• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    A hydropneumatic suspension device (DS) equips a tilting motor vehicle (V) having a train (TV) comprising right (RD) and left (RG) wheels. This device (DS) includes dampers right (AMD) and left (AMG) coupled to the right wheel (RD) and left (RG) and communicating with accumulators right (ACD) and left (ACG), a hydraulic circuit coupling the dampers right (AMD) and left (AMG) and comprising first (EV1) and second (EV2) solenoid valves, and control means (MCT) arranged to place the solenoid valves (EV1-EV2) in respective states open, closed or partially open according to the inclination of the vehicle (V).
    公开号:FR3037279A1
    申请号:FR1555448
    申请日:2015-06-15
    公开日:2016-12-16
    发明作者:Gilles Berthias；Vincent Hernette；Fabien Gerard
    申请人:Peugeot Citroen Automobiles SA；
    IPC主号:
    专利说明:

    [0001] The invention relates to hydropneumatic suspension devices which are intended to equip motor vehicles that can be reclined during bends. DESCRIPTION OF THE PREFERRED EMBODIMENTS Here, the term "tilting motor vehicle" means a ground vehicle having at least one driving machine allowing it to move, which can tilt in the turns and comprising either a train having a right wheel and a left wheel, and a another train having a single wheel, that is two trains each having a right wheel and a left wheel. Therefore, it could be a three- or four-wheeled car, or a three-wheeled motorcycle constituting a tricycle. (such as for example a three-wheeled scooter or a "trike"), or a four-wheel motorcycle constituting a quadricycle (such as a "quad"), or any other four-wheeled vehicle and narrow rear axle with a possibility of steep inclination curve.
    [0002] The two-wheeled trains of tilting motor vehicles generally comprise mechanical members having articulations and kinematics more or less complex, making them bulky heavy and expensive. This is for example the case of those who include a rudder system kinematically connecting their left wheel to their right wheel. To improve the situation, it has been proposed to use right and left dampers respectively coupled to the right and left wheels and interconnected by a hydraulic circuit controlled by control means. The hydraulic circuit comprises, for example, a conduit for the circulation of oil interconnecting the compression chambers of the right and left dampers, a solenoid valve located in the middle of the conduit and communicating with a central accumulator. The latter comprises a chamber separated by a movable membrane in two subparts, one receiving the oil from the conduit and the other containing a gas under high pressure. It thus defines a central damper when the vehicle is traveling and a roll lock when the solenoid valve is closed due to the use of the parking brake. Alas, the technical improvement described above has drawbacks, especially when the vehicle is traveling at low speed. Indeed, the roll lock function can only be used when stopped. As the two wheels are not independent and are managed by a single central damper, if the roll-lock function is activated, there is no suspension at all since the closing valve is located before the suspension, and so the vehicle becomes very uncomfortable, and even at low speed the stability of the vehicle is compromised. The invention is therefore particularly intended to improve the situation.
