are arranged coaxially to each other and which are rotatable relative to each other about an axis of rotation of the tilting blocking device when the vehicle performs a tilting movement. The first element is rotationally integral with a first part of the four-bar linkage and the second element is rotationally integral with the frame or with a second part of the four-bar linkage. It is characterized in that the first element and the second element are configured to move relative to each other in a direction parallel to the axis of rotation between a locked position, in which a first contact surface of the first element and a second contact surface of the second element are in contact and pressed together, thereby generating a torque which prevents a relative rotation between the first element and the second element, and an unlocked position, i.e. a free position, in which the first contact surface and the second contact surface are spaced apart from each other, so that the first element and the second element are free to rotate relative to each other.

[0011] The roll blocking device thus configured can be made with small dimensions, i.e. with a small footprint. In this way, the presence of this component imposes less constraints on the design of the vehicle and of the components inside the body of the vehicle. Moreover, the device thus conceived has a small impact on the weight of the vehicle. Finally, the blocking device according to the present application is compact and easy to install, remove and maintain.

[0012] In the present text, two components, parts or elements are in "rotatable integral" with each other when they rotate together, i.e. when they perform the same rotational movement around the same axis.

[0013] In an advantageous embodiment, the first element and the second element form components of a conical clutch. The conical configuration makes it possible to obtain a roll blocking device with particularly small dimensions. In fact, the conical shape of the surfaces of mutual contact between the two elements of the roll blocking device which are coaxial and axially movable with respect to each other makes it possible to obtain high torques with very small average radii of the contact surfaces and makes it possible to obtain high friction forces with limited thrust between the two elements of the roll blocking device.

[0014] In particular, a conical clutch is obtained by configuring one of said first element and said second element of the roll blocking device with a convex, i.e. outer, conical contact surface and the other of said first element and said second element of the roll blocking device with a concave, i.e. inner, conical contact surface. The axis of the concave conical surface and of the convex conical surface coincides with the rotation axis of the roll blocking device. In order to maximize the efficiency of the roll blocking device, it can be advantageous to use a conical surface with a small half-angle of the aperture. For example, the half-angle of the conical surface at the vertex can be between 10° and 20°, but will preferably be equal to or less than 18°, more preferably equal to or less than 16°. Angles less than 10° are not suitable because they can cause difficulties in the relative movement of the two conical surfaces and can cause the risk of irreversible sticking between the conical surfaces.

[0015] In particular, thanks to the reduced half-angle and the small movement of the two contact surfaces, the convex conical surface can be at least partially housed inside the concave conical surface. This reduces the axial dimension of the roll blocking device.

[0016] In general, one or both of the contact surfaces of the two axially movable elements of the roll blocking device can have an angular extension less than 360°. However, preferably, in order to maximize the torque with which the two elements of the roll blocking device are blocked with respect to each other, it is advantageous for both contact surfaces to extend 360° around a common rotation axis, i.e. around the axis along which the two elements can move with respect to each other.

[0017] The annular (i.e., 360°) extension of the contact surfaces also prevents bending stress and ensures that the resultant force of the forces exchanged between the two contact surfaces is axial.

[0018] The locking and unlocking motion, i.e., the relative axial movement of the first and second elements of the roll-stop device, can be achieved by an actuator, which can be manually operated by the driver or automatically activated, for example, via a control unit that receives an input signal function of the vehicle's forward velocity. Alternatively or in combination, the actuator can be operated by an electrical signal generated by a roll-lock / unlock command manually assigned via a button, lever, or any other interface element present on the vehicle's handlebars.

[0019] To minimize the space occupied by the roll stop and optimize its operation, in an advantageous embodiment, the actuator is coaxially positioned with the first and second elements. Preferably, the actuator can be positioned in front of the first and second elements of the roll stop relative to the direction of forward movement of the vehicle.

[0020] The actuator can be a mechanical actuator, an electromechanical actuator, or an electromagnetic actuator. In an advantageous embodiment, the actuator is a hydraulic actuator and can be configured with a cylinder-piston system coaxial with the first and second elements of the roll stop device, i.e., a cylinder configured with a common axis of rotation coaxial with the first and second elements of the roll stop device.

[0021] Using hydraulic actuators, a single hydraulic control unit can be used to control both the roll stop device and the hydraulic actuator for stopping the front suspension, as described in more detail below. This results in advantages in simplifying and reducing vehicle components, leading to lower costs and increased vehicle reliability.

