System and method for controlling the attitude of a vehicle, and vehicle equipped with said system

Abstract

An automobile vehicle having at least one first drive wheel (R1) inclined about a first rotation axis across the vehicle and at least one second drive wheel (R2) inclined about a second rotation axis across the vehicle, the vehicle comprising a power source for generating power and a transmission for transmitting power to the first inclined drive wheel (R1) and the second inclined drive wheel (R2).

Description

Technical Field

[0001] The present invention relates to the field of vehicles equipped with inclined wheels. In particular, the present invention relates to the field of motorcycles equipped with at least two inclined wheels arranged in particular on the same transverse axis. Specifically, the present invention relates to an apparatus and / or system and method suitable for improving the leaning performance of a vehicle, in particular a motorcycle of the aforementioned type. Even more specifically, the present invention relates to the field of the aforementioned electric or hybrid drive vehicles, and to an apparatus and / or system and method for the automatic control management and / or control of the attitude of a vehicle and / or a motorcycle of the aforementioned type. Finally, the present invention relates to a vehicle, in particular an electric drive motorcycle, equipped with at least two inclined wheels provided with an apparatus or system of the aforementioned type.

Background Art

[0002] Leaning wheel vehicles are known in the state of the art and have been widely spread and understood by users therefrom. Here, the term "leaning wheel vehicle" as defined herein means a vehicle, in particular a motorcycle, scooter, quad, etc., equipped with at least a pair of inclined wheels, such as a motorcycle equipped with, for example, at least two inclined front wheels and one (generally) non-inclined rear wheel. Vehicles with two swinging rear wheels and four-wheel vehicles with at least a pair of inclined wheels are also included within the definition.

[0003] The main feature of the above-mentioned leaning wheel vehicle is that the (at least two) inclined wheels can lean laterally due to the presence of a so-called leaning system of wheels arranged side by side in the lateral direction, generally but not exclusively the front wheels.

[0004] A leaning wheel vehicle (hereinafter also simply referred to as a "leaning vehicle") generally comprises a rocking fixing device operated by the driver according to requirements and / or the environment.

[0005] In particular, the device and / or system is such that the tilt block (or swing fixation) is operated by the driver via a switch at a speed below a threshold value established by (and thus by the manufacturer of) the vehicle's specifications, generally equal to a few kilometers per hour, and the swing or tilt fixation automatically stops operating when the driver first opens the accelerator.

[0006] Tilt block devices and / or systems according to the prior art briefly outlined above can be understood from different perspectives, such as ease of implementation and substantially included costs, however, there are problems and / or drawbacks that the present invention aims to solve and overcome respectively.

[0007] The first problem or disadvantage is that when the vehicle is within the speed threshold allowed for the block and the tilt system is blocked, i.e., when the vehicle is still moving but the tilt is blocked, the vehicle remains in the tilt-fixed state until it reaches the release speed (in the case of an automatic fixation device) or until the manual release of the swing fixation by the button of the normal operation lever (in the case of a device for manually inserting or stopping the operation of the block), causing instability in the lateral direction (either to the right or left respectively) of the vehicle with respect to the vertical plane and hitting holes or unevenness such as manholes or height differences anyway (unfortunately such situations are frequent and result from uneven road surfaces). In these cases, when restarting, and thus when the swing is released, the driver faces a serious and difficult problem as the vehicle tends to fall sideways and is not completely vertical during the "recovery" phase of gradually increasing speed, and in order to counteract the instability, the driver is inevitably forced to intervene on the steering wheel with a maneuver that unavoidably includes the real risk of colliding with other vehicles or, anyway, the risk of jumping into an adjacent lane or lane.

[0008] Furthermore, in general terms, additional disadvantages are that in the event of (pits or manhole covers) unevenness, a vehicle having a fixed tilt system faces obstacles, which also causes the vehicle to roll over, resulting in a rollover for the vehicle, the driver, other passengers, and nearby people or objects. The vehicle is also known as an electric and / or hybrid traction motor vehicle and / or a motorcycle, particularly an electric or hybrid traction motorcycle, which is disadvantaged especially by the disadvantages outlined above. SUMMARY OF THE INVENTION

[0009] The scope of the present invention is thus to provide a solution that can effectively and reliably overcome the problems and / or disadvantages associated with devices and / or systems for blocking tilt according to the prior art outlined above.

[0010] A further scope of the present invention is to provide a device, system or method that can actively control and manage the operation of the suspension, thus ensuring the maintenance of the verticality of a tilted vehicle during low-speed driving and temporary stops.

[0011] In particular, it is within the scope of the present invention that the driver does not need to put his feet on the ground to maintain balance, and preferably automatically maintains the vehicle in a substantially vertical position regardless of the terrain and road surface conditions, especially in the "quad mode" (see the following description).

[0012] According to the present invention, by controlling the operation of the suspension, it is also possible to adjust the tilting angle (inclination) of the vehicle from low speed to high speed under normal driving conditions, and in this way, control and ensure stability, thus avoiding dangerous skidding.