    [0003] It proposes for this purpose a hydropneumatic suspension device, intended to equip a tilting motor vehicle having a train comprising right and left wheels, and comprising right and left dampers respectively coupled to the right and left wheels and interconnected by a hydraulic circuit controlled by control means. This device is characterized by the fact that: - it also includes right and left accumulators respectively communicating with the right and left dampers, - that its hydraulic circuit comprises first and second solenoid valves respectively associated with first and second anti-theft means. return allowing fluid flows (hydraulic) in opposite directions, and - its control means are arranged: - either to place the first and second solenoid valves in an open state when an inclination of the vehicle relative to a vertical direction is between zero and a first value, - either to place the first, respectively second solenoid valve 3037279 3 in an open state and the second, respectively first solenoid valve in a partially open state when the inclination is to the right, respectively the left, and between the first value and a second value, 5 - either enc to place the first, respectively second, solenoid valve in an open state and the second respectively first solenoid valve in a closed state when the inclination is to the right, respectively the left, and greater than the second value. A roll lock is thus obtained, when stopping, while driving, or in the event of excessive inclination, which does not block the vertical suspension of the two wheels, and thus allows the latter to remain independent. The device according to the invention can comprise other characteristics that can be taken separately or in combination, and in particular: its control means can be arranged to choose the first value and / or the second value as a function of a speed in course of the vehicle; its control means can be arranged to select the first value in an interval which is between about 100 and about 20 °; its control means may be arranged to select the second value in an interval which is between about 25 ° and about 35 °; its control means can be arranged to place the first and second solenoid valves in a closed state when the current speed of the vehicle is below a predefined threshold while a driving machine of the vehicle is in operation; it may also comprise third and fourth solenoid valves interposed respectively between the right damper and the right accumulator and between the left damper and the left accumulator to control access to the right and left accumulators respectively. In this case, its control means can be arranged: either to place all the solenoid valves in an open state when the inclination is between zero and the first value, or to place the first, respectively second, solenoid valve and the third and fourth solenoid valves in an open state and the second, respectively first, solenoid valve in a partially open state when the inclination is to the right, respectively the left, and between the first and second values, - or to position the first, respectively second, solenoid valve and the third and fourth solenoid valves in an open state and the 1 o second respectively first solenoid valve in a closed state when the inclination is to the right, respectively the left, and greater than the second value; or again to place all the solenoid valves in a closed state when the current speed of the vehicle is zero and a driving machine of the vehicle does not work. the first and second non-return means may be check valves. The invention also proposes a tilting motor vehicle comprising at least one train comprising right and left wheels and a hydropneumatic suspension device of the type shown above. Such a vehicle may, for example, also include another train comprising a single wheel, to form a tricycle (such as for example a three-wheeled scooter or a "trike"). But it could also include two sets of right and left wheels, to form a quadricycle (as for example a "quad"). Other features and advantages of the invention will become apparent from consideration of the following detailed description, and the accompanying drawings, in which: - Figure 1 schematically and functionally illustrates, in a view from above, an example of 3-wheeled motor vehicle equipped with an exemplary embodiment of a suspension device according to the invention, FIG. 2 schematically and functionally illustrates, in a vertical and transverse sectional view, the vehicle of FIG. suspension device placed in a first general state (adapted to small inclinations), FIG. 3 schematically and functionally illustrates, in a vertical and transverse sectional view, the suspension device of FIGS. 1 and 2, placed in a second state. general (adapted to intermediate inclinations), Figure 4 illustrates schematically and functionally, in a view in 1 o vertical section and transve In general, the suspension device of FIGS. 1 and 2, placed in a third general state (adapted to strong inclinations), FIG. 5 schematically and functionally illustrates, in a vertical and transverse sectional view, the suspension device of FIGS. and 2, placed in a fourth general state (adapted for stopping, engine running, or at very low speed), and FIG. 6 schematically and functionally illustrates, in a vertical and transverse sectional view, the suspension device of FIGS. Figures 1 and 2, placed in a fifth general state (adapted to parking). The object of the invention is notably to propose a hydropneumatic suspension device DS intended to equip a tilting motor vehicle V having at least one TV train comprising a right wheel RD and a left wheel RG. In what follows, it is considered, by way of non-limiting example, that the tilting motor vehicle V is a three-wheeled scooter. But the invention is not limited to this type of tilting motor vehicle. It concerns indeed any type of land vehicle having at least one driving machine allowing it to move, being able to tilt in the turns and comprising either a train comprising a right wheel and a left wheel, and another train comprising a single wheel, two trains each comprising a right wheel and a left wheel. Therefore, it could be a three- or four-wheeled car, or a three-wheeled motorcycle making up a tricycle (such as a three-wheeled scooter or a trike), or a motorcycle. four-wheelers constituting a quadricycle 3037279 6 (such as a "quad"), or any other four-wheeled vehicle and narrow rear axle with a possibility of steep inclination curve. Furthermore, it is considered in the following, by way of non-limiting example, that the tilting motor vehicle V comprises only a driving machine allowing it to move. This driving machine is for example a heat engine. But a tilting motor vehicle V may comprise at least one heat engine and / or at least one electric machine.
