WO2013072873A2

WO2013072873A2 - A roll control device and a vehicle using the device

Info

Publication number: WO2013072873A2
Application number: PCT/IB2012/056459
Authority: WO
Inventors: Fausto GARSI
Original assignee: Individual
Current assignee: Individual
Priority date: 2011-11-18
Filing date: 2012-11-15
Publication date: 2013-05-23
Anticipated expiration: 2014-05-18
Also published as: WO2013072873A3

Abstract

A roll control device (1) for vehicles, comprising: an anti-roll bar (2) exhibiting a first and a second terminal portion (3, 4) and an intermediate portion (5) interposed between said first and second terminal portion (3, 4) and configured for being constrained to a suspended mass (6) of the vehicle, the terminal portions of the anti-roll bar (2) is configured for connecting two points respectively of a first and a second non-suspended mass (7, 8) arranged on the same axis that is transversal to the motion of the vehicle; the device (1) further comprises a respective regulating element (9) borne by the first terminal portion (3) and configured for being interposed between the first terminal portion (3) and the first non-suspended mass (7) and a respective regulating element (9) borne by the second terminal portion (4) and configured for being interposed between the second terminal portion (4) and the second non-suspended mass (8), each regulating element (9) comprising a first elastic element (10) configured for varying its dimension following the application of a stress. Each regulating element (9) comprises at least a second elastic element (11) configured for varying its dimension by a quantity that is different from the dimensional variation of the first elastic element (10), following the application of the same stress to which the first elastic element (10) is subjected.

Description

TITLE: " A ROLL CONTROL DEVICE AND A VEHICLE USING THE DEVICE"

DESCRIPTION

FIELD OF INVENTION

The present invention relates to a device for controlling roll in a vehicle, in particular motor vehicles, and a use thereof. The present invention can also be used on vehicles for sports or civil use. The roll control device can be used in a sporting field on motor vehicles destined to move on asphalted tracks and also on off-road tracts, such as rallies.

PRIOR ART

As is known, sports and civil vehicles are equipped with suspension systems constituted by an assembly of components by means of which the chassis of the vehicle is connected to the wheels. By suspension of the vehicle is mean the totality of components which connect the wheels and whatever is connected to the wheels to the vehicle chassis. For the purposes of the present description a distinction will be made between the "non-suspended masses" comprising brakes, hub and everything directly connected to the wheel, from the "suspended masses", i.e. the body and all the mechanical parts contained therein which rest on the elastic elements of the suspension.

The characteristics of a suspension/damping system are usually a compromise between the need for road-holding and the need for comfort. The prevalent object of the use of suspensions is however to obtain, overall and during the various kinds of road surface, an optimal stability of the vehicle and a high degree of comfort for the passengers.

Suspension systems are distinguished by different connection systems to the chassis of the non- suspended masses and by the type of elastic organ which ensures relative movement between the chassis and the wheels. According to their structure and the effect of the wheels of the same axis, suspensions are divided into: dependent wheels, in this case each time a wheel is activated by an obstacle or by the suspension, there is an effect also on the counter-lateral wheel, a typical example of which is a rigid bridge; independent wheels, in this case every time a wheel is activated by an obstacle or by the suspension, the action does not involve the counter-lateral wheel but is limited to the wheel concerned. With the aim of improving adherence of the vehicle, it is known to use anti-roll bars for connecting two independent wheels (non-suspended masses) arranged on a same axis transversal to the movement direction of the vehicle; these bars reduce the rolling motion during transfer of a load from a wheel to another.

The anti-roll bar is useful for example during a curving motion where the transfer of load in the movements of the roll frame induces a greater compression of the external suspension with respect to the internal wheel, which induce the vehicle to roll. The anti-roll bar is a simple mechanical organ which sets in connection two arms or hub bearers of two suspensions of the independent wheel type of a same axis, so as to oppose the rolling.

The bar is conformed and fixed such as to operate by torsion. The bar generally has a C-shape, where the ends are fixed to the suspensions while the central part is hinged to the frame such that the bar can oppose a different excursion of the two suspensions. With this conformation the anti- roll bar is able to transfer part of the force of the suspension not under compression to the one actually being compressed, which enables greater vehicle stability. In fact, the anti-roll bar is totally non-influencing in all those cases in which the two wheels of a same axis are involved in a same way, such as for example during braking, or acceleration, or in a ditch. In the last described cases the bar will not be subject to any torsion, but will simply roll within the joints of the chassis to which it is hinged.

Conversely, in a case in which the stresses involve only one of the two wheels connected to the same axis, the anti-roll bar transmits stresses also to the non-stressed wheel (for example in a case of uneven asphalt or a kerb or a pothole): in this way the two wheels are substantially dependent on one another in terms of stresses, thus compromising the comfort of the vehicle. To obviate this problem it is known to apply regulating devices on the anti-roll bar which enable, in relation to the stress impressed on a wheel, substantially varying the rigidity of the bar. The known devices can be of a mechanical type or alternatively can be electronic control devices.

Of particular interest for the present description are the mechanical regulating devices of the anti-roll bar.

A first example, described in document EP 1 270 285 A2, concerns a roll control device comprising an anti-roll bar having a C-shape for constraining a first and a second non-suspended mass arranged on a same axis. The bar exhibits two lateral portions for respectively connecting to a first and a second non-suspended mass and an intermediate portion interposed between the two lateral portions and which is hinged to the chassis. By stressing one of the non-suspended masses it is possible, by means of a torsional action of the intermediate portion, to transmit to the non-stressed non-suspended mass substantially the same stress.

The device further comprises a regulating element interposed between the lateral portions and the respective non-suspended masses. In particular, the device comprises a cylinder internally of which a pre-loaded spring is present. The pre-load is fixed to below the yield value of the anti- roll bar. The regulating device is configured such as to define a substantially rigid system able to transmit the same stress between the two non-suspended masses, when the stress is lower than the preload of the spring of the regulating element. Conversely, when the stress exceeds the limit value the spring intervenes, making the two wheels substantially independent of one another. In this way the yielding of the bar can be prevented when a high stress is transmitted thereto. The regulating of the preload of the spring depends on the yield limit of the bar. Although the device enables preventing yielding of the bar with a consequent comprise of the functioning of the bar itself, this device is subject to some limitations. A first limitation of the device to that it does not enable regulating the rigidity of the bar, which does not enable improving the comfort inside the vehicle. A second limitation is that it does not enable regulating the vehicle trim.

A second example, described in document EP 0 648 625 Al , concerns a roll control device substantially exhibiting the same structure described in the preceding example. The difference between the present device and the device of the previous example is the preload attributed to the spring present in the regulating device. In this latter case the preload is set on much lower values than in the first example and thus a long way away from the yield value of the bar. The regulating element is in this case used to manage and regulate the rigidity of the anti-roll bar. In fact, operating inside the different preload range with respect to the first example enables regulating the rigidity of the anti-roll bar with a consequent improvement of the trim.