[0013] In particular, a further scope of the present invention is - Ensure that the user places their feet on the normal ground, i.e., generally, in the usage conditions defined as "quad mode" during deceleration drive and temporary parking (red light, stop, etc.), the vehicle with three or more wheels maintains verticality (preferably automatically). - Provide an apparatus and / or system and / or method that can execute and control the inclination of the vehicle by executing an ideal inclination angle according to accidental driving and / or user parameters.

[0014] It is also within the scope of the present invention to provide a device of the aforementioned type that can be implemented in a wide range of vehicles with substantially no need for improvement and can be executed and installed at low cost by simple and fast operations.

[0015] The present invention is derived from general considerations and is effectively achieved, in at least electric or hybrid traction motorcycles, by providing a system suitable for transmitting the operation to the drive wheels in a positive manner and according to accidental conditions, especially if they are of the inclined type.

[0016] In fact, according to a further aspect of the present invention, in the case of lateral vehicle instability, for example, vehicle correction or rearrangement is quickly and reliably obtained by applying different traction torques to two drive wheels according to the parameters of the traction torque directed in opposite directions, depending on, for example, vehicle inclination, instantaneous speed, etc., especially also in accidental conditions.

[0017] A further aspect of the present invention, from the point of view of the rearrangement of a vehicle or a motorcycle, even with more satisfactory results, as outlined previously (and described in detail below), an electric hydraulic pump connected to a hydraulic suspension system is operated by software that processes signals from devices installed in the vehicle (speed sensors, inertial platforms, engine speed, etc.), and as its function, rather than in the other direction, or from one cylinder to another cylinder or vice versa, supplies the fluid contained inside the suspension, and also utilizes the contribution of one or more solenoid valves, in this way, when controlling the inclination angle of the vehicle during stops and low speeds and / or curves, guarantees the verticality maintained by the vehicle, and clearly improves the stability of the vehicle, related to the fact guaranteed by the use of a traction management system conveniently combined with a system that actively utilizes liquids and gases to manage the inclination of two wheels of a vehicle described in patent application 102019000001247 in the name of the applicant.

[0018] Based on the above considerations, in order to overcome the disadvantages of a suspension fixing system according to the prior art and / or to achieve the further scope described above, the present invention relates to a motor vehicle comprising at least a first drive wheel R1 and a second drive wheel R2 which are each inclined with respect to a respective tilt axis across the vehicle, the vehicle comprising a power source for power generation and a transmission for power transmission to the first inclined drive wheel R1 and the second inclined drive wheel R2, the power source comprising a separate and independent first electric motor 12 and a second electric motor 13, the transmission comprising two parts configured to transmit power independently from the first electric motor 12 to the first inclined drive wheel R1 and from the second electric motor 13 to the second inclined drive wheel R2, the vehicle comprising an electronic control unit configured to receive, process and control the first electric motor 12 and the second electric motor 13 as a function of one or more parameters, whereby the control by the control unit of the first electric motor 12 and / or the second electric motor 13 as a function of the one or more parameters results in an independent transmission of power from the first electric motor 12 and / or the second electric motor 13 to the first inclined drive wheel R1 and / or the second inclined drive wheel R2, respectively.

[0019] Such parameters are automatically acquired by the control unit and transmitted (e.g., by sensors or detection devices that detect and / or measure the parameters, such as the driving speed, the inclination of the chassis, etc., as will be well understood hereinafter), as a result of which the attitude adjustment is automatic and depends on the mapping of the control unit and the algorithms by which these parameters are processed by such a control unit. Alternatively or in combination, these parameters indicate a spontaneous action by the driver to force the control unit to adjust the attitude of the vehicle in a desired manner by the user, which is the case, for example, when the parameter indicates the active or inactive state of a control device (e.g., a switch that is switched by pressing a button, turning a knob, etc.) operated by the user, in which case the relevant parameter is either the output of an electrical signal from the control device (if the control device is, for example, an on-off switch), or the degree of activation of the control device (the pressure exerted by the user on the control device, the angular displacement given by the user to the knob, etc.), the value of which is conveniently detected, in some cases, also by a dedicated sensor as a function of time (as a result, for example, the response of the vehicle becomes stronger in proportion to the speed at which the user performs the action).

[0020] According to one embodiment, at least the first electric motor 12 is configured to rotate in two opposite rotational directions such that the power generated and transmitted to the first tilt drive wheel R1 causes the rotation of the first tilt drive wheel R1 in the forward direction and the opposite of the forward direction, respectively.

[0021] According to one embodiment, the second motor 13 is also configured to rotate in two opposite rotational directions such that the power generated and transmitted to the second tilt drive wheel R2 causes the rotation of the second tilt drive wheel R2 in the forward direction and the opposite of the forward direction, respectively.