    [0004] FIG. 1 shows schematically an example of a tilting motor vehicle V, here three wheels RD, RG and R '. In this nonlimiting example, the vehicle (tiltable automobile) V comprises a front train TV having a right wheel RD and a left wheel RG, and a rear train TR having a single wheel R '. But in an alternative embodiment the vehicle V could comprise front and rear trains each comprising a right wheel and a left wheel. This vehicle V is also equipped with a hydropneumatic suspension device DS according to the invention, coupled to the right wheel RD and left RG of its front train TV.
    [0005] As illustrated at least partially in FIGS. 1 and 2, a hydropneumatic suspension device DS, according to the invention, comprises at least one AMD right-hand damper, an AMG left-hand damper, a hydraulic circuit controlled by MCT control means, a ACD right accumulator and a left battery ACG.
    [0006] The right damper AMD comprises a lower end coupled to the right wheel RD. The left damper AMG comprises a lower end coupled to the left wheel RG. Each lower end is for example the end portion of the axis of a piston, called cylinder rod. These right AMD and left AMG dampers are also interconnected by the hydraulic circuit. They are for example arranged in the form of cylinders each comprising an upper chamber of variable volume communicating with the hydraulic circuit. As illustrated in FIGS. 2 to 6, the hydraulic circuit comprises at least a first solenoid valve EV1 associated with a first anti-backflow device MA1 allowing the circulation of a fluid (such as, for example, oil) in a first direction, and a second solenoid valve EV2 associated with a second non-return means MA2 allowing the circulation of the same fluid 5 in a second direction opposite to the first direction. Here, the first direction goes from the AMG left shock absorber to the right AMD shock absorber, and so the second direction goes from the right AMD shock absorber to the left AMG shock absorber. The first solenoid valve EV1 is coupled to the first anti-return means MA1 via a sub-duct and communicates via another sub-duct with a straight portion of a main duct CH which also communicates with the upper chamber of the right damper AMD (dedicated to oil). The first non-return means MA1 communicates via another sub-duct with a left part of the main duct CH which also communicates with the upper chamber of the left damper AMG (dedicated to the oil). The second solenoid valve EV2 is coupled to the second non-return means MA2 via a sub-conduit and communicates via another sub-conduit with the right portion of the main conduit CH. The second non-return means MA2 communicates via another sub-conduit with the left part of the main conduit CH. It will be noted that the first EV1 and second EV2 solenoid valves can be placed in at least three states: a (totally) open state in which they allow all the fluid to pass through their inlet without loss of flow, a (totally) closed state in which they prohibit any passage of the fluid arriving at their inlet, and a partially open state in which they pass a portion of the fluid reaching their inlet with a restriction of flow and a pressure drop. Preferably, they are of the so-called "proportional" type, and therefore can take a plurality of different partially open states, between the closed state and the open state, as a function of a control voltage defined by the means MCT control. Preferably, the default state of the first EV1 and second EV2 solenoid valves is the (fully) open state. But in a variant, the state of the first EV1 and second EV2 solenoid valves could be the (totally) closed state. As illustrated without limitation in FIGS. 2 to 6, the first EV1 and second EV2 solenoid valves, the first MA1 and second MA2 5 non-return means, and the different sub-ducts may be housed in a hydraulic box BH which is coupled to the means MCT control. For example, the first MA1 and second MA2 non-return means can be check valves. In the embodiment shown in non-limiting manner in FIG. 1, the control means MCT are installed in a computer CS of the vehicle V, for example responsible for the supervision of several members. But this is not obligatory. Indeed, they could be part of a calculator belonging to the DS device. Furthermore, these MCT control means can be made in the form of software modules (or computer (or "software")), or a combination of electronic circuits (or "hardware") and software modules. The MCT control means are arranged to determine the states in which the solenoid valves (in particular EV1 and EV2) are to be placed as a function, at least, of