[0022] In the embodiment described herein, the actuator is a single-acting cylinder-piston actuator that, in the absence of pressure in the circuit, maintains the roll stop in a free (i.e., unlocked) position due to its elastic member. This architecture ensures roll unlocking even in the event of hydraulic system failure, thereby guaranteeing the safety of the driver and passengers (if any). Indeed, it is known that forward movement of a vehicle with a narrow wheelbase (i.e., less than 500mm) and a height similar to a typical motorcycle is extremely dangerous if the vehicle cannot roll. In fact, even the smallest steering angle generates significant centrifugal force, often causing the vehicle to tip over on the side opposite to the direction the vehicle is steering. Therefore, it is crucial to unlock the roll stop whenever it malfunctions, and the contemplated device accomplishes this.

[0023] If the actuator of the unlocking device is not hydraulic or pneumatic, similar control logic can be used. For example, if an electromagnet with a moving armature is used for this purpose, the moving element of the roll stop can normally be in the unlocked position under the action of the elastic member, and brought to the locked position by the thrust generated by the electromagnet. If the electromagnet malfunctions or is not properly powered, the roll stop will remain inactive.

[0024] The four-bar linkage can be any known roll mechanism. In some embodiments, the four-bar linkage comprises two four-bars symmetrical about a vertical midplane. In this case, the roll stop device can be replicated, one roll stop device for each four-bar linkage. Alternatively, the roll stop device has: a first element connected to a lateral member of one four-bar linkage; and a second element connected to a lateral member of the other four-bar linkage. In this case, the lateral members must be at the same height, i.e., both are upper lateral members, or both are lower lateral members.

[0025] In other embodiments, the four-bar linkage includes a single four-bar link. The single four-bar link may be combined to include:

[0026] - Upper transverse member, which is centrally hinged to the frame via an upper central hinge and has a left end and a right end;

[0027] - Lower transverse member, which is centrally hinged to the frame via a lower central hinge and has a left end and a right end;

[0028] -Left column, which is hinged at the left end of the lower transverse member below and at the left end of the upper transverse member above;

[0029] - Right column, which is hinged at the bottom to the right end of the lower transverse member and at the top to the right end of the upper transverse member.

[0030] This four-link configuration allows the front wheel to lean as it would in a traditional inline two-wheeled motorcycle.

[0031] In this configuration, the left front steering wheel can be connected to the left pillar via a left support member that rotates about the left steering axis, with a left shock absorber inserted between the left front steering wheel and the left support member. Similarly, the right front steering wheel can be connected to the right pillar via a right support member that rotates about the right steering axis, with a right shock absorber inserted between the right front steering wheel and the right support member. The left and right support members can extend downward relative to the four-link system, such that the suspension and front wheels are positioned below the height of the lower lateral member of the four-link system.

[0032] This architecture (also known as the "high four-link") allows for motorcycle running gear and suspension comparable to those of high-performance two-wheeled motorcycles. Furthermore, it more effectively mitigates road unevenness.

[0033] The invention can also be implemented in a vehicle, wherein the roll linkage is in a low position, i.e., at least partially included between the left front steering wheel and the right front steering wheel.

[0034] The lower lateral member can be constrained to the steering tube by the lower center hinge, and the upper lateral member can be constrained to the steering tube by the upper center hinge.

[0035] In a configuration where a single four-bar linkage has a horizontal lateral member extending in the left-right direction, the roll stop device can advantageously be placed coaxially with the central hinge of the upper or lower lateral member, thereby achieving a mechanism symmetrical with respect to the vertical midplane of the vehicle. However, the roll stop device can also be arranged in another location, for example, at one of the hinges connecting one of the pillars to one of the lateral members. In this case, one of the aforementioned first and second elements of the roll stop device will be torsionally (i.e., rotatably) constrained to the lateral member, while the other of the first and second elements will be torsionally (i.e., rotatably) constrained to the pillar.

[0036] In the following description, the first and second contact surfaces of the first and second elements of the roll-stopping device are substantially smooth surfaces, i.e., without teeth. This allows for the manufacture of roll-stopping devices with an unlimited number of stopping positions. In other words, the two elements carrying the first and second contact surfaces can rotate relative to each other to stop at any mutual angular position.

[0037] In other embodiments, the first element of the roll stop device may include a first contact surface forming a first front tooth, and the second element of the roll stop device may include a second contact surface forming a second front tooth facing the first front tooth. These two teeth are complementary to each other, meaning they can mesh internally with each other, thus forming a Hirth coupling. In this case, a torsion coupling is obtained, which does not require high thrust to generate high mutual friction between the two front surfaces. However, in this case, the number of mutually angular blocking positions of the first and second elements of the roll stop device is limited.

