Active aerodynamic device for motor vehicle and motor vehicle

Abstract

The active aerodynamic device (10) of the motor vehicle (100) comprises at least one wing (1, 1') disposed on the front (101) of the motor vehicle (100) to be swept by the airflow (F) during forward movement of the motor vehicle (100), and actuation means (3) configured to move the wing (1, 1') about an axis of rotation (2) substantially perpendicular to the median plane (L) of the motor vehicle (100). The saddle-ride type motor vehicle (100) comprises the active aerodynamic device (10).

Description

[Technical field]

[0001] The present invention relates to a two- or three-wheeled motor vehicle (e.g. motorcycle, scooter) with a saddle on which a driver can sit, also known as a rolling motor vehicle, which performs a rolling motion about a longitudinal median plane of the vehicle. A three-wheeled rolling motor vehicle has two front steering wheels and one rear driving wheel with a fixed axle. The rolling motion allows the motor vehicle to lean during driving, for example when driving around a curve. [Background technology]

[0002] In the vehicle industry, it is known to provide aerodynamic attachments. In particular, attachments for four-wheeled vehicles such as automobiles are generally in the form of wings or baffles and are provided on the front or rear axle, or on the middle side. The main purpose of such attachments is to create aerodynamic loads on the wheels to improve grip, stability and traction. For example, Formula One cars are provided with spoilers at the rear. In addition, such attachments also serve to carry air to cool certain parts of the car that heat up.

[0003] Aerodynamic appendages located at the front and exposed to the wind flow during travel to generate loads on the front wheel are known in the motor vehicle (eg motorcycle or scooter) industry.

[0004] Aerodynamic attachments on motor vehicles are typically fixed (i.e. fixed during travel), for example by being integral with a fairing of the motor vehicle or being attached thereto by means of a fixing member.

[0005] In other configurations, the attachment is adjustable in position, i.e. for example the inclination of the attachment is adjustable in order to optimize the functionality of the attachment depending on the route traveled, and in the case of adjustable configurations, the wing is always fixed during operation, i.e. the inclination of the wing can only be changed when the motor vehicle is stationary.

[0006] Fixed-position wings have some problems. In dynamic driving situations, the aerodynamic loads generated by the wings can be detrimental. For example, such loads are undesirable when a motor vehicle is turning, such as going from a first curve to a second curve in the opposite direction, because they cause the motor vehicle to adjust in the opposite direction between a leaned and upright position, making the motor vehicle more difficult to control. However, the lift-up effect on the front wheels can be useful in such situations.

[0007] Therefore, there is a need to provide an aerodynamic device for a motor vehicle that improves the handling of the motor vehicle in all driving environments, particularly when entering and exiting curves.

[0008] SUMMARY OF THE PRESENT EMBODIMENT It is an object of the present invention to provide an aerodynamic device for a motor vehicle which stabilizes the motor vehicle while it is moving. Summary of the Invention

[0009] To overcome these problems, an active aerodynamic device is provided for a saddle-riding motor vehicle. The device comprises at least one wing arranged at the front (or front axle) of the motor vehicle to be swept by the air current during forward movement of the motor vehicle, and actuation means arranged to move the at least one wing about an axis of rotation substantially perpendicular to the median plane of the motor vehicle. Each wing can thus be dynamically moved or adjusted to improve the stability and / or maneuverability of the motor vehicle while it is moving. In other words, the actuation means of the wing allows the driver or an automatic control system to move and adjust the wing in a particular driving condition to facilitate turning or turning, thereby relieving undesirable instability of the motor vehicle caused by external factors such as wind or ground structure, and thus restoring stability. The movement of the wing can dynamically provide a lift-up effect or a downforce effect on the front wheel, which can be adapted to various driving conditions. Hereinafter, "motor vehicle" means a vehicle with a saddle (preferably a motorcycle or a moped).

[0010] From a structural point of view, the above-mentioned active aerodynamic device is capable of controlling the flight speed of the aircraft in a stationary state, a first flight state, a second flight state, and a third flight state by changing the inclination of at least one wing. operation State, and second operation There are three possible states: operation The state is a state in which a rolling torque is generated in the motor vehicle toward one side of the motor vehicle, and the second operation The rolling torques are conditions that generate rolling torques on the motor vehicle in the opposite direction of the motor vehicle. These rolling torques allow the motor vehicle to enter and / or exit a curve quickly, thereby allowing the steering to tilt quickly or to return quickly from a tilted state. These rolling torques allow the motor vehicle to regain stability if it suddenly becomes unstable.