the inclination of the vehicle V with respect to the vertical direction. More specifically, they are arranged to define at least three states of the DS device, illustrated in Figures 2 to 4. A first general state is shown in Figure 2. It corresponds to a placement of the first EV1 and second EV2 solenoid valves in their open state when the vehicle inclination V (relative to the vertical direction) is between zero (0) and a first value v1. It will be understood that this first general state is adapted to low inclinations which are chosen freely by the driver without control of the inclination (or roll) by the MCT control means. In case of passage of an obstacle on one of the two wheels of the train 30 before TV, for example the right wheel RD, without inclination of the vehicle V, the right shock absorber oil AMD is pushed back into the accumulators right AMD and AMG left by compressing the gas under high pressure that they each include. In case of passage of the same obstacle on the two wheels RD and RG of the TV front train, without inclination of the vehicle V, the AMD right damper oil is substantially pushed back into the AMD right accumulator by compressing the gas under high pressure that it includes, and the oil of the AMG left damper is substantially pumped into the AMG left accumulator by compressing the gas under high pressure that it comprises. In case of low inclination (or roll) to the left, the left damper oil AMG is substantially pushed back into the upper chamber 1 o AMD right damper. The oil passes freely through the hydraulic housing BH from the left side to the right side. In the event of a slight inclination (or rolling) to the right, the oil from the AMD right-hand shock absorber is pushed back into the upper chamber of the left-hand AMG damper. The oil passes freely through the hydraulic housing 15 BH from the right side to the left side. A second general state is illustrated in Figure 3 for one of its alternatives. It corresponds either to a placement of the second solenoid valve EV2 in its open state and the first solenoid valve EV1 in a partially open state when the inclination of the vehicle V is to the left and between the first value v1 and a second value v2 (see Figure 3), either at a placement of the first solenoid valve EV1 in its open state and the second solenoid valve EV2 in a partially open state when the inclination of the vehicle V is to the right and between the first v1 and second v2 values. It will be understood that this second general state is adapted to intermediate inclinations which do not, a priori, run the risk of falling by tilting to the driver and therefore which are chosen by this driver under the control of the MCT control means. The second value v2 is an inclination which is lower than the inclination inducing a natural tilting of the vehicle V.
    [0007] 30 In the event of an intermediate tilt (or rolling) to the left, the left AMG damper oil is only partially squeezed back into the AMD right damper, and the right AMD damper oil is substantially pushed back into the left damper AMG, to make the increase of inclination more and more difficult and thus make the driver feel that the more he tilts his vehicle V plus the force to exercise becomes large. The oil passes freely through the BH hydraulic box from the right side to the left side, but passes in a controlled manner through the hydraulic box BH from the left side to the right side. In the event of intermediate inclination (or rolling) to the right, AMG right shock absorber oil is only partially discharged into the left AMD shock absorber, and AMD left shock absorber oil is noticeably pushed back into the right damper AMG, to make 1 o tilt increase more and more difficult and thus make the driver feel that the more he tilts his vehicle V plus the strength to exercise becomes large. The oil passes freely through the BH hydraulic box from the left to the right side, but passes through the BH hydraulic box from the right to the left.
    [0008] The independent suspension of the two wheels RD and RG is therefore always ensured in the second general state. It should be noted that when the first EV1 and second EV2 solenoid valves can be placed in a plurality of different partially open states, there can be a substantially continuous transition between a quasi-free roll state and a quasi-locked roll state, and Conversely. From an angle having the first value v1, the control means MCT progressively take control of the roll to prevent the vehicle V from tilting. This second general state therefore offers a dynamic prevention of falls in rolling.