[0038] In another embodiment, the first contact surface of the first element and the second contact surface of the second element may be housed in a closed housing to isolate them from the external environment and debris or particles that may impair the normal operation of the roll stop device, thereby extending its service life and improving its reliability.

[0039] In less advantageous embodiments, the first contact surface formed on the first element of the roll stop device and the second contact surface formed on the second element of the roll stop device may be flat surfaces rather than conical surfaces, thus constituting a disc clutch rather than a conical clutch.

[0040] Further advantageous features and possible embodiments of the vehicle and its associated roll-stopping devices are described below and defined in the appended dependent claims. Attached Figure Description

[0041] In the attached diagram:

[0042] Figure 1 An axle-view drawing of the vehicle in the embodiment is shown, in which components have been removed;

[0043] Figure 2 It shows Figure 1 A side view of the vehicle;

[0044] Figure 3 The cross-section of the roll stop device and the steering tube to which it is attached, taken along the vertical mid-plane of the vehicle, is shown.

[0045] Figure 4 An axonometric view of a portion of the upper lateral member of the vehicle's roll four-link system is shown, in which the roll stop and the pin integrated with the frame are cut along the vertical midplane.

[0046] Figure 5 The axonometric drawing shows a portion of the upper lateral member of the roll bar in the unlocked position and a section of the pin integrated with the frame, taken from the midplane of the roll stop device.

[0047] Figure 5A It shows something similar to Figure 5 A cross-sectional view showing the roll stop device in the locked position;

[0048] Figure 6 An exploded view of the components of the roll stop device is shown;

[0049] Figure 7 and Figure 8 An external axonometric view of the roll stop device removed from the vehicle is shown; and

[0050] Figure 9 A schematic diagram of the hydraulic and electronic control system of the roll stop device is shown. Detailed Implementation

[0051] Figure 1 and Figure 2The main components of a vehicle 1 equipped with a roll-stopping device according to the invention are shown. In the drawings, arrow UD indicates the up-down direction, and arrow LR indicates the left-right direction.

[0052] Vehicle 1 includes a frame 3 on which a saddle 5 (schematically shown) is mounted. The vehicle also includes a handle (schematically indicated by reference numeral 7) with a steering column 9 rotatably housed in a steering tube 11. The rear drive wheel (indicated by reference numeral 13) is mechanically connected to the engine (the engine is removed from the figure for simplicity). At the front, vehicle 1 has a left front steering wheel 15.1 and a right front steering wheel 15.2. The front steering wheels are connected to the frame 1 via a four-bar linkage 17, which allows vehicle 1 to perform roll motion, i.e., tilting about an axis extending in the longitudinal FB direction and passing through the contact point between the front steering wheels 15.1, 15.2 and the bearing plane P on which vehicle 1 moves forward (see figure). Figure 2 ).

[0053] In the embodiments described herein, the four-bar linkage comprises a single four-bar, hereinafter also referred to as a tilting four-bar, generally designated 17. In other embodiments, the four-bar linkage may comprise two four-bars that are symmetrical about a vertical midplane and have a common component.

[0054] In the illustrated embodiment, the roll four-link 17 includes an upper lateral member 19, which is centrally constrained to the frame 3 via an upper central hinge 21 and extends from left to right in a left-right (LR) direction. The roll four-link 17 also includes a lower lateral member 23, which is centrally hinged to the frame 3 via a lower central hinge 25 and extends from left to right in a left-right direction. The roll four-link 17 further includes a left upright 27.1, which is hinged below to the left end of the lower lateral member 23 and above to the left end of the upper lateral member 19; and a right upright 27.2, which is hinged below to the right end of the lower lateral member and above to the right end of the upper lateral member. The four components 19, 23, 27.1, and 27.2 forming the four-link 17 are hinged to each other about hinge axes parallel to each other and parallel to the hinge axes of the upper central hinge 21 and the lower central hinge 25.

[0055] The left front steering wheel 15.1 is connected to the left pillar 27.1 of the roll linkage 17 via a left support member 29.1, which is rotatably supported inside the left pillar 27.1. The left support member 29.1 rotates about the left steering axis to allow steering movement of the left front steering wheel 15.1. A left shock absorber 31.1 is inserted between the left front steering wheel 15.1 and the left support member 29.1.