[0022] According to one embodiment, each of the first electric motor 12 or both the first electric motor 12 and the second electric motor 13 is configured to convert forced deceleration into the generation of electrical energy, and the deceleration of each of the first electric motor 12 or both the first electric motor 12 and the second electric motor 13 is controlled by the control unit according to the one or more parameters.

[0023] According to one embodiment, the first electric motor 12 and the second electric motor 13 each include a first rotating shaft 14 and a second rotating shaft 15, and the first rotating shaft 14 and the second rotating shaft 15 are arranged parallel to the transverse rotation axes of the first inclined drive wheel R1 and the second inclined drive wheel R2.

[0024] According to one embodiment, the first part and the second part of the transmission include a first pulley 16 firmly fixed to the first rotating shaft 14, a second pulley 17 firmly fixed to the second rotating shaft 15, a first transmission belt 18 and a second transmission belt 19 that are respectively rotated and driven by the first pulley 16 and the second pulley 17.

[0025] According to one embodiment, the first transmission belt 18 and the second transmission belt 19 extend between the first pulley 16 and the second pulley 17 and the third pulley 20 and the fourth pulley 21 respectively.

[0026] According to one embodiment, the third pulley 20 and the fourth pulley 21 are firmly coupled to the first inclined drive wheel R1 and the second inclined drive wheel R2 respectively.

[0027] According to one embodiment, the first rotating shaft 14 and the second rotating shaft 15 are arranged along the same axis parallel to the transverse rotation axes of the first inclined drive wheel R1 and the second inclined drive wheel R2.

[0028] According to one embodiment, the third intermediate pulley 20 and the fourth intermediate pulley 21 are idlers, i.e., rotated and driven by a belt or a transmission element, whereby, by temporarily removing the engagement of the respective belt or element transmission of the third pulley 20 and the fourth pulley 21, each of the pulleys 20 and 21 can rotate freely in two opposite rotational directions.

[0029] According to one embodiment, the first part and the second part of the transmission each comprise a third transmission belt 22 and a fourth transmission belt 23 that are rotated and driven by the third pulley 20 and the fourth pulley 21, respectively.

[0030] According to one embodiment, the first part and the second part of the transmission are each rotated and driven by the third transmission belt 22 and the fourth belt transmission belt 23, respectively, and each comprise a fifth pulley 24 and a sixth pulley 25 that are rigidly coupled to the first inclined drive wheel R1 and the second inclined drive wheel (R2), respectively.

[0031] According to one embodiment, the two inclined drive wheels R1, R2 are each mechanically fixed to the chassis of the vehicle by a first vibration fixing arm B1 and a second vibration fixing arm B2.

[0032] According to one embodiment, the vehicle comprises a plurality of sensors and / or measuring means for detecting and / or measuring parameters such as, for example, the traveling speed, the inclination of the chassis, the forces acting on the first fixing arm B1 and the second fixing arm B2, etc., and the sensors and / or measuring means are connected to the control unit and configured to communicate the results of the respective detections and / or measurements to the control unit.

[0033] According to one embodiment, the vehicle is a tricycle, and the two inclined drive wheels R1, R2 are arranged along a common axis disposed rearward of the third wheel of the vehicle.

[0034] As described above, the system according to the present invention is preferably configured to be used in combination with a system that actively utilizes liquid and gas to control the inclination of two wheels of the vehicle mechanically fixed to the chassis of the vehicle by a first vibration fixing arm and a second vibration fixing arm. The system includes at least a first cylinder and a second cylinder configured to be interposed between the frame, the first vibration fixing arm, and the second vibration fixing arm, respectively. The first and second cylinders both have variable volumes and include a first chamber and a second chamber defined by a first translational piston housed in the first cylinder and a second translational piston housed in the second cylinder, respectively. The first chamber and the second chamber contain an incompressible liquid. The movement of the incompressible liquid from the first chamber to the second chamber results in an increase in the volume of the second chamber, while the movement of the incompressible liquid from the second chamber to the first chamber results in an increase in the volume of the first chamber. The system includes first connection means for placing the first chamber and the second chamber in fluid communication, so that the incompressible liquid alternately moves from the first chamber to the second chamber and from the second chamber to the first chamber. The system includes an electric pump fluidly connected to the first connection means. The system further includes a control unit for the electrical control of the electric pump. The unit is adapted to receive, process one or more parameters and electrically control the electric pump as a function of the one or more parameters. Therefore, the electrical operation of the electric pump as a function of the one or more parameters causes the movement of the incompressible liquid from the first chamber to the second chamber or from the second chamber to the first chamber by the electric pump according to the one or more parameters.

[0035] According to one embodiment, the system includes a solenoid valve fluidly connected to the first connection means and the electric pump, the solenoid valve being electrically controlled by the control unit and being switchable between a closed position that prevents movement of the incompressible liquid between the first chamber and the second chamber and one or more open positions that allow fluid movement between the first chamber and the second chamber.

[0036] According to one embodiment, the system includes second connection means by which the first chamber and the second chamber are placed in fluid communication.