    [0009] A third general state is illustrated in FIG. 4 for one of its alternatives. It corresponds either to a placement of the second solenoid valve EV2 in its open state and the first solenoid valve EV1 in its closed state when the inclination of the vehicle V is to the left and greater than the second value v2 (see FIG. at a placement of the first solenoid valve EV1 in its open state and the second solenoid valve EV2 in its closed state when the inclination of the vehicle V is to the right and greater than the second value v2. It will be understood that this third general state is adapted to steep inclinations which pose a significant risk of falling by tilting to the driver and therefore are prevented by the MCT control means. In fact, the total closure of the solenoid valve EV1 or EV2 (associated with the side where the vehicle V leans) makes it possible to block the damper located on the side where the vehicle V leans, and thus to turn it into a kind of mechanical stop. . In the event of steep inclination (or rolling) to the left, AMG left shock absorber oil is prohibited from being thrown back to the AMD right shock absorber, in order to prevent any increase of inclination, and at the same time the right shock absorber oil AMD can be pushed back 1 o to the left shock absorber AMG under the action of the driver who by his will has the opportunity to straighten the vehicle itself. The oil passes freely through the hydraulic housing BH only from the right side to the left side. These two functions of blocking the roll in one direction and possible recovery by the driver in the other direction are made possible thanks to the two check valves MA1 and MA2 of the hydraulic circuit. In the event of steep inclination (or rolling) to the right, AMD right-hand shock absorber oil is prohibited from being thrown back to the left-hand AMG damper, in order to prevent any increase in inclination, and in the same 20 The left AMG damper oil can be pushed back to the right AMD damper under the action of the driver who, by his own will, has the opportunity to straighten the vehicle himself. The oil passes freely through the hydraulic housing BH only from the left side to the right side. These two functions of blocking the roll in one direction and rectifying 25 possible by the driver in the other direction are made possible thanks to the two check valves MA1 and MA2 of the hydraulic circuit. It should be noted that the presence of the first MA1 and second MA2 non-return means not only makes it possible to avoid the tilting of the vehicle V when the inclination becomes greater than the second value v2 and therefore that the first EV1 or second EV2 solenoid valve associated with the inclined side is in its closed state, but also facilitate the recovery of the vehicle V by the driver. It will also be noted that it is particularly advantageous, although optional, for the control means MC to be arranged to choose the first value v1 and / or the second value v2 as a function of the current speed of the vehicle V, which is accessible internally, for example from the on-board computer thanks to the information provided by the sensors of the vehicle V. For example, the control means MC can be arranged to select the first value v1 in an interval which is between about 100 and about 20 °. Also for example, the control means MC may be arranged to select the second value v2 in an interval which is between about 25 ° and about 35 °. It is important to note that in all cases the first v1 and second v2 values are chosen or predefined according to the intrinsic characteristics of the vehicle V, and in particular according to its weight, and / or its architecture (and in particular the width trains (or tracks) front and rear, and the height of the center of gravity), and / or the evolution of its handling depending on the inclination. It will also be noted that the device DS may also be and possibly placed by the control means MCT in a fourth general state illustrated in FIG. 5 and adapted to the case where the vehicle V is stationary with (here) its engine running. , or circulates at low speed. To do this, the MCT control means are arranged to place the first EV1 and second EV2 solenoid valves in their closed state when the running speed of the vehicle V is below a predefined threshold while each driving machine (here the engine) Vehicle V is in operation. Thus, when the device DS is placed in its fourth general state, and therefore the vehicle V is stopped or is traveling at a very low speed (possibly in reverse), the roll (or inclination) is prohibited because the first EV1 and second EV2 solenoid valves are in their closed state, but the suspension remains operational because the oil can flow from the right damper AMD to the right accumulator ACD and / or from the left damper AMG to the accumulator left ACG. This avoids the driver to get out a foot to avoid a tilt, (which 303 72 79 13 may be uncomfortable and / or potentially dangerous). For some types of fully careened vehicles, with which we do not have the opportunity to set foot on the ground, it is also very interesting.
    [0010] The predefined speed threshold may, for example, be between about 0 km / h and about 20 km / h. In order to allow the placement of the device DS in at least a fifth general state illustrated in FIG. 6 and adapted to the case where the vehicle V is parked (parking function), this device DS can also include third EV3 and fourth EV4 solenoid valves, as illustrated without limitation in FIGS. 1 to 6. The third solenoid valve EV3 is interposed between the right damper AMD and the right accumulator ACD in order to control access to the right accumulator ACD according to instructions defined by the MCT control means.