AIM OF THE INVENTION

The aim of the present invention is therefore to substantially obviate all the drawbacks and limits in the preceding solutions. A first objective of the invention is to provide a control device for rolling that is simply realised and thus incurs modest production costs.

A further main aim of the invention is to disclose a device for rolling control that is simple to assemble with a consequent reduction in assembly costs concerning vehicles for civil use and a saving in trimming times concerning vehicles for sporting use.

A further objective of the invention is to provide a roll control device which considerably improves the road-holding grip of the vehicle.

One or more of the above-described aims, which will be more fully described during the course of the following description, are substantially attained by a roll control device according to one or more of the accompanying claims.

Aspects of the invention are described in the following.

A 1st aspect relates to a roll control device (1) for vehicles, comprising:

> an anti-roll bar (2) exhibiting a first and a second terminal portion (3, 4) and an intermediate portion (5) interposed between said first and second terminal portion (3, 4) and configured for being constrained to a suspended mass (6) of the vehicle, the terminal portions of the anti-roll bar (2) being configured for connecting two points respectively of a first and a second non- suspended mass (7, 8) arranged on the same axis that is transversal to the motion of the vehicle,

> at least a respective regulating element (9) borne by the first terminal portion (3) and configured for being interposed between the first terminal portion (3) and the first non- suspended mass (7) and a respective regulating element (9) borne by the second terminal portion (4) and configured for being interposed between the second terminal portion (4) and the second non-suspended mass (8), each regulating element (9) comprising a first elastic element (10) configured for varying its dimension following the application of a stress; each regulating element (9) comprises at least a second elastic element (1 1) configured for varying its dimension by a quantity that is different from the dimensional variation of the first elastic element (10), following the application of the same stress to which the first elastic element (10) is subjected.

In a 2nd aspect according to the 1 st aspect, the first and the second elastic element (10, 1 1) have an elastic constant and a predetermined preload value, the second elastic element (1 1 ) having an elastic constant and/or a predetermined preload value respectively different from the elastic constant and/or from the preload of the first elastic element (10).

In a 3rd aspect according to the preceding aspect, the first elastic element (10) has an elastic constant that is different to the elastic constant of the second elastic element (1 1).

In a 4th aspect according to aspects 2 or 3, the elastic constant of the first elastic element (10) is smaller than the elastic constant of the second elastic element (1 1).

In a 5th aspect according to any one of the preceding aspects, the first and/or the second elastic element (10, 1 1 ) comprise a helix spring.

In a 6th aspect according to the preceding aspect, the first elastic element (10) comprises a helix spring.

In a 7th aspect according to any one of the preceding aspects, the second elastic element (1 1 ) comprises a helix spring.

In an 8th aspect according to the preceding aspect, the helix springs of the first and second elastic elements (10,1 1) are substantially coaxial.

In a 9th aspect according to any one of the preceding aspects, each regulating element (9) comprises a first and a second abutting portion (29, 30) configured for axially delimiting the first elastic element (10). In a 10th aspect according to any one of the preceding aspects, each regulating element (9) comprises a third and a fourth abutting portion (31, 32) configured for axially delimiting the second elastic element (1 1).

In an 1 1th aspect according to any one of the preceding aspects, each regulating element (9) comprises a jacket (15) extending along a prevalent development direction between a first and a second end ( 18, 19) and which internally defines a housing compartment (16).

In a 12th aspect according to the preceding aspect, the first and second elastic element (10, 1 1) are arranged internally of the housing compartment (16).

In a 13th aspect according to the preceding aspect, the first and second elastic element (10, 1 1 ) are coaxially arranged with respect to the development direction of the jacket (15).

In a 14th aspect according to any one of aspects from 1 1 to 13, each regulating element (9) comprises a piston (17) which has a head (22) configured for sliding internally of the housing compartment (16) and a stem (23) integral with the head (22) which stem (23) extends along the prevalent development direction of the jacket (15) and at least partially emerges from an end of the jacket (15).

In a 15th aspect according to the preceding aspect, the jacket (15) defines, at the first end (18), said first abutting portion (29) and, at the second end (19), the fourth abutting portion (32),

In a 16th aspect according to the preceding aspect, wherein the head (22) defines on opposite sides thereof said third and said fourth abutting portion (30, 31 ) respectively facing towards the first and the fourth abutting portion (29, 32) of the jacket (15).

In a 17th aspect according to any one of aspects from 9 to 16, the distance between said first and second abutting portion (29, 30), measured along the prevalent development direction of the jacket (15), is adjustable.

In an 18th aspect according to any one of the preceding aspects at least one of said regulating elements (9) comprises a third elastic element (33) configured for varying its dimension by a quantity that is different from the dimensional variation of the first and/or the second elastic element (10, 1 1 ), following the application of the same stress to which the first and second elastic elements (10, 1 1 ) are subjected.

In a 19th aspect according to the preceding aspect, the third elastic element (33) has a predetermined elastic constant and a predetermined preload value, at least the preload value of said third elastic element (33) being different to the preload of said first elastic element (10).

In a 20th aspect according to aspects 18 or 19, at least the preload value of said third elastic element (33) is different to the preload value of said second elastic element (1 1).

In a 21st aspect according to aspects 18 or 19 or 20, the third elastic element (1 1) is pre-loaded.

In a 22nd aspect according to the preceding aspect, the preload of said third elastic element (33) is greater than the preload of said first and/or second elastic element (10, 1 1).

In a 23rd aspect according to any one of aspects from 18 to 22, the third elastic element (33) comprises a helix spring.

In a 24th aspect according to the preceding aspect, the third elastic element (33) is coaxial to said first and/or second elastic element (10, 1 1).

In a 25th aspect according to any one of aspects from 1 1 to 24, the jacket (15) comprises a passage opening (20) arranged at said first or second end (18, 19) for slidably receiving said stem (23), said jacket (15) comprising an engaging portion (24) opposite the passage opening (20).

In a 26th aspect according to any one of aspects from 14 to 25, the stem (23) comprises an engaging portion (27) opposite the head (22) with respect to the stem (23), the engaging portion (27) of said stem (23) being configured for engaging to the respective terminal portion of the torsion bar (2) or to a respective mass of said non-suspended masses. A 27th aspect relates to a roll control device (1) for vehicles, comprising: an anti-roll bar (2) exhibiting a first and a second terminal portion (3, 4) and an intermediate portion (5) interposed between said first and second terminal portion (3, 4) and configured for being constrained to a suspended mass (6) of the vehicle, the terminal portions of the anti-roll bar (2) being configured for connecting two points respectively of a first and a second non- suspended mass (7, 8) arranged on the same axis that is transversal to the motion of the vehicle,

> at least an auxiliary element (34) cooperating with each of the two terminal portions (3, 4) and/or with the intermediate portion (5) and configured such as to selectively offer or not offer torque and/or flexional resistance respectively above or below a predetermined stress imparted on the terminal portions of the anti-roll bar (2).