[0011] Preferably, the two wings are arranged on either side of the median plane of the motor vehicle, and more preferably, the wings are connected to the fairing of the motor vehicle in a cantilevered manner such that the rolling torque generated by the wings is a predetermined value that is clearly greater than zero.

[0012] In particular, each of the wings (or blades) has a leading edge and a trailing edge opposite the leading edge. The leading and trailing edges are arranged such that airflow passes along the wing from the leading edge to the trailing edge. When the wing is in a neutral position, the leading and trailing edges are aligned through the axis of rotation and generally parallel to the ground. standard When the wings are in the raised or lowered position, the leading and trailing edges are located on the standard In particular, when viewed from the front of the motor vehicle standing upright on the ground, at least one wing has a trailing edge above the leading edge in the raised position and at least one wing has a trailing edge below the leading edge in the lowered position. The wings can be actively moved and generate upward and downward forces (vertical upward thrust and vertical downward thrust) that can change the attitude of the motor vehicle in the raised and lowered positions, respectively. Of course, they can be positioned in any intermediate position different from the first and second states.

[0013] More specifically, the active aerodynamic device described above may have one wing, where the rest state of the device is achieved when the wing is in a neutral position. operation The condition (i.e., the condition that generates the first rolling torque) is obtained when the wing is in the up position. Conversely, the condition that generates the second rolling torque is obtained when the wing is in the up position. operationThe second condition (i.e., a condition that produces a rolling torque opposite to that produced in the first condition) is obtained when the wing is in the down position. The direction of the rolling torque is a function of the side of the vehicle to which the wing is attached. If the wing is attached to the right side of the motor vehicle, it will produce a clockwise (to the right) rolling torque in the up position and, conversely, a counterclockwise (to the left) rolling torque when in the down position. Alternatively, if the wing is attached to the left side of the motor vehicle, it will produce a counterclockwise (to the left) rolling torque when the wing is in the up position and, conversely, a clockwise (to the right) rolling torque when the wing is in the down position.

[0014] A similar but more significant effect is obtained if the two wings are arranged on opposite sides of the motor vehicle relative to the central plane. operation In this state, the first wing is in a raised position and the second wing is in a lowered position, which creates a rolling torque in one direction. If the first wing is mounted on the right side of the motor vehicle and the second wing is mounted on the left side of the motor vehicle, a rolling torque in the clockwise direction (torque that tilts the motor vehicle to the right) is created about the longitudinal axis of the motor vehicle. Conversely, if the second wing is mounted on the left side of the motor vehicle, a rolling torque in the clockwise direction (torque that tilts the motor vehicle to the right) is created. operationIn the above state, the first wing is in a lowered position and the second wing is in an up position, which generates an opposing rolling torque. As mentioned above, if the first wing is attached to the right side of the motor vehicle and the second wing is attached to the left side of the motor vehicle, a rolling torque is generated in a counterclockwise direction about the longitudinal axis of the motor vehicle (torque that tilts the motor vehicle to the left). In the stationary state, the device is pre-configured to generate a lifting effect (lightening effect) on the front axle of the motor vehicle, or to generate a downforce effect (pressing the front axle against the ground) on the front axle of the motor vehicle, or to exhibit a neutral behavior (i.e. behavior as if the motor vehicle were not equipped with the above-mentioned aerodynamic device). As is known in aerodynamics, by positioning the wing in an up position, a downward force (downforce) is obtained, which is typical of Formula One spoilers. On the other hand, by positioning the wing in a down position, an upward force (lifting force) is obtained, which is typical of airplane flaps during landing.

[0015] The expression "raised position" refers to the state in which the trailing or outlet edge of the wing is above the leading or inlet edge. The expression "lowered position" refers to the state in which the trailing or outlet edge of the wing is below the leading or inlet edge. The above definitions are independent of the shape of the longitudinal cross section of the wing, which has a typical drop shape, with a symmetrical or asymmetrical rounded top and a downward-pointing trailing end (outlet end), or an asymmetrical rounded bottom and an upward-pointing trailing edge (outlet edge).

[0016] The above-mentioned wing actuation means are preferably functionally connected to a control unit configured to command the actuation means according to the steering angle, the roll angle and the vehicle speed. The above-mentioned control unit is in particular configured to vary the roll angle of the motor vehicle to generate a roll torque towards one of the two sides of the motor vehicle. The control unit configured to select the roll torque according to active motor vehicle parameters, in particular active curve setting parameters, optimizes the entry and exit of curves. This causes the control unit to adjust the inclination of at least one wing. The control unit adjusts the inclination of the wing to obtain a downforce effect, lowering the front wheels, or a lifting effect, lifting the front wheels. Adjusting the effect during travel improves the maneuverability of the motor vehicle, in particular when changing direction, as well as when entering, passing and exiting curves.