[0056] Similarly, the right front steering wheel 15.2 is connected to the right pillar 27.2 of the roll linkage 17 via a right support member 29.2, which is rotatably supported within the right pillar 27.2. The right support member 29.2 rotates about the right steering axis to allow steering movement of the right front steering wheel 15.2. A right shock absorber 31.2 is inserted between the right front steering wheel 15.2 and the right support member 29.2. Each shock absorber 31.1 and 31.2 includes both elastic and viscous elements, thus allowing the front steering wheels 15.1 and 15.2 to perform autonomous vertical movement under the damping of the suspension.

[0057] Reference numeral 34 indicates a steering rod, which is connected to the steering column 9 via a bracket 35. The steering rod 34 is hinged at its opposite left and right ends to the left support 29.1 and the right support 29.2 to transmit the steering motion imparted by the handlebars 7 to the front steering wheels 15.1 and 15.2.

[0058] Each of the two shock absorbers 31.1 and 31.2 is associated with a corresponding locking actuator 33.1 and 33.2, which, when necessary, particularly when the roll stop is activated (as described below), blocks the lifting movement of the corresponding front steering wheels 15.1, 15.2.

[0059] Using the above arrangement, rotational motion about steering axes A1 and A2 is imparted to the front steering wheels 15.1 and 15.2 by means of the handlebars 7, steering column 9, bracket 35, and steering rod 34. During driving, the vehicle 1 can tilt due to the deformability of the roll linkage 17, which allows the two front steering wheels 15.1 and 15.2 to pivot about a roll axis oriented in the longitudinal direction (arrow FB) and passing through the contact point between the front steering wheels 15.1 and 15.2 and the ground P.

[0060] When vehicle 1 stops or nearly stops, it is preferable to prevent roll movement for driving comfort. For this purpose, damper actuators 33.1 and 33.2 of shock absorbers 31.1 and 31.2 are provided to prevent the lifting and lowering movement of the front steering wheels 15.1 and 15.2. Furthermore, a roll-stopping device is provided, generally indicated by 41, which forms the specific subject of the invention. The roll-stopping device 41 is shown in detail in… Figures 3 to 8 This will be described below.

[0061] In an alternative embodiment of the invention, no damper-blocking actuator is provided, and roll is blocked solely by the roll blocking device 41. In this case, complete blocking of roll motion cannot be achieved because the suspension still allows the vehicle to tilt laterally. However, roll travel is significantly limited, and on some motorcycles, particularly those with a sufficiently wide wheelbase or a sufficiently low center of gravity, the roll reduction achieved by the roll blocking device 41 is acceptable and not dangerous. For example, the vehicle can be parked easily without the use of a center mount, without the risk of rollover.

[0062] Further implementation details of the stop actuators 33.1 and 33.2 of the shock absorbers 31.1 and 31.2 are described in document EP1571016B1, the disclosure of the construction details of its suspension travel stop device being incorporated herein by reference; or the description of the construction details of its device acting on the shock absorber being described in document WO2020245712A1, the disclosure of the construction details of its device acting on the shock absorber being incorporated herein by reference.

[0063] In the illustrated embodiment, the roll stop device 41 is associated with the upper center hinge 21, but the roll stop device can also be associated with the lower center hinge 23, for example by positioning the steering rod 34 in a different manner.

[0064] The roll stop device 41 includes a first element 43 and a second element 45. Figure 6 The exploded view shows a first element 43 and a second element 45 of the roll stop device 41 separated from each other. In the illustrated embodiment, the first element 43 includes a first contact surface 47 adapted to cooperate with a second contact surface 49 formed on the second element 45 of the roll stop device 41. Therefore, the roll stop device 41 can be positioned at either the upper central hinge 21 or the lower central hinge 23. Alternatively, the roll stop device 41 can be positioned at one of the outermost hinges (both labeled 26) of the four-link 17. Considering the overall dimensions and conventional shape of the vehicle fairing, an arrangement corresponding to one of the central hinges 21, 23 is preferred. In any case, the rotation axis B1 of the roll stop device coincides with or is parallel to one of the hinge axes of the four-link 17.

[0065] In the illustrated embodiment, the first contact surface 47 is a convex conical surface, i.e., an outer conical surface, and can be formed by a wear-resistant material coating with a high coefficient of friction. The orifice half-angle of the conical contact surface 47 (in...) Figure 6 (denoted by α) For example, it can be between 10° and 20°, preferably between 12° and 18°, and more preferably between 14° and 16°. It should be understood that the above values ​​are indicative, and this specification also includes any sub-ranges contained within any of the above indicative numerical ranges.