In a 28th aspect according to the preceding aspect, the auxiliary element (34) comprises a sleeve keyed externally on the intermediate portion (5) of the anti-roll bar (2) and configured such as to move relatively to the intermediate portion (5) only over a predetermined angular run.

In a 29th aspect according to the preceding aspect, the auxiliary element (34) extends along a prevalent development direction between a first and a second end (34a, 34b), the auxiliary element (34) comprising at least a first and a second seating (35, 36) both extending from an internal surface of the sleeve towards an external surface of the sleeve and developing respectively along a first and a second angular run.

In a 30th aspect according to the preceding aspect, the first and second seatings (35, 36) are destined to respectively contact a first and a second abutting portion (37, 38) of the intermediate portion (5), thus making the sleeve torsionally solid with the intermediate portion (5).

In a 31st aspect according to aspects 29 or 30, the first and the second angular run are substantially identical.

In a 32nd aspect according to aspects 29 or 30 or 31 , which the first and the second seating (35, 36) are substantially specular with respect to a plane that is perpendicular to the development direction of the auxiliary element (34).

In a 33rd aspect according to any one of aspects from 29 to 32, at least one of the seatings (35, 36), extends from the internal surface to the external surface of the sleeve, thus defining a through-seating.

In a 34th aspect according to any one of aspects from 29 to 33, both seatings (35, 36) extend from the internal surface to the external surface of the sleeve, thus defining a through-seating.

In a 35th aspect according to any one of aspects from 29 to 34, the first and the second seating (35, 36) are arranged substantially at the first and second end (34a, 4b) of the auxiliary element (34).

In a 36th aspect according to any one of aspects from 29 to 35, the sleeve is tubular in shape.

In a 37th aspect according to the preceding aspect, the sleeve exhibits a substantially cylindrical shape.

In a 38th aspect according to any one of aspects from 29 to 37, the first and the second abutting portion (37, 38) extend transversally, in particular perpendicularly, to a development direction of the intermediate portion (5), the first and second abutting portion (37, 38) being arranged specularly on the intermediate portion (5) with respect to a perpendicular plane to the prevalent development direction of the intermediate portion (5) and being configured such as to act abuttingly on angular end-run surfaces defined by each of the seatings.

In a 39th aspect according to any one of aspects from 27 to 38, the auxiliary element (34) comprises at least a first and a second auxiliary portion (39, 40), both directly or indirectly connected to the intermediate portion (5) and extending transversally with respect thereto, in particular parallel to the first and second terminal portion (3, 4), the first and second auxiliary portion (39, 40) being configured such as to cooperate respectively with the first and the second terminal portion (3, 4) and flexionally to support the respective terminal portion exclusively above a predetermined stress acting on the terminal portions.

In a 40th aspect according to the preceding aspect, the first and the second auxiliary portion (39, 40) are at least partly flanked respectively to the first and second terminal portion (3, 4).

In a 41st aspect according to the preceding aspect the first and the second auxiliary portion (39, 40) are arranged at least partially aligned along a deforming direction of the first and second terminal portion (3, 4).

In a 42nd aspect according to any one of the preceding aspects, the first and the second terminal portion (3, 4) and the intermediate portion (5) comprise rod-shaped elements.

In a 43rd aspect according to any one of the preceding aspects, the terminal portions (3, 4) being connected at an end thereof to respective ends of the intermediate portion (5).

In a 44th aspect according to any one of aspects from 39 to 43, each auxiliary portion (39, 40) exhibits a rod shape and has an end that is rigidly connected to the respective terminal portion or the respective end of the intermediate portion (5).

In a 45th aspect according to any one of aspects from 39 to 44, the first and second auxiliary portion (39, 40) act in contacting relation with a lateral surface of the respective terminal portion or alternatively defining an elongate slit, optionally having transversal dimensions that are smaller than the transversal dimensions of each of the terminal portions, extending between each auxiliary portion and the respective terminal portion.

A 46th aspect comprises a vehicle, comprising:

> a predetermined number of non-suspended masses,

> a suspended mass (6), a suspension system (28) interposed between the suspended mass (6) and said non-suspended masses, said suspension system (28) comprising at least a first and at least a second suspension (41, 42) independent of one another and operatively active respectively on a first and a second non-suspended mass (7, 8) arranged on the same axis that is transversal to the motion of the vehicle,

> at least a roll control device (1) according to any one of the preceding aspects, wherein:

• the intermediate portion (5) is constrained to the suspended mass (6) of the vehicle ,

• the terminal portions (3, 4) of the anti-roll bar (2) connect two points respectively of a first and a second non-suspended mass (7, 8) arranged on the same axis transversal to the motion of the vehicle,

• the regulating device (9) brought by the first terminal portion (3) is interposed between the first terminal portion (3) and the first non-suspended mass (7),

• the regulating element (9) brought by the second terminal portion (4) is interposed between the second terminal portion (4) and the second non-suspended mass (8).

A 47th aspect relates to a vehicle, comprising:

> a predetermined number of non-suspended masses, a suspended mass (6),

> a suspension system (28) interposed between the suspended mass (6) and the non-suspended masses, the suspension system (28) comprising at least a first and at least a second suspension (41 , 42) independent of one another and operatively active respectively on a first and a second non-suspended mass (7, 8) arranged on a same axis that is transversal to the motion of the vehicle, at least a roll control device (1) according to any one of the preceding aspects from 27 to 45, wherein:

• the auxiliary element (34) cooperates with each of the two terminal portions (3, 4) and/or with the intermediate portion (5) and is configured such as selectively to offer or not to offer torsional and/or flexional resistance respectively above or below a predetermined degree of stress imparted on the terminal portions (3, 4) of the anti-roll bar (2).