[0017] In a preferred embodiment, the first and second wings are provided at the front of the motor vehicle on either side of the motor vehicle. Each of the aforementioned wings has its own actuator configured to move the wing about the aforementioned axis of rotation. The axis of rotation may be one and horizontal to both wings. Alternatively, the aforementioned axis of rotation may be the axis of each wing or may be slightly tilted upwards or downwards. "Approximately perpendicular to the median plane of the motor vehicle" means an axis perpendicular to the median plane of the motor vehicle or an axis tilted by ±20° to the vertical direction (i.e. perpendicularly away from the median plane). "Median plane" is a longitudinal vertical plane passing through the middle of the motor vehicle in an upright position and dividing the motor vehicle in an upright position into symmetrical left and right parts.

[0018] In certain embodiments, the wing is protected from impact by a support member connected to a fairing of the motor vehicle.

[0019] The above mentioned actuation means, in particular the above mentioned actuators, are controlled by at least one switch connected to said actuators, by means of which the position of the wing can be selected among the neutral, raised and lowered positions. In particular, the switch may be a button located on the handlebars of the motor vehicle or a pedal located on the intermediate platform of the motorcycle. One switch is provided for each wing, which are located on the motor vehicle on both sides of the central plane (for example on the right and left side of the handlebars). Alternatively, the switch may be one switch which selects the preferred aerodynamic position of the cycle and the driver.

[0020] To vary the rolling speed in the desired state, several devices available on the market can be used to effectively measure the input parameters of the control unit and calculate the required rolling torque. In any case, it is preferable to use a linear or rotary potentiometer to measure the steering angle, a gyroscope or an inertial platform to measure the rolling angle, and a sensored phononic wheel to measure the forward speed of the motor vehicle. The variation of the rolling speed stabilizes the motor vehicle when the rolling changes abnormally and counteracts external forces that change the rolling (e.g. cross winds and inconsistent ground changes). In return, the variation of the rolling speed improves the maneuverability and promotes the rolling behavior desired by the driver.

[0021] The device also includes a torsion dynamometer for measuring the steering torque applied by the driver to the steering wheel of the motor vehicle. Here, the control unit is configured to predict the steering angle according to the steering torque. The steering angle is derived from the steering torque. Thus, by measuring the steering torque, the wings are actuated and moved before tilting the steering of the motor vehicle with respect to the curve. In other words, by measuring the steering torque, the wings are set to effectively navigate the curve. The steering torque brings out the effect of changing the steering angle. Thus, the steering required for curve setting is identified in advance. Thus, by this detection, the paired wing is moved in advance with respect to the steering, generating a change in the rolling speed acting on the motor vehicle. The measured steering torque is a reverse steering torque (i.e. a rotation of the steering in a direction opposite to the direction of the curve the motor vehicle is going to turn).

[0022] It is another object of the present invention to provide a saddle-ride motor vehicle having an active aerodynamic device as described above. The above-described effect of facilitating the entry into and exit from curves is particularly evident in rolling vehicles, particularly those which require an external force for balancing.

[0023] The motor vehicle described above preferably has a pair of lateral deflectors arranged on both sides of the motor vehicle to deflect laterally the airflows generated when the motor vehicle moves forward. These deflectors increase the comfort of the driver. In particular, if the motor vehicle is a scooter, air turbulence is diverted as far as possible from the area behind the windshield (i.e. the area near the area of ​​the footrest).

[0024] Further advantageous features of the motor vehicle and embodiments of the active aerodynamic device of said motor vehicle are described below and defined in the claims forming an integral part of this specification.

[0025] The invention will be better understood from the following description and the accompanying drawings, which show non-limiting embodiments of the invention. [Brief description of the drawings]