[0037] According to one embodiment, the system includes a circuit fluid tank connected to the three-way valve.

[0038] According to one embodiment, the system includes shut-off means arranged along the second connection means and electrically controlled, the shut-off means being switchable between a closed position in which the first chamber and the second chamber are not placed in fluid communication by the second connection means and one or more open positions in which the first chamber and the second chamber are placed in fluid communication by the second connection means.

[0039] According to one embodiment, the system includes storage means in fluid communication with the second connection means, and movement of the incompressible liquid from the first chamber to the second chamber and from the second chamber to the first chamber results in storage of at least a portion of the incompressible liquid in the storage means.

[0040] According to one embodiment, the blocking means is interposed between the second connecting means and the first accumulating means, and the blocking means is configured such that the first chamber and the second chamber are not in fluid communication, and the first accumulating means is not in fluid communication with the second connecting means in a first position, the first chamber and the second chamber are in fluid communication by the second connecting means, and the first accumulating means is not in fluid communication with the second connecting means in a second position, and the first chamber and the second chamber are in fluid communication by the second connecting means, and the first accumulating means is in fluid communication with the second connecting means in a third position, and includes a three-way valve that can be switched between these positions.

[0041] According to one embodiment, the blocking means is interposed between the second connecting means and the first accumulating means, and the blocking means includes three on-off valves arranged in series and capable of switching between a first mode in which the first chamber and the second chamber are not in fluid communication with each other and the first accumulating means is not in fluid communication with the second connecting means, a second mode in which the first chamber and the second chamber are in fluid communication by the second connecting means and the first accumulating means is not in fluid communication with the second connecting means, and a third mode in which the first chamber and the second chamber are in fluid communication by the second connecting means and the first accumulating means is in fluid communication with the second connecting means.

[0042] According to one embodiment, the first accumulating means is defined by a third chamber whose volume is variable and restricted by a third movable piston housed in a third cylinder, the third cylinder contains a compressible gas, and includes a fourth chamber with a variable volume arranged relative to the third chamber, and the accumulation of the non-compressible liquid in the third chamber causes the expansion of the third chamber and the compression of the gas in the fourth chamber, resulting in a decrease in the volume of the fourth chamber.

[0043] According to one embodiment, the system comprises the second storage means in fluid communication with the first connection means, and the movement of the incompressible liquid from the first chamber to the second chamber and from the second chamber to the first chamber results in the storage of at least a portion of the incompressible liquid in the second storage means.

[0044] According to one embodiment, the second storage means is defined by a fifth chamber and a sixth chamber, both of which have variable volumes and are defined by a fourth reciprocating piston housed in a fourth cylinder and a fifth reciprocating piston housed in a fifth cylinder, respectively. The fourth cylinder and the fifth cylinder each comprise a seventh chamber and an eighth chamber, both of which have variable volumes and contain compressible gas. The seventh chamber and the eighth chamber are respectively arranged with respect to the fifth chamber and the sixth chamber. The storage of the incompressible liquid in the fifth chamber and the sixth chamber results in the expansion of the fifth chamber and the sixth chamber and the compression of the gas in the seventh chamber and the eighth chamber, respectively, so that the volumes of the seventh chamber and the eighth chamber decrease as a result.

[0045] The present invention is thus particularly advantageous for a vehicle comprising at least two tilting wheels mechanically fixed to the frame of the vehicle by a first vibration-fixed arm and a second vibration-fixed arm. The vehicle comprises an electric attitude control system according to one of the above-described embodiments, preferably a system that actively utilizes liquid and gas to control the tilt of the two tilting wheels.

[0046] According to one embodiment, the vehicle comprises a plurality of sensors and / or measuring means for detecting and / or measuring parameters, such as, for example, the running speed, the tilt of the chassis, the stress acting on the first arm fixing and the second fixing arm, etc. The sensors and / or measuring means are connected to the control unit and are configured to communicate the results of each detection and / or measurement to the control unit.

[0047] According to one embodiment, the vehicle is a tricycle having two inclined front wheels arranged along a common transverse axis.

[0048] According to one embodiment, the vehicle is a tricycle having two inclined rear wheels arranged along a common transverse axis.

[0049] According to one embodiment, the vehicle is a four-wheeled vehicle having two inclined front and / or rear wheels arranged along a common transverse axis.

[0050] Further possible embodiments of the present invention are defined by the claims.

[0051] The present invention will become apparent from the following detailed description of the embodiments shown in the figures. However, the present invention is not limited to the embodiments described below and shown in the figures. On the contrary, all those variations of the embodiments described below and shown in the figures that are obvious to those skilled in the art are within the scope of the present invention. In the figures.

Brief Description of the Drawings

[0052]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

DETAILED DESCRIPTION OF THE INVENTION

[0053] The present invention is particularly advantageous when used for the management and / or control of the attitude of an electric tilt motor cycle equipped with tilt drive wheels. This is because the present invention is described below with particular reference to tilt motor cycles of the above-mentioned type. The present invention is appropriately linked with a suspension that uses a liquid and a gas to control the rocking of a three- or more-wheeled vehicle, such as a suspension of the HTS type, as described in European Patent No. 2046589 under the name of the applicant and / or Patent Application No. 102019000001247 under the name of the applicant.