BRIEF DESCRIPTION OF THE DRAWINGS

Some embodiments and some aspects of the invention will be described in the following with reference to the accompanying figures of the drawings, provided purely by way of non-limiting example, in which:

> figure 1 is a schematic representation, according to a perspective view of a first embodiment of a roll control device in cooperation with a first type of suspension;

> figure 2 is a further schematic representation, according to a perspective view of the roll control device of figure 1 in cooperation with a second type of suspension;

> figure 3 is a further schematic representation, according to a perspective view, of the roll control device of figures 1 and 2;

> figure 4 is a schematic representation, in a perspective view, of the roll control device of figures 1 , 2 and 3 applied on another type of suspension;

> figure 4A is a detail of the roll control device applied on another type of suspension; figure 5 is a detailed view according to a longitudinal section of a regulating element according to a first embodiment; figure 6 is a detailed view according to a longitudinal section of a regulating element according to a second embodiment; figure 7 is a perspective view of the roll control device in a second embodiment;

> figure 7 A is a detail of a variant of the roll control device of figure 7;

> figure 8 is a top view of the roll control device of figure 7;

> figure 9 is a perspective view of the roll control device according to a third embodiment;

> figure 9A is a detail of a variant of the roll control device of figure 9; figure 10 is a top view of the roll control device of figure 9;

> figure 1 1 is a transversal section, taken along line XI-XI, of the roll control device of figure 10; figure 12 shows the movement of a vehicle during a rolling condition thereof using the roll control device; figure 12A shows a diagram of the oscillation of a vehicle during a rolling condition thereof the same using the roll control device.

DETAILED DESCRIPTION

With reference to the accompanying drawings reference numeral 1 denotes in its entirety a roll control device for vehicles. The device 1 can be used for vehicles for civil and/or sports use to allow greater control of the vehicle when driving.

In general, the device 1 is configured such as to constrain movement in a first and a second non- suspended mass 7, 8 arranged on the same axis transversal to the motion of the vehicle. By non- suspended mass of a vehicle is meant the totality of elements which are closely related to a wheel that do not undergo variations in shape or changes in terms of distance relative to the wheel.

Non-suspended masses may for example include the wheel (rim and tyre), hub, brake discs and callipers of the braking system. These are linked to a suspended mass 6 of the vehicle by means of a suspension system 28 which undergoes continuous variations in terms of distance with respect to the suspended mass 6.

In greater detail, the suspension system 28 comprises a first and a second suspension 41 , 42 respectively operatively active between the first non-suspended mass 7 and frame and between the second non-suspended mass 8 and the frame. The term suspended mass 6 refers to the totality of elements that undergo or should undergo a change in distance thereof from the ground, in particular all the elements supported by the suspension of the vehicle 28. The suspended mass 6 comprises generally the frame, the engine, the transmission and the vehicle body.

As visible in the figures, the roll control device 1 comprises an anti-roll bar 2 exhibiting a first and a second terminal portion 3, 4 and an intermediate portion 5 interposed between said first and second terminal portion 3, 4. The intermediate portion 5 is configured for being constrained to a suspended mass 6 of the vehicle, in particular to the frame thereof. The constraint defined between the intermediate portion 5 of the anti-roll bar 2 and the frame is of a hinge-type: in this way the intermediate portion 5 can move solidly in translation with respect to the frame but be constrained in relative rotation therewith: in fact the intermediate portion 5 can rotatae relatively to the chassis. The first and the second terminal portion 3,4 are configured for connecting two points respectively of a first and a second non-suspended mass 7, 8 arranged on the same axis that is transversal to the motion of the vehicle.

As is known, the antiroll bar 2 is configured to operate in cases in which there is a relative displacement between the first suspended mass 7 and a suspended mass 6 different from the displacement of the second non-suspended mass 8 and suspended mass 6. In this above- described condition the first and the second suspension 41 , 42 respectively connected to the first and the second non-suspended mass 7, 8 are stressed differently: this condition can occur due to the rolling of the vehicle and/or due to the non-uniformity of the surface being traversed. The anti-roll bar 2 is configured such as substantially to transmit the same stress onto the first and second non-suspended masses 7, 8. In the following description reference will be made, in a non- limiting way, to two main configurations of the anti-roll bar 2 which enable transmission of the stresses from the first to the second non-suspended mass 7, 8.

In a first configuration shown in figures 1 to 3, the anti-roll bar 2 substantially has a C-shape. The intermediate portion 5 extends along a prevalent development direction and is configured such as to be constrained to the suspended mass 6, in particular to the vehicle chassis, in such a way that the prevalent development direction of the intermediate portion 5 is arranged transversally, in particular perpendicularly, to the motion of the vehicle.

More in detail, the intermediate portion 5 is substantially a tubular rod which comprises at least two constraining portions 12 configured such as to engage at least two respective constraining portions 13 of the suspended mass 6. Each constraining portion 13 of the suspended mass 6 comprises a guide able to define, with the respective constraining portion 12 of the intermediate portion 5, a hinge-type constraint. The constraining portions of 13 of the suspended mass 6 are arranged along a transversal axis of rotation 14 (visible in figures 2 and 3), in particular perpendicular, to the motion M of the vehicle.

The engagement of the constraining portions 12 of the intermediate portion 5 with the constraining portions 13 of the suspended mass 6 allows the intermediate portion 5 to rotate on itself about the axis of rotation 14. As regards instead the terminal portions 3, 4, they are also rods having a substantially tubular shape connected respectively at a first and second end 5a, 5b of the intermediate portion 5. The first and the second terminal portions 3, 4 extend transversally with respect to the intermediate portion 5, and in particular both extend along a perpendicular direction to the development direction of the intermediate portion 5.

The terminal portions 3, 4 can be defined as longitudinal portions as they are parallel to the longitudinal axis of the vehicle. Each terminal portion 3, 4 has a first end 3a, 4a directly connected to the intermediate portion 5 of the anti-roll bar 2, in particular the first ends 3a, 4a are connected respectively to the first and second ends 5a, 5b of the intermediate portion. Each terminal portion 3, 4 also has a second end 3b, 4b each of which is opposite the respective first end 3a, 4a. At the second end each terminal portion 3, 4 comprises a thrust portion 26 configured to connect to a respective non-suspended mass. The first and the second terminal portions 3, 4 are rigidly coupled respectively to the first and second non-suspended masses 7, 8; in particular, as can be seen from the examples shown in figures 1 to 3, they are solidly constrained to a respective supporting portion 25 of the non-suspended masses. The supporting portion 25 is distanced from the axis of rotation 14 so as to allow, during a stressing of at least one of the two non-suspended masses, the rotation of both the terminal portion and the intermediate portion 5 about the axis of rotation 14. More in detail, it is the vertical component of the stresses which enables a displacement of the non-suspended mass stressed along the vertical, with consequent rotation of the terminal portion connected to the stressed non-suspended mass.