[0026] [Figure 1] FIG. 1 is a side view of a motor vehicle having an active aerodynamic device according to the present invention, with the wing in a neutral position. [Diagram 2] FIG. 2 is a side view of a motor vehicle having an active aerodynamic device according to the present invention, with the wing in a raised position. [Diagram 3] FIG. 3 is a side view of a motor vehicle having an active aerodynamic device according to the present invention, with the wing in a raised position. [Figure 4] FIG. 4 is a stationary axonometric perspective view of a stationary motor vehicle having an active aerodynamic device according to the present invention. [Diagram 5] FIG. 5 is a front view of a motor vehicle having an active aerodynamic device according to the present invention, at rest and with the wing in a neutral position. [Figure 6] FIG. 6 is a front view of a motor vehicle having an active aerodynamic device according to the present invention, at rest and with the wing in a raised position. [Figure 7] FIG. 7 is a front view of a motor vehicle having an active aerodynamic device according to the present invention at rest with the wings in the lowered position. [Figure 8] FIG. 8 is a front view of a motor vehicle having an active aerodynamic device according to the present invention in a first operating state, with the first wing in a raised position and the second wing in a lowered position. [Figure 9] FIG. 9 is a front view of a motor vehicle having an active aerodynamic device according to the present invention in a second operating state, with the first wing in a raised position and the second wing in a lowered position. [Figure 10A] 10A-10D are plan views of a motor vehicle having an aerodynamic device according to the invention at various stages of travelling around a curve. [Figure 10B]10A and 10B are plan views of a motor vehicle having an aerodynamic device according to the invention at various stages of travelling around a curve. [Figure 10C] 10A-10C are plan views of a motor vehicle having an aerodynamic device according to the invention at various stages of travelling around a curve. [Figure 11] 11 shows a plan view of a motor vehicle having an aerodynamic device according to the invention at various stages of negotiating two curves. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0027] 1 to 9, there is shown an active aerodynamic device 10 mounted on a motor vehicle (automobile) 100. The motor vehicle 100 shown in the figures is a rolling-type automobile having a pair of front wheels 102.

[0028] The aerodynamic device 10 comprises at least one wing 1 arranged at the front of the motor vehicle 100 so as to be exposed to the air flow during operation. Actuation means 3 are also provided, configured to selectively move the wing 1 about a rotation axis 2. In the drawings, the rotation axis is depicted as being horizontal (i.e. flat on the ground T) when the vehicle is in an upright position as shown in Figs. 1-9. The rotation axis 2 is perpendicular to the longitudinal median plane L of the motor vehicle 100. Thereby, in a stationary position A shown in Figs. 4 and 5, the wing 1 is neutrally exposed to the air flow F so as to keep the attitude of the motor vehicle immobile, as will be explained more clearly below. A first rotation axis 2 as shown in Fig. 8 is shown in Fig. 9. operation In state B, the wings are in antiphase with each other (i.e., one above the other), and the airflow F creates a rolling moment on the motor vehicle 100, which changes the rolling speed of the motor vehicle 100. operation In state C, both wings are out of phase with each other (i.e., one up and the other down), and airflow F creates different rolling moments on motor vehicle 100, which causes the rolling speed of motor vehicle 100 to change.

[0029] From a structural standpoint, the wing 1 has a leading edge or inlet end 1a and a trailing edge or outlet end 1b opposite the leading edge, which are defined with respect to the direction of air flow F. The wing 1 is mounted on the front axle of the motor vehicle 100. Thus, while driving, the air flow F flows over the wing 1 in a direction proceeding from the leading edge 1a to the trailing edge 1b. While driving, the direction of the air flow is approximately horizontal to the motor vehicle.

[0030] As shown in Figures 1-3, the wing has a tapered drop shape and is characterized by a large inlet end 1a and a tapered outlet end 1b. In the drawings, the shape is symmetrical about a plane passing through the leading end 1a and the trailing end 1b. The shape of the wing may also be different to achieve the desired aerodynamic effect.

[0031] In particular, as shown in FIG. 1, leading end 1a and trailing end 1b of wing 1 are substantially aligned with each other and pass through axis of rotation 2 of wing 1. standard It is on surface P. standard The plane P is approximately parallel to the ground T when the motor vehicle 100 is in an upright position. The wing 1 is therefore in what is called the neutral position N (FIG. 1).

[0032] As shown in FIG. 2, in a first operating position of the wing 1 (called the upper position U), the leading end 1a and the trailing end 1b are standard It is offset with respect to the plane P. The rear end 1b is standard It is on the surface P, and the tip 1a standard It is below surface P.

[0033] As shown in FIG. 3, in the second operating position of the wing 1 (called the lowered position D), the leading end 1a and the trailing end 1b are standard It is offset with respect to the plane P. The rear end 1b is standard It is below the surface P, and the tip 1a standard It is on surface P.

[0034] The wing 1 can assume any intermediate angular position between the raised position U and the lowered position depending on the actuation of the actuation means 3 .

[0035] As shown in Figures 4 to 9, when there are two wings, each of the wings 1, 1' can take any position between the raised position U and the lowered position D. Here, the wings are provided on both sides of the vehicle and are connected in a cantilever manner to a fairing 106 of the vehicle. In particular, the first wing 1 is connected to the left side of the motor vehicle 100, and the second wing 1' is connected to the right side of the motor vehicle 100.