[0054] In particular, the present invention is implemented in a tilt vehicle designed with a closed body of an automobile type, improving the comfort and safety of driving.

[0055] In the figure, two drive wheels R1 and R2 of the vehicle 100 arranged side by side in the lateral direction of the vehicle 100 and mechanically supported by a first vibration-fixed arm B1 and a second vibration-fixed arm B2, respectively, are observed. Each of the two arms B1 and B2 is rotatably fixed to a rotation hub M1 and M2, respectively, at its end. The two arms B1 and B2 are thus rotatable on the hubs M1 and M2 in two opposite rotation directions indicated by the double arrows in FIGS. 1 and 2.

[0056] Each of the two arms B1 and B2 is also conveniently shaped like a fork so as to define a connection for the first cylinder C1 and the second cylinder C2 respectively. Both cylinders C1 and C2 are part of the suspension system and thus are interposed between the chassis of the vehicle 100 (not shown in detail) and the first vibration fixing arm B1 and the second vibration fixing arm B2 respectively. The cylinders C1 and C2 each have a first chamber and a second chamber with variable volumes, both separated by a first translatable piston housed in the first cylinder C1 and a second translatable piston housed in the second cylinder C2 (in a substantially known manner and thus not described in detail for the sake of brevity). The first chamber and the second chamber contain a non-compressible liquid, such as hydraulic oil for example.

[0057] As shown, the vehicle 100 comprises a power source consisting of a first electric motor 12 and a second electric motor 13, and a transmission system for transmitting power from the first motor 12 and the second motor 13 to the wheels R1 and R2 respectively.

[0058] Motors 12 and 13 are conveniently powered by the battery B and, according to one embodiment, they are of the energy recovery type, i.e. they can generate electricity, for example during braking and / or deceleration.

[0059] The battery B can also be recharged by both a socket connection (in the case of a fully electric vehicle) and a generator driven by an internal combustion engine in the case of a hybrid vehicle.

[0060] As described above, the particularity of the present invention is shown by the fact that the electric motors 12 and 13 are completely independent of each other (see the following description), while the second particularity of the present invention is shown by the fact that the transmission is configured to be able to transmit power from the first motor 12 and the second motor 13 to the drive wheels R1 and R2 equally independently.

[0061] In the context of the present invention, the expression "independent motor" is intended to mean that the first motor 12 and the second motor 13 are operated, stopped, accelerated, decelerated, and thus each placed in rotation in two opposite rotational directions (as indicated by the double arrows) completely independently of each other. For example, while the motor 12 rotates in one rotational direction, the motor 13 can simultaneously remain stopped or rotate in the opposite rotational direction. The different combinations of the independent use of the first motor 12 and the second motor 13 are essentially clear and are therefore omitted for the sake of brevity from the detailed description.

[0062] According to one embodiment, the first motor 12 and the second motor 13 each comprise a rotational shaft 14 and a second rotational shaft 15, and a first pulley 16 and a second pulley 17 are firmly coupled to the first rotational shaft 14 and the second rotational shaft 15 respectively. The first rotational shaft 14 and the second rotational shaft 15, the first motor 12 and the second motor 13 are each configured to rotate the first rotational shaft 14 and the second rotational shaft 15 (and thus the first pulley 16 and the second pulley 17) in two opposite rotational directions with variable rotational speeds according to the requirements and / or environment as described above.

[0063] According to the embodiment shown in FIG. 2, the two motors 12 and 13 are arranged side by side parallel to their respective rotational shafts 14 and 15, and the transmission system comprises a first transmission belt 18 that engages a first pulley 16 and a pulley 20 firmly fixed to the wheel R1 (thus the belt 18 extends between the pulley 16 and the pulley 20). In the same way, the transmission belt 19 engages a second pulley 17 (covered in the figure of FIG. 2 by the motor 13) and a pulley 21 firmly fixed to the wheel R2 (thus the belt 19 extends between the pulley 17 and the pulley 21).

[0064] Therefore, it is clear from the above that the rotation of the first rotating shaft 14 and the second rotating shaft 15 in the counterclockwise and clockwise directions (with respect to the figure) results in the rotation of the respective wheels R1 and R2 in the forward direction and the direction opposite to the forward direction, respectively. Although it particularly stems from the management of the two engines 12 and 13 according to the above method, in particular, if an ABS device is provided, the response of the vehicle can be observed in combination with the braking system.

[0065] In fact, imagining a vehicle that is made unstable to the left and equipped with brakes on both the left and right wheels (which are blocked or braked, in some cases, with different values defined by the ABS system if it exists), the traction distributed to the left wheel in the forward direction generates torque on the vehicle from left to right, and the traction in the opposite direction of the forward direction distributed to the right wheel also generates torque on the vehicle from left to right. The result of the two torques causes the rearrangement of the vehicle.