In a second configuration illustrated for example in figure 4, the anti-roll bar 2 substantially has a T-shape. The intermediate portion 5, constituted in this case too substantially by a rod (in the second embodiment, the intermediate portion may be constituted by a tubular rod or solid rod), extends along a prevalent development direction and is constrained to the suspended mass 6, in particular to the chassis of the vehicle, so that the prevalent development direction of the intermediate portion 5 is arranged transversally, in particular perpendicularly, to the motion of the vehicle. In particular, as can be seen from figure 4, the intermediate portion 5 is arranged so that the prevalent development direction is arranged along the height of the vehicle. The intermediate portion 5 has a first and a second ends 5a, 5b: at the first end 5a, the intermediate portion 5 non-limitingly exhibits two constraining portions 12 configured such as to engage in two respective constraining portions 13 of the suspended mass 6. Each constraining portion 13 of the suspended mass 6 comprises a guide that defines a hinge-type constraint with the respective engaging portion 12 of the intermediate portion 5. The constraining portions 13 of the suspended mass 6 are arranged along an axis of rotation 14 transversal, in particular perpendicular, to the motion of the vehicle.

The engagement of the constraining portions 12 of the intermediate portion 5 with the constraining portions 13 of the suspended mass 6 enables the intermediate portion 5 to rotate about the axis of rotation 14. The terminal portions 3, 4, are essentially rods which can exhibit a cylindrical or, as represented in the accompanying figures, a prismatic shape and which are connected substantially at the second end 5b of the intermediate portion 5. As can be seen from figure 4 the first and the second terminal portions 3, 4 extend transversally with respect to the intermediate portion 5, and in particular both extend along a perpendicular direction to the development direction of the intermediate portion 5 and transversally to the direction of motion of the vehicle.

More in detail, it can be observed that the terminal portions 3, 4 in this second configuration extend substantially parallel to the extension direction of the constraining portions 12 of the intermediate portion 5. In still more detail, the terminal portions 3, 4 are substantially parallel to the transversal axis of the vehicle. Each terminal portion has a first end 3a, 4a directly connected to the intermediate portion 5 and a second end 3b, 4b, opposite the first end with respect to the terminal portion thereof. Each terminal portion 3, 4 comprises, at the respective second ends 3b, 4b, a thrust portion 26 configured to connect to a respective non-suspended mass.

More in detail, the second end 3b, 4b of each terminal portion 3, 4 is integral with a respective rest portion 25 of the non-suspended mass of the vehicle. This supporting portion 25 is distanced from the rotation axis 14 of the constraining portions 13 of the suspended mass 6 with respect to the vertical of the vehicle and is also distanced from the prevalent development direction of the intermediate portion 5 with respect to a transversal direction of the vehicle: in this way during a stressing of at least one of the two non-suspended masses the stressed terminal portion flexes around the intermediate portion while the intermediate portion can rotate around the rotation axis 14.

More in detail, it is the vertical component of the stress that enables a displacement of the non- suspended mass urged along the vertical resulting in stress and displacement of the terminal portion connected to the stressed non-suspended mass. It is clear that the transfer of stress from a non-suspended mass to another is possible only in the case where they determine different relative movements with respect to the suspended mass 6. In particular, it is possible to transfer a load from a non-suspended mass to the other in a vehicle exhibiting an independent suspension system such as Macpherson suspension or a deformable quadrilaterals system. It can clearly be intuited that for rigidly-connected suspension systems, the transmission of stress between a non- suspended mass and the other is guaranteed by the suspension itself. In fact in the latter described configuration the application of an anti-roll bar 2 would be useless. Examples of application of this described system are DeDion Bridge suspensions and interconnected wheel suspensions.

As previously described, the roll control device 1 is configured such as to connect the first and the second non-suspended mass 7, 8 of the vehicle, arranged on the same transversal axis to the motion of the vehicle. The roll control device 1 is further configured to manage displacements and stresses acting on the non-suspended masses so as to enable an optimum trim of the vehicle. In the following two embodiments of the roll control device 1 are described, both suitable for operating with different types of anti-roll bars, in particular suitable for operating with the types of anti-roll bars 2 described above.

In a first embodiment, the control device 1 comprises an regulating element 9 borne by the first terminal portion 3 and configured such as to be interposed between the first terminal portion 3 and the first non-suspended mass 7 and a respective regulating element 9 borne by the second terminal portion 4 and configured such as to be interposed between the second terminal portion 4 and the second non-suspended mass 8. Each regulating element 9 comprises a first elastic element 10 configured to vary the dimension thereof following the application of a stress S.

In more detail, as can be seen from figure 5, each regulating element 9 includes, but is not limited to, a jacket 15 extending along a prevalent development direction between a first and a second end 18, 19 of the jacket 15 itself. The jacket 15 internally defines a housing compartment 16 which non-limitingly exhibits a substantially cylindrical shape (figure 5 and 6). Alternatively, the housing compartment 16 can exhibit a polyhedral shape, in particular parallelepiped (condition not represented in the accompanying figures). The jacket 15 is internally arranged in the housing compartment and comprises a first and a fourth abutting portion 29, 32 arranged respectively at the first and the second end 18, 19.

The jacket 15 includes an opening 20 non-limitingly arranged at the first end 18 and able to set the housing compartment 16 in communication with the external environment. The jacket 15 includes an engagement portion 24, opposite the passage opening 20, suitable for engaging, non- limitingly, to the thrust portion 26 of a respective terminal portion. More in detail, the thrust portion 26 of a terminal portion and the engaging portion 24 of the jacket 15 define a ball joint: in this way the engaging portion 24 of the sleeve can substantially roto-translate with respect to the intermediate portion 5. In particular, the thrust portion 26 comprises a substantially spherical portion able to engage within a seating 24a (illustrated in figure 6) which is also substantially cylindrical that can cooperate with the thrust portion 26 to define the spherical joint. The spherical portion of the thrust portion 26 is able to rotate internally of the seating of the engaging portion 24. As previously mentioned, the structure of the ball joint, in addition to allowing relative rotation between the spherical portion and the seating, also allows relative transversal movements between the regulating element 9 and the intermediate portion 5: in fact the regulating element 9 can roto-translate with respect to the intermediate portion 5 of the anti-roll bar 2.

In an alternative embodiment the thrust portion 26 may include a cylindrical seating suitable for engaging internally thereof a respective spherical portion of the engaging portion 24. As illustrated in figures 5 and 6, the regulating member 9 further comprises a piston 17 engaged internally of the housing compartment 16. The piston 17 comprises a head 22 configured to slide, along the direction of development of the jacket 15, internally of the housing compartment 16. The head 22 is, but not limitedly, countershaped to the housing compartment 16. In the embodiment represented in the accompanying figures, the head 22 non-limitingly exhibits a substantially cylindrical shape. Alternatively, the shape of the head 22 can have a polyhedral shape, in particular a parallelepiped shape. On the opposite sides thereof the head 22 defines a third and a fourth abutting portion 30, 31 respectively facing the first and the fourth abutting portions 29, 32 of the jacket 15.