[0036] As shown in Figures 4 and 5, when both wings are in the neutral position, a stationary state A of the motor vehicle 100 is obtained. In this state, the wings 1, 1' make no aerodynamic contribution to the motor vehicle and are neutral with respect to the airflow. Therefore, the ratio of the aerodynamic coefficient (Cx) to the coefficient of climb (Cx) is minimum.

[0037] Also, as shown in Figures 6 and 7, stationary states A' and A are possible. In Figure 7, in particular, both wings 1,1' are in a raised position, thus generating a downforce on the front axle 101, which generates a preload on the front 101 of the motor vehicle 100. Referring instead to Figure 8, both wings 1,1' are in a lowered position D, thus generating an upforce, which lightens the front 101 of the motor vehicle 100. When it is desired to apply or lighten a preload on the front axle of the motor vehicle 100, stationary states A' (both wings 1,1' are in a raised position UU) and A'' (both wings 1,1' are in a lowered position DD) are preferred relative to the neutral stationary state A.

[0038] Referring to FIG. 8, the wings 1, 1' are arranged in opposite phases; that is, the first wing 1 is in the raised position U, and the second wing 1' is in the lowered position D. This special position of the wings 1, 1 generates an upward thrust FD from the second wing 1' and a downward thrust FU from the first wing 1. The effect of these thrusts FD, FU does not act along the vertical axis, but generates a rolling moment MS to the left (i.e., in the counterclockwise direction around the motor vehicle's longitudinal axis when the motor vehicle's longitudinal axis is directed from the rear Ba to the front Fr).

[0039] In another embodiment of an active aerodynamic device (not shown) shown in FIG. 8, the wings 1, 1′ are standard The wings 1, 1' are lowered at different angles to the plane P (wing 1' is lowered more than wing 1). This causes the thrust generated by the airflow F hitting the wings 1, 1' to be in an upward direction (lightening the front axle 101) and at the same time a rolling torque MS to the left. In yet another embodiment of the active aerodynamic device shown in FIG. 8 (not shown), both wings 1, 1' are raised, but standard They are at different angles to the plane P. As a result, the thrust generated by the airflow F hitting the wings 1, 1' is in the downward direction (load on the front axle 101) and simultaneously generates a rolling torque on the left side.

[0040] With reference to Figure 9, the wings 1, 1' are arranged in antiphase, i.e. the first wing 1 is in the lowered position D and the second wing 1' is in the raised position. This special position of the wings 1, 1' generates an upward thrust FD from the first wing 1 and a downward thrust FU from the second wing 1'. The effect of these thrusts FD, FU does not act along the vertical axis, but generates a moment MD to the right (i.e. in the clockwise direction around the motor vehicle's longitudinal axis when the motor vehicle's longitudinal axis is directed from rear Ba to front Fr).

[0041] In another embodiment of an active aerodynamic device (not shown) shown in FIG. 9, both wings 1, 1' are lowered, standard The wings 1, 1' are in different positions relative to the plane P (wing 1 is lowered more than wing 1'). This causes the thrust generated by the airflow F hitting the wings 1, 1' to be directed upwards (lightening the front axle 101) and to generate a rolling torque MD coaxially to the right. In yet another embodiment of the active aerodynamic device shown in FIG. 8 (not shown), both wings 1, 1' are in the raised position but standard The wings 1 and 1' are at different positions relative to the plane P (wing 1 is higher than wing 1'). As a result, the thrust generated by the airflow F hitting the wings 1 and 1' is directed downward (the front axle 101 becomes heavier), and a rolling torque MD to the right is generated coaxially.

[0042] The downward thrust creates a compressive load on the front axle 101, while the upward thrust reduces the force on the front axle 101, and these thrusts are usually designated by the abbreviation "Cz". The upward thrust Cz increases the maneuverability of the front axle 101, thus improving the maneuverability of the motor vehicle 100. The downward thrust Cz improves the grip of the front axle 101 with the ground surface T.

[0043] The wings 1 and 1' rotate around the axis of rotation 2. Reference plane P It is preferably rotatable by + / - 25° relative to (horizontal to the ground).

[0044] The above-mentioned moments, i.e., rolling torques MD and MS, are important in improving the maneuverability of the motor vehicle 100, particularly when entering and exiting a curve, as will be explained in detail later.