    [0011] The fourth solenoid valve EV4 is interposed between the left damper AMG and the left accumulator ACG in order to control access to the left accumulator ACG according to instructions defined by the control means MCT. It should be noted that these third EV3 and fourth EV4 solenoid valves 20 can be placed in at least two states: a (totally) open state in which they let all the fluid passing over their inlet without loss of flow, and a state (totally ) closed in which they prohibit any passage of the fluid arriving at their entrance. In this case, the MCT control means are arranged: either to place all the solenoid valves EV1 to EV4 in their open state when the inclination is between zero (0) and the first value v1 (first general state), either to place the first EV1, respectively second EV2, solenoid valve and the third EV3 and fourth EV4 solenoid valves in their open state and said second (EV2) respectively first (EV1) solenoid valve in a partially open state when the inclination is towards the right, respectively the left, and between the first v1 and 3037279 14 second v2 values (second general state), - either to place the first EV1, respectively second EV2, solenoid valve and the third EV3 and fourth EV4 solenoid valves in their open state and the second EV2, respectively first EV1, 5 solenoid valve in its closed state when the inclination is to the right, respectively the left, and sup higher than the second value v2 (third general state), - or possibly to place the first EV1 and second EV2 solenoid valves in their closed state and the third EV3 and fourth EV4 1 o solenoid valves in their open state when the current speed of the vehicle V is below a predefined threshold while each prime mover (here the heat engine) of the vehicle V is in operation (fourth optional general state), - or still to place all the solenoid valves EV1 to EV4 in their closed state when the speed in course of the vehicle V is zero and no prime mover (here the engine) of the vehicle V does not work (fifth general state). It will be understood that when the device DS is in its fifth general state not only roll (or inclination) is prohibited because the first EV1 and second EV2 solenoid valves are in their closed state, but also the suspension is blocked because the third EV3 and fourth EV4 solenoid valves are also in their closed state. Note that to facilitate or make more precise the control of the solenoid valves, the MCT control means may optionally use the current rotation angle of the steering wheel (or handlebar) and / or the current torque and / or current speed of each wheel and / or the vertical deflection of each wheel and / or the information provided by a possible attitude center. It will be understood that at least one of the parameters mentioned in the preceding sentence may be useful in certain rolling situations. By way of non-limiting example, when there is a slope on the road, it is necessary to be able to differentiate the roll angle of the vehicle V from the ground of the roll angle of the vehicle V relative to the vertical.
    [0012] The invention has several advantages, among which: an improvement of the safety and the pleasure of driving, the possibility for the driver to have a total freedom of roll in a certain angular range ([0; v2]) , thanks to a transparent management of the 5 risk situations. This makes it possible to offer the advantages of a motorcycle without its disadvantages, and thus it allows a novice a quick start of this type of vehicle without experience of driving motorcycles, a suspension device that is very simplified compared to a device 1 o mechanical rockers, referrals or others, - a transfer of natural fluid from one side to another during a rolling phase, without having to use a complex kinematics of relative movement between the left and right wheels , required for good cornering stability, 15 - a roll lock, when stopped or in the event of excessive inclination, which does not block the vertical suspension of the two wheels, so that the latter remain independent, - the possibility to have front and rear trains both equipped with a suspension device. 20
    权利要求:
    Claims (9)
    [0001]
    REVENDICATIONS1. Hydropneumatic suspension device (DS) for a tilting motor vehicle (V) having a train (TV) comprising right (RD) and left (RG) wheels, said device (DS) comprising right (AMD) and left (AMG) dampers ) respectively coupled to said right wheel (RD) and left wheel (RG) and interconnected by a hydraulic circuit controlled by control means (MCT), characterized in that it further comprises 1 o right accumulators (ACD) and left (ACG) communicating respectively with said dampers right (AMD) and left (AMG), and in that said hydraulic circuit comprises first (EV1) and second (EV2) solenoid valves respectively associated with first (MA1) and second (MA2) ) anti-return means allowing fluid flows in opposite directions, and said control means (MCT) are arranged either to place said first (EV1) and second (EV2) solenoid valves in an open state when a tilt of said v the vehicle (V) with respect to a vertical direction is between zero and a first value, namely to place said first (EV1), respectively second (EV2), solenoid valve in an open state and said second (EV2), respectively first ( EV1), the solenoid valve in a partially open state when said inclination is to the right, respectively the left, and between said first value and a second value, or to place said first (EV1), respectively second (EV2), solenoid valve in an open state and said second (EV2), respectively first (EV1), solenoid valve in a closed state when said inclination is to the right, respectively the left, and greater than said second value.