The piston 17 also comprises a stem 23 solidly connected to the head 22 and which extends along the development direction of the jacket 15 between a first and a second ends 23a, 23b: the first end 23a is connected to the head 22 while the second end 23b is arranged outside the housing compartment 16. At the second end 23b thereof the rod 23 exhibits an engaging portion 27 non-limitingly able to connect to the rest portion 25 of the respective non-suspended mass.

More in detail, the engaging portion 27 of the stem and the rest portion 25 define a ball joint: in this way the engaging portion 27 of the jacket can substantially roto-translate with respect to the intermediate portion 5. In particular, the rest portion 25 comprises a substantially spherical portion able to engage internally of a seating 27a (illustrated in figure 6), also substantially cylindrical, which is able to cooperate with the supporting portion 25 such as to define the spherical joint. The spherical portion of the rest portion 25 is able to rotate inside the seating of the engaging portion 27. As previously mentioned, the structure of the spherical ball joint, in addition to allowing relative rotation between the spherical portion and the seating, also enables relative transversal movements between the regulating element 9 and the intermediate portion 5 : in fact the regulating element 9 can roto-translate with respect to the intermediate portion 5 of the anti-roll bar 2.

Alternatively, the engaging portion 27 of the rod 23 can comprise a spherical portion for engaging within a cylindrical seating of the thrust portion 26. In fact, the regulating element 9 is interposed between the rest portion 25 of the respective non-suspended mass and the thrust portion 26 of the respective terminal portion. The stress of a non-suspended mass enables varying the distance of the rest portion 25 to the thrust portion 26 connected to the stressed non- suspended mass. This movement enables stressing the regulating element 9 connected to the stressed non-suspended mass. In still more detail, the movement of one of the two non- suspended mass allows the relative translation between the jacket 15 and the head 22 of the regulating element 9 associated to the non-suspended mass moved.

Each regulating element 9 comprises at least a first elastic element 10 arranged internally of the housing compartment 16. In particular, the first elastic element 10 is interposed between the first and the second abutting portions 29, 30. The first elastic element 10 is configured such as to vary the size thereof following application of a stress S. As shown in the accompanying figures, the first elastic element 10 is, but is not limited to, a helical spring arranged coaxially with the development direction of the jacket. Alternatively, the first elastic element 10 may comprise one or more disc springs arranged in series and/or parallel to one another, one or more elastomers or pneumatic elements. The spring has a predetermined elastic constant and a predetermined preload value. Figures 5 and 6 illustrate a condition in which the first elastic element has no preload. Alternatively, the first elastic element can have a preload. In the latter case the distance between the first and the second portion 29, 30 is adjustable to allow a varying of the preload of the first elastic element 10, in particular it is the first portion 29 that enables adjustment of the preload of the first elastic element 10 .

The relative movement between the first and the second abutting portions 29, 30 determines an operating condition of the first elastic element 10. It is useful to observe that on the basis of the positioning of the regulating element 9 with respect to the suspension 28, the first elastic element 10 can be arranged in two different configurations. In a first configuration, the regulating element is arranged in opposition to the suspension 28: in this condition a compression of the suspension 28 causes the distancing of the thrust portion 26 from the rest portion 25 connected to the regulating element cooperating with the stressed suspended mass. In the second described case the first elastic element 10 is interposed between the first and the second abutting portion 29, 30 and the compression of the first elastic element 10 is caused by the approach of the abutting portions and then by the exiting of the stem from the jacket 15. As can be seen from figures 5 and 6, which illustrate the first configuration of the regulating member 9, the first elastic element 10 is arranged around the rod 23 of the piston 17.

In a second configuration, the regulating element 9 is configured to operate with the suspension 28: in this condition a compression of the suspension 28 causes the nearing of the thrust portion 26 by the supporting portion 25 connected to the regulating element cooperating with the stressed suspended mass. In this case the first elastic element 10 is interposed between the third and fourth abutting portions 31 , 32 and the compression of the first elastic element 10 is caused by the nearing of the abutting portions and then by the penetration of the stem 23 internally of the jacket 15. This second configuration of the regulating element is not represented in the accompanying figures.

The two configurations can be used for vehicles for civil use and for sports. Figures 1 and 3 non- limitingly illustrate the application of the regulating element 9 on vehicles for civil use in which the first elastic element 10 is arranged to operate as described in the second configuration. Figure 2 illustrates a suspension configuration particularly suitable for sports use: in this condition the regulating element 9 is arranged as described in the first configuration. Figures 4 and 4A instead illustrate the application of the regulating element 9 on vehicles for sports use (in this case the application is represented on racing vehicles such as formula 1 or formula 3000 or formula 3 cars) in which the first elastic element 10 is arranged to operate as described in the second configuration.

The regulating device 9 further comprises a second elastic element 1 1 configured such as to vary its dimension by a different amount from the dimensional variation of the first elastic element 10, following the application of the stress to which the first elastic element 10 is subjected. More in detail, the second elastic element 11 has an elastic constant and/or a predetermined preload value respectively different from the elastic constant and/or from the preloading of the first elastic element 10. In particular, the second elastic element 1 1 has an elastic constant that is greater than the elastic constant of the first elastic element 10. In fact, in the illustrated embodiment the second elastic element 1 1 is, non-limitingly, non-preloaded. In fact a different behaviour of the second elastic element 1 1 can be obtained with respect to the first elastic element 10 following the same stress by adjusting the preload of the second elastic element irrespective of the value of the elastic constant thereof.

From a structural point of view, the second elastic element 1 1 non-limitingly comprises a helix spring arranged internally of the housing compartment 16. In particular, the second elastic element 1 1 is arranged coaxially to the first elastic element 10. As with the first elastic element 10 the second elastic element 1 1 may also alternatively comprise one or more cup springs, one or more elastomers or pneumatic elements.

As shown in the accompanying figures, the second elastic element 1 1 is arranged in opposition to the first elastic element 10 with respect to the head 22 of the piston 17. In greater detail, non- limitingly analysing the configuration shown in the accompanying figures, the second elastic element 1 1 is interposed between the third and fourth abutting portions 31, 32 respectively of the head 22 of the piston 17 and the jacket 15: these portions enable axially delimiting the second elastic element 1 1. This configuration of the first and second elastic element 10, 1 1 enables nearing the centre of gravity of the vehicle to the ground during a rolling condition thereof, with a consequent increase in the of the vehicle's road-holding purchase.

In greater detail, the rolling condition of the vehicle occurs during travel around a curve: the centrifugal force acting on the vehicle during cornering tends to load the external non-suspended masses of the vehicle with consequent oscillation thereof about the longitudinal axis thereof. This condition is schematically illustrated in figure 12. Each regulating device 9 associated to the first and second non-suspended mass of the vehicle is configured to allow compression of the first elastic element 10 of the non-suspended mass on the outside of the curve and the compression of the second elastic element 1 1 of the non-suspended mass inside of the curve.