[0045] Each wing 1, 1' has a support element 7 arranged on the outer side of the wing, which supports the cantilevered side of the wing and makes it more stable. The support element 7 has in particular a part which extends between the axis 2 of the wing and the fairing of the front part 101 of the motor vehicle 100. This part is placed in the fairing area and forms a support, i.e. it is firmly fastened there by fastening means.

[0046] More specifically, the support element 7 is L-shaped towards the fairing of the motor vehicle 100 and together with the respective wings 1, 1' and the fairing forms a channel for carrying the airflow.

[0047] From a functional point of view, the actuation means 3 shown in figures 1 to 3, 5 to 9 comprise two actuators 3 for moving the wings 1, 1' between a neutral position N, a raised position U and a lowered position D. The actuators are preferably electric motors.

[0048] The above-mentioned actuation means, ie, the actuator 3, is connected to a switch C (shown in Figs. 1 to 3), such as a button.

[0049] The above mentioned device preferably comprises a first actuator 3 and a second actuator 3 for actuating the first wing 1 and the second wing 1' respectively. These actuators 3 are functionally connected to a control unit CPU. The control unit CPU is operable to selectively move the first wing 1 and the second wing 1' to: Reference plane P The controller 100 is programmed to select the rotation angle of each wing about the central axis 2 with respect to the axis 100. standard The angle of the wings 1, 1' relative to the plane P, and the resulting roll torque, are calculated outputs of the control unit CPU based on the steering angle, the roll angle, and the speed of the motor vehicle. The roll torque therefore changes the rolling speed of the vehicle, i.e. when entering and exiting a curve, the motor vehicle rolls quickly. The motor vehicle 100 therefore moves quickly from an upright position to a steering tilt position and vice versa. This effect is particularly noticeable when the speed of the motor vehicle 100 exceeds 50 km / h.

[0050] The above-mentioned steering angle, i.e. the angle between the steering axis and the frame, is preferably measured by a linear or rotary potentiometer. When the motor vehicle is upright and the wheels are parallel to each other, the steering angle is zero.

[0051] The steering torque applied to the steering wheel of the motor vehicle 100 is detected, for example, by a torsion dynamometer. The above-mentioned steering angle is actuated and the wings 1, 1' are moved in advance for the steering inclination of the motor vehicle in the curve by measuring the steering torque resulting from the steering torque. In other words, by detecting the steering torque, the system predicts the driver's control for the curve setting. Since the steering torque is one of the inducing influences of the change in the steering angle, it specifies the way of the motor vehicle going around the curve. Thus, in this way, the pair of wings are moved in advance, which changes the rolling speed of the motor vehicle 100.

[0052] The above-mentioned roll angle is preferably measured by a joyroscope mounted on the control unit CPU or on an inertial platform connected to the control unit CPU. A roll angle of zero indicates that the motor vehicle 100 is in an upright position.

[0053] The forward moving speed is preferably measured by a phonic wheel 105 equipped with a sound wheel sensor. The above-mentioned sensory phonic wheel is arranged on at least one front and / or rear wheel of the motor vehicle 100.

[0054] According to this operating principle, the variation in rolling speed stabilizes the motor vehicle in the face of abnormal rolling variations and counteracts external forces that tend to alter the rolling (e.g., wind acting sideways on the motor vehicle, or uneven ground).In return, the variation in rolling speed improves maneuverability and promotes the rolling motion desired by the driver.

[0055] The above-mentioned saddle-riding motor vehicle 100 has the above-mentioned active aerodynamic device. As shown in Figs. 1-4, the above-mentioned motor vehicle 100 further has a pair of lateral deflectors 20 arranged at the front 101 of the motor vehicle 100. The above-mentioned deflectors 20 are configured to deflect the air flow F laterally, and based on the forward moving speed of the motor vehicle 100, the air flow F passing through the motor vehicle 100, i.e., the air flow F coming towards the forward moving motor vehicle, is deflected laterally to adjust it. By deflecting the air flow F laterally, the driver feels less turbulence in the area behind the shield of the front axle 101, and driving becomes stable even at speeds exceeding 50 km / h. As shown in Figures 1 and 4, the deflectors 20 are hinged to the motor vehicle 100 by means of substantially vertical hinges (hinges having axes V', V" parallel to the median plane L of the motor vehicle 100). The deflectors 20 described above are hinged forward (in their most forward position) to the motor vehicle 100 in order to improve the deflection of the air laterally. Alternatively, the deflectors 20 may be hinged to the rear (i.e., most rearward) of at least one of the motor vehicles 100 in order to obtain an aerodynamic effect of braking the motor vehicle 100 when at least one of the deflectors 20 opens laterally. To obtain both effects, the deflectors 20 may be hinged in an intermediate position on the motor vehicle 100. This A braking or deflecting effect is obtained depending on the angle of incidence of the deflector 20 with respect to the fairing 106 of the motor vehicle 100. There are two deflectors 20, which are arranged on both sides of the motor vehicle 100. The above-mentioned deflectors are preferably individually motor-driven and connected to a control unit for operating the deflecting or braking effect. A control signal for the deflector 20 is provided by a driver. This control signal is an output signal for a switch C arranged on the handle of the motor vehicle 100. The deflector 20 is provided on the motor vehicle, regardless of at least one fin 1, 1'. The above-mentioned seat-on-saddle type motor vehicle 100 has a movable deflector 20.The movable deflectors 20 are individually actuable, are located on either side of the motor vehicle 100 and are hinged to the motor vehicle 100 by means of hinges having axes V1', V" substantially parallel to the median plane L of the motor vehicle 100.