    [0002]
    2. Device according to claim 1, characterized in that said control means (MCT) are arranged to select said first value and / or said second value as a function of a running speed of said vehicle (V).
    [0003]
    3. Device according to claim 2, characterized in that said control means (MCT) are arranged to select said first value in a range between about 100 and 20 ° 20 °.
    [0004]
    4. Device according to one of claims 2 and 3, characterized in that said control means (MCT) are arranged to select said second value in a range between about 25 ° and about 35 °. 5
    [0005]
    5. Device according to one of claims 1 to 4, characterized in that said control means (MCT) are arranged to place said first (EV1) and second (EV2) solenoid valves in a closed state when the current speed of said vehicle (V) is below a predefined threshold while a prime mover of said vehicle (V) is in operation.
    [0006]
    6. Device according to one of claims 1 to 5, characterized in that it further comprises third (EV3) and fourth (EV4) solenoid valves respectively interposed between said right damper (AMD) and said right accumulator (ACD) and between said left damper (AMG) and said left accumulator (ACG) in order to control the access respectively to said accumulators right (ACD) and left (ACG), and in that said control means (MCT) are arranged either to place all said solenoid valves (EV1-EV4) in an open state when said inclination is between zero and said first value, that is to place said first (EV1), respectively second (EV2), solenoid valve and said third (EV3) and fourth (EV4) solenoid valves in an open state and said second (EV2), respectively first (EV1), solenoid valve in a partially open state when said inclination is to the right, respectively the left, and comp between said first and second values, or to place said first (EV1), respectively second (EV2), solenoid valve and said third (EV3) and fourth (EV4) solenoid valves in an open state and said second (EV2) respectively first ( EV1), the solenoid valve in a closed state when said inclination is to the right, respectively the left, and greater than said second value, or to place all said solenoid valves (EV1-EV4) in a closed state when the current speed of said vehicle (V) is zero and a driving machine of said vehicle (V) does not work.
    [0007]
    7. Device according to one of claims 1 to 6, characterized in that said first (MA1) and second (MA2) non-return means are valves 3037279 18 non-return.
    [0008]
    8. Recumbent motor vehicle (V) having at least one train (TV) comprising wheels (RD) and left (RG), characterized in that it further comprises a hydropneumatic suspension device (DS) according to 5 one of the preceding claims.
    [0009]