[0066] The embodiments shown in FIGS. 3 and 4 differ from FIGS. 1 and 2 in that the first motor 12 and the second motor 13 are arranged along axes parallel to each other, crossing the vehicle 100, but offset with differences along the height and / or depth. In this case, the two pulleys 20 and 21 are idlers, located at intermediate positions between the pulley 14 and the wheel R1 and between the pulley 15 and the wheel R2, respectively, rotating and driving the belts 22 and 23, respectively. The belts 18 and 19 extend between a pulley 20a fixed to the pulley 20 and a pulley 24 firmly fixed to the wheel R1, and between a pulley 21a firmly fixed to the pulley 21 and a pulley 25 firmly fixed to the wheel R2.

[0067] As described above, according to the present invention, the two electric motors 12 and 13 are managed by an electric control unit (not shown), and as a result, the respective rotating shafts 14 and 15 rotate independently according to the method outlined above. For this purpose, the control unit is configured to receive, process, and electrically control the first motor 12 and the second motor 13 according to one or more parameters, whereby the electrical control of the first motor 12 and the second motor 13 according to the one or more parameters results in the transmission of power from the first motor 12 and the second motor 13 to the first wheel R1 and the second wheel R2, respectively, and thus, in an independent manner, the rotation of the first wheel R1 and the second wheel R2 at different rotational speeds and in different rotational directions in some cases.

[0068] As a non-limiting example, vehicle speed, inclination, engine speed, etc. are among the parameters processed by the control unit, and the parameters are detected and communicated to the control unit by sensors (not shown) arranged on the vehicle. Alternatively or in combination, the parameters processed by the control unit include signals indicating the activation and / or modulation of the control device, and as a function thereof, the control unit adjusts the torque by one of the two electric motors 12, 13.

[0069] Furthermore, according to a preferred embodiment, each of the inclination drive wheels R1, R2 is associated with a brake device 31, 32 (e.g., a conventional disc or drum brake well known to those skilled in the art), and applies braking torque to the respective R1, R2 drive wheels.

[0070] The following provides a description of possible usage modes of the attitude control system according to the present invention.

[0071] For example, when the vehicle 100 is stationary or decelerating, assuming a situation where it becomes unstable, for example, to the left, i.e., in the counterclockwise direction for the driver, in that case, the rotational torque in the direction opposite to the traveling direction distributed to the left driving wheel R1, combined with the rotational torque in the traveling direction distributed to the right driving wheel R2 (the values of such rotational torques are adjusted according to requirements and / or the environment, for example, the torque of wheel R1 has a value proportional to the instability, and the torque of wheel R2 has a value inversely proportional to the instability), generates a clockwise torque (referring to the driver again) managed by the control unit, and thus corrects the vehicle.

[0072] The same operation is made more effective as above, especially under poor grip conditions, by also using the brake system, especially if equipped with an ABS system, to support the supply of drive torque, for example, by increasing the torque in the direction opposite to the rotation acting on the brake wheel.

[0073] Similarly, during deceleration, the engine brake is used, determined by energy recovery (regenerative braking), and is appropriately managed and distributed between the driving wheels to obtain a stability control effect or to maintain the verticality of the vehicle.

[0074] In fact, by, for example, cutting off the brake of wheel R1 and supplying drive torque to the same wheel R1, the provided torque causes the rotation of the respective arm B1, thus bringing about a thrust or traction that can bring the vehicle back to its original position.

[0075] According to one aspect of the present invention, therefore, respective rotational torques having opposite directions and / or different values are applied to two tilting drive wheels R1, R2 (by respective electric motors 12, 13 through respective transmissions) and / or braking torque is applied to at least one of the drive wheels R1, R2 by respective brakes 31, 32, and at the same time, drive torque is applied to such at least one drive wheel R1, R2 (by respective electric motors 12, 13 through respective transmissions) so as to cause rotation of fixed arms B1, B2 associated with such at least one drive wheel R1, R2 about respective axes of rotation Y across the vehicle, thereby implementing a method of influencing the tilt and attitude of a tilting vehicle configured according to one of the above-described embodiments.

[0076] According to one embodiment, the above step is carried out by applying rotational torque to one or both drive wheels R1, R2 by associated drive belts 18, 19, 22, 23 driven by respective electric motors 12, 13.

[0077] For example, as shown in FIGS. 5 and 6, braking torque can be applied to the first drive wheel R1 by respective brake 31. Applying torque for rotation in the clockwise direction (observed in the figure) to such a wheel R1 at the same time causes oscillation of respective fixed arm B1 in the direction of the arrow shown in FIG. 6, thereby correcting the attitude 100 of the vehicle.

[0078] Therefore, it is shown by the foregoing detailed description of the embodiments of the present invention shown in the figures that the present invention can achieve a predetermined object of overcoming the disadvantages of the prior art.