[0066] In the illustrated embodiment, the second contact surface 49 is a concave conical surface, i.e., an inner conical surface complementary to the outer (i.e., convex) conical surface 47. The angle at the apex of the concave conical contact surface 49 is therefore substantially the same as the angle at the apex of the convex conical contact surface 47. Therefore, when the first element 43 and the second element 45 of the roll stop device 41 press against each other, the first conical contact surface 47 and the second conical contact surface 49 are in contact with each other along the entire extension of the smaller of the two surfaces (the convex conical surface 47 in this example).

[0067] Advantageously, in the illustrated embodiment, the convex conical contact surface 47 is a continuous surface extending 360°, thus completely surrounding the axis of the conical surface (in... Figure 6 (referred to as B1 in the text), this axis coincides with the axis of the upper central hinge 21. Similarly, the concave conical contact surface 49 is also a continuous surface extending 360°, thus completely surrounding the axis B1 of the conical surface. At least one of the two conical surfaces 47, 49 may also be discontinuous and / or extend around axis B by an angle less than 360°.

[0068] In the illustrated embodiment, the first element 43 of the roll stop device 41 is mounted on the shaft 51 such that it is angled to the shaft 51, i.e., it rotates integrally with the shaft about axis B1. However, the first element 43 of the roll stop device 41 is free to slide axially relative to the shaft 51 in a direction parallel to the axis B1 of the roll stop device 41. For this purpose, the shaft 51 may have an outer groove, and the first element 43 of the roll stop device 41 may have a complementary inner groove. To further simplify the construction, in the illustrated embodiment, the connection between the shaft 51 and the first element 43 of the roll stop device 41 is achieved by inserting a key 53 into a slot 55 formed in the through-hole 56 of the first element 43 of the roll stop device 41, as shown. Figure 4 As clearly shown, a through hole 56 is formed in a sleeve 57, which, together with a disc-shaped portion forming an outer conical surface 47, forms the first element 43 of the tilt-stopping device 41.

[0069] Shaft 51 includes an end 51.1 facing the frame 3 of vehicle 1, the end having an axial cavity 51.3 having a non-circular (e.g., hexagonal) cross-section. A pin 61 is inserted into the axial cavity 51.3, the pin forming the pin of the upper central hinge 21, as... Figure 3 , 4As clearly shown in Figure 5. In the illustrated embodiment, pin 61 has an end portion 61.1 having a cross-section complementary to the cross-section of the axial cavity 51.3, for example, a hexagonal cross-section. In this way, a torsional connection is achieved between the hinge pin 61 and the shaft 51, and thus between the hinge pin 51 and the first element 43 of the roll stop device 41. The first element 43 of the roll stop device 41 is angled relative to the hinge pin 61 and therefore also relative to the frame 3. This means that the first element 43 of the roll stop device 41 cannot rotate about axis B1 relative to the frame 3 of the vehicle 1.

[0070] In the illustrated embodiment, shaft 51 is axially fixed to the second element 45 of the roll stop device 41 by an elastic ring 51.5, which engages with a portion of the first element 45, preferably with a bearing 63 housed in a seat 65 formed in the inner flange of the first element 45 of the roll stop device 41. Figure 5 and Figure 5A As clearly shown, bearing 63 supports shaft 51, the end portion 51.1 of which is inserted into the inner ring of bearing 63.

[0071] In the illustrated embodiment, the roll stop device 41 further includes a threaded pin 65 coaxial with the shaft 51, which is screwed into a threaded hole 67 in the pin 61 to provide an additional connection system between the roll stop device 41 and the frame 3. However, it will be clear from the following description that the threaded pin 65 is not strictly necessary.

[0072] The resilient member is associated with the first element 43 of the roll stop device 41 and is adapted to push the roll stop device to the unlocked position, i.e., to a position where the first element 43 and the second element 45 of the roll stop device 41 are spaced apart from each other and do not contact each other. In the illustrated embodiment, the resilient member includes a helical compression spring 67, which is coaxially positioned with the shaft 51 and rests against a plate 69 on one side, the plate being retracted and fitted onto the shaft 51. In the installed arrangement, the compression spring 67 is preloaded between the plate 69 and the first element 43 of the roll stop device 41 and pushes the first element 43 to a position away from the first element 45 of the roll stop device 41.