    9. Vehicle according to claim 8, characterized in that it comprises another train (TR) comprising a single wheel (R ').
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    WO2011075860A1|2011-06-30|Device for controlling the steering of a motorcycle or the like
    FR2921625A1|2009-04-03|Three-wheeled motor vehicle, has feet resting spaces associated to driver seat, where spaces are located on both sides of longitudinal frame in front of driver seat and at back of rear driving wheel
    CN108502071B|2020-03-13|Motorcycle with a motorcycle body
    EP1169210A1|2002-01-09|Vehicle with variable guided pendular motion
    FR3080819A1|2019-11-08|PENDULUM VEHICLE WITH PARKING BRAKES ON A TWO-WHEEL AXLE NOW AS ITS INCLINATION
    WO2019138167A1|2019-07-18|Pendular vehicle comprising a straightening system and straightening method
    FR2692220A1|1993-12-17|Road vehicle with improved wheel position - has single front wheel and rear steered wheel with central pair of driven wheels and streamlined body enclosing wheels
    FR2858962A1|2005-02-25|Three-wheeled motor vehicle has chassis made from three sub-assemblies connected by articulated joints that allow them to incline when changing direction
    FR3093986A1|2020-09-25|WHEEL STEERING CONTROL DEVICE FOR PENDULUM NARROW LAND VEHICLE
    FR3078303A1|2019-08-30|METHOD FOR PARKING A VEHICLE
    同族专利:
    公开号 | 公开日
    EP3106375A1|2016-12-21|
    EP3106375B1|2018-03-21|
    FR3037279B1|2017-07-07|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    WO1997027071A1|1996-01-25|1997-07-31|Friedrich Geiser|Vehicle with a frame and at least two link arms|
    WO2001036253A1|1999-11-17|2001-05-25|Bruno Fedetto|Three-wheel vehicle with position stabilizer|
    US20090121448A1|2006-07-28|2009-05-14|Luciano Marabese|System to control the trim of motorcycles with three or four wheels|
    WO2009087595A1|2008-01-08|2009-07-16|Marabese Design S.R.L.|Vehicle with tilting suspension system|
    WO2011161334A1|2010-06-23|2011-12-29|Veleance|Device for controlling the incline of a frame mounted on an inclinable running gear|EP3489050A1|2017-11-24|2019-05-29|PSA Automobiles SA|Stabilising system for a leanable vehicle with a hydropneumatic suspension|
    EP3489051A1|2017-11-24|2019-05-29|PSA Automobiles SA|Hydropneumatic suspension device for an tiltable vehicle with locking of the tilting at standstill|
    FR3058093B1|2016-10-28|2018-11-30|Peugeot Citroen Automobiles Sa|METHOD FOR CONTROLLING THE INCLINATION OF A RECLINING VEHICLE BY ACTION ON A HYDROPNEUMATIC SUSPENSION DEVICE|
    TWI610840B|2017-02-07|2018-01-11|Motive Power Industry Co Ltd|Two-wheel suspension mechanism|
    FR3066148B1|2017-05-12|2019-06-14|Peugeot Citroen Automobiles Sa|DEVICE FOR CONTROLLING THE RECOVERY OF A RECLINING MOTOR VEHICLE WITH A HYDROPNEUMATIC SUSPENSION DEVICE|
    FR3078303A1|2018-02-23|2019-08-30|Psa Automobiles Sa|METHOD FOR PARKING A VEHICLE|
    CN108662064A|2018-06-07|2018-10-16|重庆工业职业技术学院|A kind of mechanical equipment vibrating isolation system|
    法律状态:
    2016-05-24| PLFP| Fee payment|Year of fee payment: 2 |
    2016-12-16| PLSC| Search report ready|Effective date: 20161216 |
    2017-05-23| PLFP| Fee payment|Year of fee payment: 3 |
    2018-06-29| CA| Change of address|Effective date: 20180312 |
    2018-06-29| CD| Change of name or company name|Owner name: PEUGEOT CITROEN AUTOMOBILES SA, FR Effective date: 20180312 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1555448A|FR3037279B1|2015-06-15|2015-06-15|HYDROPNEUMATIC SUSPENSION DEVICE FOR A RECLINING MOTOR VEHICLE, WITH ELECTRIC VALVES WITH INCLINATION FUNCTION|FR1555448A| FR3037279B1|2015-06-15|2015-06-15|HYDROPNEUMATIC SUSPENSION DEVICE FOR A RECLINING MOTOR VEHICLE, WITH ELECTRIC VALVES WITH INCLINATION FUNCTION|
    EP16168845.2A| EP3106375B1|2015-06-15|2016-05-10|Hydropneumatic suspension device for a tiltable motor vehicle, having solenoid valves with states according to the tilt|
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