[0079] In particular, by the present invention, the solution can be utilized by converting the separate management of the traction of the drive wheels of a vehicle, in particular a motorcycle, and the said separate control of the drive wheels into an effective control of the attitude of the vehicle and / or motorcycle.

[0080] In particular, according to the present invention, the vehicle can automatically maintain a substantially vertical position without the driver having to place their feet on the ground to maintain balance, especially in the "quad mode" (see previous description) regardless of the condition of the ground and the road surface.

[0081] By means of a system according to the invention, by controlling the torque distributed to two drive wheels by two electric motors, it is possible to adjust the normal driving conditions, and thus the tilting angle (inclication) from low speed to high speed, in this way controlling and ensuring stability and thus avoiding dangerous skidding.

[0082] In particular, according to the present invention, the device and / or system - guarantees the automatic maintenance of the verticality of a vehicle with three or more wheels in a state of use defined as "quad mode", where the user normally uses their feet on the ground, i.e. generally during driving at deceleration and during temporary parking (red light, stop, etc.). - is available which can execute and control the tilting of the above vehicle by executing an ideal tilting angle according to accidental parameters of driving and / or use.

[0083] Furthermore, a device or system according to the present invention is implemented over a wide range of vehicles and without the need for substantial improvement thereof, and is installable with simple and quick operation and thus at low cost.

[0084] The present invention is clearly defined above by the detailed description of the embodiments shown in the figures, but the present invention is not limited to the embodiments described above and shown in the figures. On the contrary, all those changes and / or structural variations of the embodiments described above and shown in the figures that will be obvious and immediately apparent to a person skilled in the art are included within the scope of the present invention.

[0085] For example, according to the present invention, the previously described pulley is replaced by a toothed pinion or a toothed ring, in which case the transmission belt is replaced by respective transmission chains.

[0086] Furthermore, the first drive wheel R1 and the second drive wheel R2 are each tiltable (and thus inclinable) with respect to their own longitudinal axis X with respect to the vehicle.

[0087] The scope of the present invention is thus defined by the claims.

Claims

Claim 1 A vehicle comprising at least a first tilt drive wheel (R1) that tilts with respect to a first axis of rotation (Y) that traverses the vehicle and at least a second tilt drive wheel (R2) that tilts with respect to a second axis of rotation (Y) that traverses the vehicle, wherein the vehicle comprises a power source that generates power and a transmission that transmits power to the first tilt drive wheel (R1) and the second tilt drive wheel (R2), wherein the power source comprises a separate and independent first electric motor (12) and a second electric motor (13), wherein the transmission comprises a first portion configured to transmit power from the first electric motor (12) to the first tilt drive wheel (R1) and a second portion configured to transmit power from the second electric motor (13) to the second tilt drive wheel (R2), wherein the vehicle comprises an electronic control unit configured to receive, process, and control the first electric motor (12) and the second electric motor (13) according to the one or more parameters, whereby the operation of the control units of the first electric motor (12) and / or the second electric motor (13) that depends on the one or more parameters results in the transmission of power from the first electric motor (12) and / or the second electric motor (13) to the first tilt drive wheel (R1) and / or the second tilt drive wheel (R2) independently of each other, wherein the first tilt drive wheel (R1) is mechanically fixed to the chassis of the vehicle by a first fixed arm (B1) that is pivotable around the first axis of rotation (Y), wherein the second tilt drive wheel (R2) is mechanically fixed to the chassis of the vehicle by a second fixed arm (B2) that is pivotable around the second axis of rotation (Y), wherein the first tilt drive wheel (R1) is pivotable with respect to a first tilt axis (X) in the longitudinal direction with respect to the vehicle, wherein the second tilt drive wheel (R2) is pivotable with respect to a second tilt axis (X) in the longitudinal direction with respect to the vehicle, wherein the electronic control unit is configured to distribute torque to the first tilt drive wheel (R1) and the second tilt drive wheel (R2) arranged on the side of the vehicle where instability occurs in a state of lateral instability of the vehicle. The torque is combined with the torque in the traveling direction separately provided to the first tilt drive wheel (R1) and the second tilt drive wheel (R2) so that the vehicle corrects itself, and is separately provided in the direction opposite to the traveling rotation direction of the first tilt drive wheel (R1) and the second tilt drive wheel (R2).

2. The vehicle according to claim 1, wherein at least the first electric motor (12) is configured to rotate in two opposite rotational directions such that the power generated and transmitted to the first tilt drive wheel (R1) causes the first tilt drive wheel (R1) to rotate in the traveling direction and the direction opposite to the traveling direction, respectively.

3. The vehicle according to claim 2, wherein the second electric motor (13) is also configured to rotate in two opposite directions such that the power generated and transmitted to the second tilt drive wheel (R2) causes the second tilt drive wheel (R2) to rotate in the traveling direction and the direction opposite to the traveling direction, respectively.