As previously described, the two elastic elements 10, 1 1 have an elastic constant and/or a different preload that allows the first and second elastic element to react differently to a stress S imparted on the terminal portions during the roll condition of the vehicle. In particular, the first and second elastic members 10, 1 1 are configured to provide different resistance to stress S during the roll condition of the vehicle. In this way, the first elastic element 10, operatively active on the non-suspended mass outside of the curve, allows the associated terminal portion a displacement S 1 greater than a displacement S2 permitted by the second elastic element 1 1 , operatively active on the terminal portion associated to the non-suspended mass internal of the curve. In this way during the rolling of the vehicle the centre of gravity B thereof can be neared to the ground, generating an increase in the vehicle's purchase. In still more detail, the centre of gravity B of the vehicle, during a non-rolling condition, is located coinciding with a transversal axis A of the vehicle. During the roll condition the centre of gravity B of the vehicle distances from the transversal axis and nears the ground, generating an improved gripping of the vehicle (this condition is shown schematically in figure 12A in which the position of the centre of gravity B of the vehicle, shifted with respect to axis A, can be seen). The advantage of this solution is that it is possible to reduce the rigidity of the anti-roll bar 2 with consequent increase of comfort but without compromising the vehicle's purchase on the surface.

As illustrated in figure 6, the regulating element 9 may non-limitingly comprise a third elastic element 33 arranged at the first elastic element 10 and configured such as to operate similarly thereto. As can be seen from figure 6, the jacket can comprise a fifth and a sixth abutting portion 44, 45 arranged respectively at the first end and the first abutting portion 29. The fifth and sixth abutting portions 44, 45 enable axially limiting the third elastic member 33 and are adjustable in distance. The third elastic element 33 is interposed between the fifth and sixth abutment portions 44, 45 and is configured to vary a dimension thereof by a different amount from the dimensional variation of the first elastic element 10 and/or the second elastic element, as a result of the application of the same stress S to which the first and second elastic elements are subjected.

More in detail, the third elastic element 33 has a predetermined elastic constant and a predetermined preload value. At least the predetermined preload value of the third elastic element 33 is different from the preload of the first elastic element 10. More in detail, the third elastic element 33 has a preload value that is greater than the preload value of the first elastic element 10. More in detail, the third elastic element 33 has a greater preload than the stress S transmitted to the regulating element 9 during the roll condition of the vehicle: in this way it is configured not to undergo dimensional changes during this roll condition. In fact, the third elastic element 33 behaves as a rigid element, enabling transmission of the stress S due to the roll of the bar 2. The third elastic element 33 is thus configured to undergo a change in size as a result of a force greater than that of the stress S due to the roll. This described condition may occur during the passage of the vehicle over a pothole or a kerb: in this case the third spring allows absorbing part of the energy created by the impact so as to improve comfort. In fact, the third elastic element 33 non-limitingly exhibits an elastic spring constant that is smaller than the constant of the first and/or second elastic element. The lower the elastic constant of the third elastic element 22, the greater the energy absorbed thereby once the preload value has been exceeded. From a structural point, the third elastic element includes, but is not limited to, a helix spring arranged coaxially with respect to the first and second elastic elements 10, 1 1. Alternatively, as specified for said first and second elastic elements 10, 1 1 , the third elastic element 33 may comprise one or more cup springs, one or more elastomers or a pneumatic element.

In a second embodiment, the control device 1 comprises at least an auxiliary element 34 cooperating with each of the two terminal portions 3, 4 and/or with the intermediate portion 5, and is configured to selectively provide or not provide torsional and/or flexional strength respectively above or below a predetermined stress imparted to the terminal portions 3, 4 of the anti-roll bar 2. The auxiliary element 34 can comprise a sleeve which is hinged to the frame of the vehicle. This sleeve non-limitingly exhibits a substantially tubular cylindrical shape externally keyed to the intermediate portion 5 of the anti-roll bar 2. The sleeve is configured to move relatively to the intermediate portion 5 only for a predetermined angular stroke. The sleeve extends along a major extension direction between a first and a second end 34a, 34b. As can be seen for example from figures 9 and 10, the sleeve comprises a first and a second seating 35, 36 arranged, in a non-limiting example, respectively at the first and second ends 34a, 34b of the auxiliary element 34 and both extending from an inner surface of the sleeve towards an outer surface of the sleeve.

In particular, as can be seen from figures 9 and 10, the seatings non-limitingly extend from the inner surface to the outer surface of the sleeve, thus defining a through-seating. The seatings 35, 36 which respectively extend along a first and a second angular stroke, non-limitingly identical to one another. In greater detail, the first and the second seating are substantially specular with respect to a perpendicular plane to the development direction of the auxiliary element 34. The first and the second seatings 35, 36 are configured to contact respectively a first and a second abutting portion 37, 38 of the intermediate portion 5, thereby coupling the sleeve torsionally solidly to the intermediate portion 5. The first and the second abutting portions 37, 38 extend transversally, in particular perpendicularly, with respect to the development direction of the intermediate portion 5. These portions are arranged specularly on the intermediate portion 5 with respect to a perpendicular plane to the development direction of the intermediate portion 5 and are configured to act abuttingly on the bottom surfaces of the angular stroke defined by each of the seatings.

As previously described, the roll condition of the vehicle occurs during travel around a curve: the centrifugal force acting on the vehicle during travel around a curve tends to load the non- suspended external masses of the vehicle with a consequent oscillation of the vehicle about the longitudinal axis thereof. This condition is illustrated schematically in figure 12. With regard to the second described embodiment, the roll control device 1 , associated with the first and second non-suspended mass of the vehicle, is configured to enable the abutting portion arranged at the terminal portion connected to the external non-suspended mass on the outside of the curve to slide inside the respective seating while the opposite abutting portion contacts the auxiliary element 34. In fact, during the roll condition of the vehicle the intermediate portion torques, angularly offsetting the abutting portions 37, 38 of the anti-roll bar 2 which selectively contact the auxiliary element 34. In this way during the rolling of the vehicle the roll control device 1 allows the terminal portions connected to the non-suspended masses to react in a differentiated manner. In more detail, the terminal portion connected to the non-suspended mass will offer a resistance to external stress S that is lower than the resistance offered by the terminal portion connected to the inner portion. In fact, the resistance offered by the terminal portion operatively active on the non-suspended mass on the outside of the curve allows the terminal portion a displacement SI that is greater than a displacement S2 permitted by the terminal portion operatively active on the non-suspended mass inside the curve. In this way during the rolling of the vehicle the centre of gravity B thereof can be neared to the ground, generating an increase in the vehicle's purchase.