[0073] The roll stop device 41 also includes an actuator that pushes a first element 43 of the roll stop device 41 to a stopped position, in which a convex conical surface 47 of the first element 43 is pressed against a concave conical surface 49 of a second element 45. Optionally, the actuator can be manually activated by the driver, activated via an automatic system, or both, depending on the settings selected by the driver. In the illustrated embodiment, an actuator 71 is provided, which is coaxially positioned relative to the first element 43 and the second element 45 of the roll stop device 41. In some embodiments, the actuator 71 may include an electromechanical or electromagnetic actuator, for example, including a movable armature housed in a coil coaxial with axis B1 and movable parallel to axis B1 to exert a thrust toward the second element 45 on the first element 43 against the force of spring 67.

[0074] In the illustrated embodiment, actuator 71 is a cylinder-piston actuator, preferably a hydraulic cylinder-piston actuator. In the illustrated embodiment, actuator 71 includes a piston 73 slidably received within a cylinder 75 formed in component 77. A gasket (not shown) is received in one or both circular recesses 86. In a practical embodiment, component 77 forms a closed cover for the housing of the roll stop device 41. This housing is formed by a second element 45 of the roll stop device 41. The connection between the housing formed by the second element 45 of the roll stop device 41 and the cover 77 is obtained by a threaded connection 81 that connects the flange 45.1 of the second element 45 of the roll stop device 41 and the flange 77.1 of component 77 to each other. The internal environment of the second element 45 and component 77 is thus sealed off and isolated from the external environment. Therefore, debris, water, or dirt that is normally present on or around the motorcycle will not accumulate on the concave conical surface 49 of the second element 45 and / or the convex conical surface 47 of the first element 43. This significantly extends the service life of the roll stop device 41 and virtually eliminates roll stop device malfunctions caused by atmospheric factors.

[0075] The working fluid of actuator 71 is fed through connector 79 into the pressure chamber formed between cylinder 75 and piston 73.

[0076] In the component 77 that forms the closed cover of the housing that accommodates the roll-off device 41, a seat 83 for supporting the bearing 85 may be formed, which radially supports the first element 43 of the roll-off device 41.

[0077] The housing formed by the second element 47 of the roll stop device 41 is fixed to the upper transverse member 19 of the four-link 17 by a threaded member 87, which engages in a through hole of a flange 89 integral with the upper transverse member 19 and is screwed into a threaded blind hole 91 formed in the second element 45 of the roll stop device 41.

[0078] The roll stop device 41 configured in this way is very compact and easy to install. In some embodiments, it can be fully pre-assembled and installed on the vehicle as a single component.

[0079] Specifically, in the illustrated embodiment, the roll stop device 41 can be installed as follows: After the bearing 63 has been installed, the shaft 51 is mounted on the second element 45 of the roll stop device 41 via the elastic ring 51.5. In this step, the plate 69, spring 67, and the first element 43 of the roll stop device 41 can be installed before or after the shaft 51 is mounted on the second element 45.

[0080] After these components are installed, the resulting assembly can be mounted on pin 61 by inserting end portion 61.1 into cavity 51.3 and tightening threaded pin 65. The second element 45 of the roll stop device 41 is secured to upper transverse member 19 by threaded member 87.

[0081] Subsequently, piston 73 is installed into cylinder 75, and cover 77 is secured with threaded fitting 81. At this point, roll stop device 41 is fully installed and only requires hydraulic connection via connector 79.

[0082] If the threaded pin 65 is omitted, the entire roll stop device 41 can be installed before the complete roll stop device 41 is installed on the vehicle 1 via the threaded part 87, including assembling the cover 77 onto the receiving shell formed by the second element 45.

[0083] Therefore, installation is very quick and simple.

[0084] The roll stop device 41 can generate a high blocking torque between its elements 43 and 45 and thus between the upper transverse member 19 and the frame 3, because the second element 45 of the roll stop device 41 is fixed to the upper transverse member 19 by a threaded member 87, while the first element 43 is torsionally connected to the frame 3 by a hinge pin 61.

[0085] exist Figure 5 In the unlocked position shown, a spring or other elastic component pushes the first element 43 of the roll stop device 41 to a position spaced apart from the second element 45 of the roll stop device 41. Thus, the two conical surfaces 47 and 49 are spaced apart from each other. The two elements 43 and 45, and therefore the lateral member 19 and the frame 3, can perform rotational movement about the axis B1 of the central hinge of the upper lateral member 19. Therefore, the vehicle 1 can freely perform roll movements.