4. The first electric motor (12) is configured to convert forced deceleration into generation of electric energy, and the deceleration of the first electric motor (12) is controlled by the control unit according to the one or more parameters, or The vehicle according to any one of claims 1 to 3, wherein the first electric motor (12) and the second electric motor (13) are each configured to convert forced deceleration into generation of electric energy, and the respective decelerations of the first electric motor (12) and the second electric motor (13) are controlled by the control unit according to the one or more parameters.

5. The first electric motor (12) includes a first rotating shaft (14). The second electric motor (13) includes a second rotating shaft (15). The first rotating shaft (14) is arranged parallel to the first rotating axis (Y) of the first tilt drive wheel (R1). The vehicle according to any one of claims 1 to 4, wherein the second rotating shaft (15) is arranged parallel to the second rotating axis (Y) of the second tilt drive wheel (R2).

6. The first part of the transmission includes a first pulley (16) firmly coupled to the first rotating shaft (14) and a first transmission belt (18) rotated and driven by the first pulley (16). The second part of the transmission comprises a second pulley (17) rigidly coupled to the second rotating shaft (15), and a second transmission belt (19) rotated and driven by the second pulley (17). The vehicle according to claim 5.

7. The first transmission belt (18) extends between the first pulley (16) and the third pulley (20), The second transmission belt (19) extends between the second pulley (17) and the fourth pulley (21). The vehicle according to claim 6.

8. The third pulley (20) is rigidly coupled to the first inclined drive wheel (R1), The fourth pulley (21) is rigidly coupled to the second inclined drive wheel (R2). The vehicle according to claim 7.

9. The first rotating shaft (14) and the second rotating shaft (15) are arranged along the same axis parallel to the first rotating axis (Y) of the first inclined drive wheel (R1) and the second rotating axis (Y) of the second inclined drive wheel (R2). The vehicle according to any one of claims 7 or 8.

10. The third pulley (20) and the fourth pulley (21) are idlers. The vehicle according to claim 9.

11. The first part of the transmission comprises a third transmission belt (22) rotated and driven by the first pulley (16), The second part of the transmission comprises a fourth transmission belt (23) rotated and driven by the second pulley (17). The vehicle according to claim 10.

12. In the first part of the transmission, the third pulley (20) is rotated and driven by the third transmission belt (22), In the second part of the transmission, the fourth pulley is rotated and driven by the fourth transmission belt (23). The vehicle according to claim 11.

13. The first transmission belt (18) extends between the third pulley (20) and a fifth pulley (24) rigidly fixed to the first inclined drive wheel (R1), The second transmission belt (19) extends between the fourth pulley (21) and a sixth pulley (25) rigidly fixed to the second inclined drive wheel (R2). The vehicle according to claim 11.

14. Comprising a plurality of sensors and / or measuring means for detecting and / or measuring, respectively, parameters such as, for example, the traveling speed, the inclination of the chassis, the forces acting on the first fixed arm (B1) and the second fixed arm (B2), The vehicle according to any one of claims 1 to 13, wherein the sensors and / or the measuring means are connected to the control unit and are configured to communicate the results of their respective detections and / or measurements to the control unit.

15. The vehicle according to any one of claims 1 to 14, wherein the first tilt drive wheel (R1) and the second tilt drive wheel (R2) are arranged behind or in front of the vehicle.

16. The first tilt drive wheel (R1) is associated with a first brake device (31) configured to apply a braking torque to the first tilt drive wheel (R1), The vehicle according to any one of claims 1 to 15, wherein the second tilt drive wheel (R2) is associated with a second brake device (32) configured to apply a braking torque to the second tilt drive wheel (R2).

17. (a) providing a vehicle (100) according to claim 16; and (b) applying respective rotational torques having opposite directions and / or different values through the transmission to the first tilt drive wheel (R1) by the first electric motor (12) and to the second tilt drive wheel (R2) by the second electric motor (13), and / or applying a braking torque to the first tilt drive wheel (R1) by the first brake device (31) or applying a braking torque to the second tilt drive wheel (R2) by the second brake device (32), and simultaneously causing at least one of a rotation about one end of the first fixed arm (B1) of the first fixed arm (B1) associated with the first tilt drive wheel (R1) and a rotation about one end of the second fixed arm (B2) of the second fixed arm (B2) associated with the second tilt drive wheel (R2), by applying a driving torque to the first tilt drive wheel (R1) by the first electric motor (12) and / or applying a driving torque to the second tilt drive wheel (R2) by the second electric motor (13) through the transmission. A method for adjusting the tilt and attitude of a tilt vehicle, comprising the steps of: Claim 18 The method according to claim 17, wherein step (b) is carried out by applying the drive torque to the first inclined drive wheel (R1) by means of a first transmission belt (18) and a third transmission belt (22) driven by the first electric motor (12), or by applying the drive torque to the second inclined drive wheel (R2) by means of a second transmission belt (19) and a fourth transmission belt (23) driven by the second electric motor (13).

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