[0056] In order to appreciate the innovative features of various embodiments of the aerodynamic device of the present invention and related motor vehicles, a simplified schematic diagram illustrating the structure and effectiveness of the aerodynamic device is provided, followed by specific illustrations of the aerodynamic device and related motor vehicles employing the same. This simplified schematic diagram is shown in Figures 10 and 11.

[0057] 10 and 11, the motor vehicle 100A is first traveling in a straight line with both wings in the neutral position NN. In special cases (not shown), both wings are in either the raised position U or the lowered position D in order to achieve a predetermined behavior of the motor vehicle even when traveling in a straight line.

[0058] When the motor vehicle (position 100B) must begin to make a right turn, the left wing is set to its lowered position D and the right wing is set to its raised position U by the operation of the first and second actuators. This generates a rolling moment MD to the right, causing the motorcycle to tilt its steering wheel and turn easily and quickly. The rolling type motor vehicle described in this invention leans to the inside of the curve when going around a curve due to the centrifugal force acting on the motor vehicle and the driver.

[0059] As the motor vehicle (100C) goes around a curve, the wings return to the neutral position NN. Alternatively, the wings are set to move to the raised position UU to place more weight on the front axle of the motor vehicle, for example if the driver is braking or trying to increase grip on the front axle. In other cases, the wings are set to move to the lowered position DD to reduce forces acting on the motorcycle axle, for example if the motor vehicle is responding to a sudden change in road surface.

[0060] The latter hypothetical scenario is shown in FIG. 11, where a motor vehicle is traveling along a road with a series of reverse curves. Here, when the direction of travel of the motor vehicle changes from one curve to the next, it is preferable to increase the load on the front axle of the motor vehicle so that the driver can change direction as easily as possible. This improves the judgment of the timing of the change of direction. Now, when the motor vehicle 100C' is between two curves, it is preferable that both wings are positioned in a lowered position D'-D', with the right wing D" inclined more than the left wing D'. This makes the front axle lighter, and creates a rolling torque to the left.

[0061] Next, when the motor vehicle (position 100D) exits the curve and heads onto a straight line, the motor vehicle needs a torque to quickly return to the upright position (Figure 10). In this case, the right wing is set to the lowered position D and the left wing is set to the raised position U. This generates a rolling torque MS to the left to keep the motor vehicle upright. The process in Figure 11 is the same, but reversed, when the motor vehicle is traveling straight after exiting a left curve and traveling straight to the right. Thus, the right wing is raised (U) and the left wing is lowered (D).

[0062] When the motorcycle returns to straight line travel, both wings are set to the neutral position NN (position 100E in Figures 10 and 11).

[0063] The aerodynamic modifications to achieve an upward or downward effect will depend on various factors and circumstances (e.g., type of vehicle, road conditions, speed), but generally will favor the generation of torque to ease entry or exit into a curve or to provide turning torque.

[0064] In order to meet sudden or specific demands, a person skilled in the art can make several modifications to the above solution, all of which are within the scope of the invention as defined in the claims.

Claims

1. A saddle-riding type motor vehicle (100), the motor vehicle (100) having a center in a vehicle width direction when the motor vehicle (100) is viewed from the front, a center plane (L) extending in a front-rear direction and a top-bottom direction of the motor vehicle, and dividing the motor vehicle into symmetrical left and right parts; The motor vehicle (100) has an aerodynamic device (10), The aerodynamic device (10) comprises: at least one wing (1, 1') arranged on a front part (101) of the motor vehicle (100) so as to be exposed to an air flow (F) during forward movement of the motor vehicle (100); and actuation means (3) configured to move the at least one wing (1, 1') about an axis of rotation (2) perpendicular to the mid-plane (L) of the motor vehicle (100), the at least one wing (1, 1') moves in accordance with the movement of the motor vehicle (100) when the motor vehicle (100) performs a rolling movement; The motor vehicle (100) is a rolling motor vehicle having a pair of front wheels (102).