[0086] When vehicle 1 stops or nearly stops, to prevent unwanted roll movements due to lateral tilting caused by deformation of the four-link 17, actuator 71 pushes the first element 43 against the second element 45 of the roll-stopping device 41, causing the first contact surface 47 to press against the second contact surface 49. The pressure between the two surfaces angles relative to each other, blocking the two elements 43 and 45 and thus preventing the upper lateral member 19 from rotating relative to the frame 3. Therefore, the four-link 17 remains blocked relative to the frame 3, preventing roll movements. Simultaneous activation of actuators 33.1 and 33.2 also blocks suspensions 31.1 and 31.2, thereby also preventing any roll movements that might be caused by asymmetrical deformation of the two suspensions.

[0087] In this way, the only component suitable for generating body roll is represented by the elasticity of the front tires, but this is negligible relative to the body roll generated by the elasticity of the four-link 17 and the suspensions 31.1 and 31.2.

[0088] like Figure 9 As schematically shown, this figure illustrates the hydraulic and electronic systems for activating the roll-damping device 41. Vehicle 1 also includes a hydraulic pump 88 operated by an electromechanical actuator 92, which is controlled by an electronic control unit 90 for controlling roll. The electronic roll control unit 90 is electrically connected to an electronic control unit 93 for controlling the engine. In some embodiments, the two electronic control units 90 and 93 may be combined into a single control unit for controlling roll and engine, and optionally other components or parts of the vehicle.

[0089] The electronic control unit 90 for controlling roll is also electrically connected to a button or other control interface, indicated by 94, which is preferably located on the handlebars 7 of the vehicle 1. The electronic control unit 90 for controlling roll controls the electromechanical actuator 92 of the hydraulic pump 88 based on signals received from the control button 94 and / or the electronic control unit 93 for controlling the engine. The electronic control unit 90 for controlling roll can also be electrically connected to the corresponding speed sensors 95 of the front wheels 15.1 and 15.2.

[0090] For example, if the speed signal recorded by one or more of the speed sensors 95 is higher than a given threshold, the electronic control unit 90 for controlling roll controls the electromechanical actuator 92 of the hydraulic pump 88 to unlock the roll stop device 41. Conversely, if the speed signal recorded by the speed sensors 95 is lower than another threshold, and a roll stop signal is sent by the control button 94 operated by the driver of vehicle 1, the electronic control unit 90 for controlling roll controls the electromechanical actuator 92 of the hydraulic pump 88 to unlock the roll stop device 41. When the speed indicated by the speed signal is higher than a minimum threshold, manual activation of the roll stop can be disabled; when it is lower than the minimum threshold, the roll stop can be activated.

Claims

1. A side-saddle type vehicle, wherein, The tilt-saddle type vehicle includes: A frame with a saddle and handlebars; The left front steering wheel and the right front steering wheel are arranged side by side along the left and right directions of the tilting saddle-type vehicle; A four-bar linkage connects the left front steering wheel and the right front steering wheel to the frame, thereby allowing the right front steering wheel and the left front steering wheel to perform steering and roll movements; A roll-off blocking device; wherein the roll-off blocking device includes a first element and a second element, the first element and the second element being arranged coaxially with each other, and when the roll-off saddle-type vehicle performs a roll motion, the first element and the second element are rotatable relative to each other about the rotation axis of the roll-off blocking device; wherein the first element is rotatably integrated with a first component of the four-bar linkage, and the second element is rotatably integrated with the vehicle frame or a second component of the four-bar linkage; Its features are: The first element and the second element are configured to move relative to each other between a locked position and an unlocked position in a direction parallel to the axis of rotation. In the locked position, the first contact surface of the first element and the second contact surface of the second element contact and press together, thereby generating a torque that prevents relative rotation between the first element and the second element. In the unlocked position, the first contact surface and the second contact surface are spaced apart from each other, allowing the first element and the second element to rotate freely relative to each other.

2. The side-saddle type vehicle according to claim 1, wherein, The first element and the second element constitute the components of the conical clutch.

3. The side-saddle type vehicle according to claim 1 or 2, wherein, One of the first element and the second element includes a convex conical contact surface, and the other of the first element and the second element includes a concave conical contact surface, wherein the axes of the concave conical surface and the convex conical surface coincide with the rotation axis of the tilt-stopping device.

4. The side-saddle type vehicle according to claim 3, wherein, The convex conical contact surface and the concave conical contact surface have orifices, and the half-angle of the orifice at the vertex is between 10° and 20°, preferably between 12° and 18°, and more preferably between 14° and 16°.

5. The side-saddle type vehicle according to claim 3 or 4, wherein, The convex conical contact surface is at least partially contained within the concave conical contact surface.

6. A side-saddle type vehicle according to one or more of the preceding claims, wherein, At least one, preferably both, of the first and second contact surfaces extends 360° around the axis of rotation.