2. The aerodynamic device comprises: A stationary state (A, A', A"), a first operating state (B) and a second operating state (C), Varying the inclination of at least one of the wings (1, 1'); In the first operating state (B), a rolling torque (MS) is generated toward a first side of the motor vehicle (100); The motor vehicle (100) of claim 1, configured to generate a rolling torque (MD) toward a second side of the motor vehicle (100) in the second operating state (C).

3. The motor vehicle (100) of claim 2, wherein the at least one wing (1,1') is connected to a fairing (106) of the motor vehicle (100) in a cantilevered manner for rotation.

4. The at least one wing (1,1') has a forward end (1a) and a rearward end (1b) opposite the forward end (1a); the air flow (F) flows along a surface of the at least one wing (1, 1') from the forward end (1a) towards the aft end (1b); When the at least one wing (1, 1') is in a neutral position (N), the front end (1a) and the rear end (1b) are located on a reference plane (P) that passes through the rotation axis (2) and is parallel to the ground; when the at least one wing (1, 1') is in a raised position (U) or a lowered position (D), the forward end (1a) and the rearward end (1b) are disposed on opposite sides of the reference plane (P); A motor vehicle (100) as described in any one of claims 2 or 3, wherein when the motor vehicle (100) is in an upright position, when the at least one wing (1, 1') is in the raised position (U), the rear end (1b) appears above the forward end (1a), and when the at least one wing (1, 1') is in the lowered position (D), the rear end (1b) appears below the forward end (1a).

5. The aerodynamic device (10) has a first wing (1) and a second wing (1'), The aerodynamic device (10) comprises: In the stationary state (A, A', A''), the first wing (1) and the second wing (1') are either both in the neutral position (N), both in the raised position (U), or both in the lowered position (D); In the first operating state (B), the first wing (1) is in the raised position (U) and the second wing (1') is in the lowered position (D); 5. The motor vehicle (100) of claim 4, wherein in the second operating state (C), the first wing (1) assumes the lowered position (D) and the second wing (1') assumes the raised position (U).

6. The actuation means (3) a control unit (CPU) configured to issue commands to the actuation means (3) according to a steering angle, a rolling angle and a driving speed so as to vary the rolling speed of the motor vehicle (100) to generate the rolling torque (MS) towards the first side of the motor vehicle or the rolling torque (MD) towards the second side of the motor vehicle; 6. The motor vehicle (100) of claim 5, wherein the actuation means (3) comprises a first actuator for moving the first wing (1) and a second actuator for moving the second wing (1').

7. A motor vehicle (100) according to any one of claims 4 to 6 not dependent on claim 3, wherein the at least one wing (1, 1') has a support member (7) configured to be connected to a fairing (106) of the motor vehicle (100) and protect the at least one wing (1, 1').

8. A motor vehicle (100) as claimed in any of claims 4 or 5, wherein the actuation means (3) is connected to at least one switch (C) configured to select the position of the at least one wing (1, 1') between the neutral position (N), the raised position (U) and the lowered position (D).

9. 9. The motor vehicle (100) of claim 8, wherein the at least one switch (C) is selected by a button located on a steering wheel of the motor vehicle (100) or a pedal located on a mid-platform of the motor vehicle (100).

10. 7. The motor vehicle (100) of claim 6, further comprising a linear or rotary potentiometer for measuring the steering angle.

11. The motor vehicle (100) of claim 6, further comprising a gyroscope or inertial platform for measuring the roll angle.

12. 7. The motor vehicle (100) of claim 6, further comprising one or more phonic wheels for measuring said road speed.

13. 7. The motor vehicle (100) of claim 6, further comprising a torsion dynamometer for measuring steering torque, said control unit (CPU) being configured to predict said steering angle as a function of said steering torque.

14. A motor vehicle (100) according to any one of claims 4 to 13, comprising a plurality of lateral deflectors (20) arranged on either side of the motor vehicle (100) and configured to deflect the air flow (F) laterally.

15. The aerodynamic device (10) comprises: The at least one wing (1, 1') has only one wing (1), In said rest state (A), said one wing (1) takes said neutral position (N), In the first operating state (B), the one wing (1) takes the raised position (U), In the second operating state (C), the one wing (1) assumes the lowered position (D); The motor vehicle (100) of claim 4.

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