7. A side-saddle type vehicle according to one or more of the preceding claims, wherein, The roll stop device includes an actuator configured to apply a force suitable for bringing the roll stop device into the stop position.

8. The side-saddle type vehicle according to claim 7, wherein, The actuator is coaxially positioned with the first and second elements, and preferably positioned in front of the first and second elements of the roll-off blocking device relative to the travel direction of the roll-off saddle-type vehicle.

9. The side-saddle type vehicle according to claim 7 or 8, wherein, The actuator is a hydraulic actuator, preferably a cylinder-piston actuator, and more preferably a single-acting cylinder-piston actuator.

10. The side-saddle type vehicle according to claim 7, 8, or 9, wherein, The roll-over vehicle includes an elastic member inserted between the first element and the second element, the elastic member being configured to apply a repulsive force suitable for bringing the roll-over blocking device into the unlocked position.

11. A side-saddle type vehicle according to one or more of the preceding claims, wherein, The four-bar linkage includes: - Upper transverse member, which is centrally hinged to the frame via an upper central hinge and has a left end and a right end; - Lower transverse member, which is centrally hinged to the frame via a lower central hinge and has a left end and a right end; -Left column, which is hinged at the lower left end of the lower transverse member and at the upper left end of the upper transverse member; - Right column, which is hinged at the bottom to the right end of the lower transverse member and at the top to the right end of the upper transverse member.

12. The side-saddle type vehicle according to claim 11, wherein, The left front steering wheel is connected to the left pillar via a left support member, which is rotatable around the left steering axis, and the left shock absorber is inserted between the left front steering wheel and the left support member; the right front steering wheel is connected to the right pillar via a right support member, which is rotatable around the right steering axis, and the right shock absorber is inserted between the right front steering wheel and the right support member.

13. The side-saddle type vehicle according to claim 11 or 12, wherein, The lower lateral member is constrained to the steering tube by the lower central hinge, and the upper lateral member is constrained to the steering tube by the upper central hinge.

14. The side-saddle type vehicle according to claim 12, 13 or 14, wherein, The roll-off blocking device is placed coaxially with the central hinge of the upper or lower lateral member.

15. A side-saddle-type vehicle according to one or more of the preceding claims, wherein, The first element of the roll stop device is torsionalally connected to the frame of the roll-saddle type vehicle and is movable relative to the frame parallel to the rotation axis of the roll stop device, the rotation axis coinciding with the axis of the upper center hinge or the lower center hinge; and the second element of the roll stop device is rigidly connected to the upper lateral member or the lower lateral member.

16. The side-saddle type vehicle according to claim 15, wherein, The first element is slidably mounted on a shaft that is torsionally connected to a hinge pin, the hinge pin being integral with the frame and forming the pin of the lower center hinge or the upper center hinge; the first element is torsionally connected to the shaft so as to be integral with the shaft at an angle.

17. The side-saddle type vehicle according to claim 16, wherein, The second element of the roll stop device forms a housing coaxial with the shaft, and the housing at least partially houses the first element of the roll stop device; wherein the housing is supported by a first support bearing on the shaft and forms the second contact surface.

18. The side-saddle type vehicle according to claim 17, wherein, The tilt-and-saddle type vehicle includes a housing cover; wherein the housing cover houses a second support bearing, and the first element of the tilt-blocking device is supported within the second support bearing.

19. The side-saddle type vehicle according to claim 18, wherein, The housing enclosure contains a cylinder of a cylinder-piston actuator; wherein a piston coaxial with the first element of the roll stop device is slidably housed within the cylinder; and wherein pressurized fluid within the cylinder pushes the piston against the first element of the roll stop device, overcoming the force of the opposing spring, so that the first element of the roll stop device moves from the unlocked position to the locked position.

20. A side-saddle riding vehicle according to one or more of the preceding claims, wherein, When the tilt blocking device is in the locked position, the first contact surface and the second contact surface include corresponding front teeth that mesh with each other.

21. The side-saddle type vehicle according to one or more of claims 1, 6-19, wherein, The first contact surface and the second contact surface form a disc clutch.

22. A side-saddle type vehicle according to one or more of the preceding claims, wherein, The first contact surface of the first element of the roll stop device and the second contact surface of the second element of the roll stop device are housed in a closed accommodating shell.

23. A side-saddle type vehicle according to one or more of the preceding claims, wherein, The rotation axis of the tilt-stopping device coincides with the rotation axis of one of the hinges of the four-bar linkage.

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