The second embodiment can alternatively comprise an auxiliary element 34 comprising at least a first and a second auxiliary portion 39, 40 both connected directly or indirectly to the intermediate portion 5 and extending transversally with respect thereto (the condition shown in figures 7, 7A and 8). In more detail, the auxiliary portions 39, 40 are substantially rods distinct from the rods of the first and second terminal portion 3, 4. As illustrated in the accompanying figures the rods of the auxiliary portions 39, 40 have a substantially prismatic elongate shape. Alternatively the auxiliary portions may have a cylindrical shape (not illustrated in the accompanying figures). In particular, the auxiliary portions 39, 40 extend parallel to the first and second terminal portions 3, 4 and are configured to cooperate respectively with the first and second terminal portion 3, 4 and flexionally support the respective terminal portion exclusively above a predetermined stress acting on the terminal portions.

As can be seen from figures 7, 7 A and 8, the first and the second auxiliary portion 39, 40 are at least partially flanked respectively to the first and second terminal portions 3, 4 and arranged at least partially aligned along a deformation direction thereof. Figure 7 non-limitingly illustrates a condition in which the first and second auxiliary portions 39, 40 are substantially in contact respectively with the first and second terminal portions 3, 4. In this condition a displacement of the terminal portion towards the auxiliary portion causes the immediate intervention of the auxiliary portion. In an alternative embodiment (shown in detail in figure 7A), the auxiliary portions 39, 40 are distanced from the terminal portions 3, 4 so that when stressing the terminal portions towards the auxiliary portions, the auxiliary portions intervene only following a predetermined stress of the terminal portions. In this condition the first and the second auxiliary portions 39, 40 define a substantially elongate slot. The transversal dimensions of the slot are substantially smaller than the transversal dimensions of each of the terminal portions 3, 4 extending between each auxiliary portion and the respective terminal portion.

The last above-described configuration of the control device of the roll 1 also allows, as for the first embodiment, nearing the centre of gravity B of the vehicle to the ground during a roll condition thereof with a consequent increase of the vehicle's purchase. In fact, each auxiliary element 34 associated with the first and second non-suspended mass of the vehicle is configured to enable stressing of the first auxiliary portion 39 operatively active on the non-suspended mass on the outside of the curve and the stress of the first and second auxiliary portion 39, 40 operatively active on the non-suspended mass inside the curve. In this way the two unsuspended masses can experience a different reaction to the stress S imparted to the terminal portions during the roll condition of the vehicle. In greater detail, the first auxiliary portion 39, operatively active on the non-suspended mass on the outside of the curve, enables the associated terminal portion a displacement SI that is greater than a displacement S2 allowed by the first and second terminal portions 39, 40 operatively active on the terminal portion associated to the non-suspended mass inside the bend. In this way during the rolling of the vehicle the centre of gravity B can be neared to the ground, generating an increase in the vehicle's purchase (the condition illustrated in figure 12).

In a further configuration relative to the second embodiment thereof, the roll control device 1 non-limitingly includes the arrangement of the auxiliary element 34 both at the terminal portions 3, 4 and at the intermediate portion 5 in such a way as to combine the above-mentioned effects relative to the embodiments which include the use of the auxiliary element 34 only on the terminal portions and only on the intermediate portion.

A further object of the present invention is a vehicle, for example for civil and/or sports use.

The vehicle comprises a predetermined number of non-suspended masses, in particular at least a first and a second non-suspended mass 7, 8 arranged on the same transversal axis to the motion of the vehicle. As previously mentioned, the expression non-suspended mass refers to the totality of elements which are closely connected to a wheel that do not undergo variations in shape or changes in terms of distance relative to the wheel. The non-suspended masses may for example include the wheel (rim and tyre), hub, brake discs and callipers of the braking system. These are connected to a suspended mass 6 of the vehicle by means of a suspension system 28 which undergo continuous variations in terms of distance with respect to the suspended mass 6. The term suspended mass 6 relates to the totality of elements that are subject to or undergo a change in the distance thereof from the ground. The suspended mass 6 generally comprises the frame, the engine, the transmission and the vehicle body.

The vehicle further comprises a suspension system 28 interposed between the suspended mass 6 and the non-suspended masses. The suspension system enables dividing and regulating the distance between the non-suspended mass and the suspended mass. The suspension system 28 comprises at least a first and at least a second suspension 41 , 42 independent of each other and operatively active respectively on a first and a second non-suspended mass 7, 8 arranged on the same transversal axis to the motion of the vehicle. The vehicle further comprises at least a roll control device 1, wherein the intermediate portion 5 is constrained to the suspended mass 6 of the vehicle and the terminal portions 3, 4 of the anti-roll bar 2 connect two points respectively of a first and second non-suspended mass 7, 8 arranged on the same transversal axis to the motion of the vehicle. The regulating element 9 of the device is borne by the first terminal portion 3 and is interposed between the first terminal portion 3 and the first non-suspended mass 7, while the regulating element 9 borne by the second terminal portion 4 is interposed between the second terminal portion 4 and the second non-suspended mass 8.

A further object of the present invention relates to a vehicle, for example for civil and/or sports use. The vehicle comprises a predetermined number of non-suspended masses, in particular comprises at least a first and a second non-suspended mass 7, 8 arranged on the same transversal axis to the motion of the vehicle. As previously mentioned, the expression non-suspended mass refers to the totality of elements which are closely connected to a wheel that does not undergo variations in shape or that does not undergo changes in terms of relative distance to the wheel. Non-suspended mass can for example include the wheel (rim and tyre), hub, brake discs and callipers of the braking system. These are connected to a suspended mass 6 of the vehicle by means of a suspension system 28 which undergoes continuous variations in terms of distance with respect to the suspended mass 6. The expression suspended mass 6 refers to the totality of elements that can be subject to or undergo a change in the distance thereof from the ground. The suspended mass 6 generally comprises the frame, the engine, the transmission and the vehicle body. The vehicle further comprises a suspension system 28 interposed between the suspended mass 6 and said unsuspended mass. The suspension enables dividing and regulating the distance between the non-suspended mass and suspended. The suspension system 28 comprises at least a first and at least a second suspension 41, 42 independent of one another and operatively active on respectively a first and a second non-suspended mass 7, 8 arranged on the transversal axis to the motion of the vehicle.

The vehicle further comprises at least a control device of the roll 1 , wherein the intermediate portion 5 is constrained to the suspended mass 6 of the vehicle and the terminal portions 3, 4 of the anti-roll bar 2 connect two points respectively of a first and second non-suspended mass 7, 8 arranged on the same transversal axis to the motion of the vehicle. The auxiliary element 34 of the device cooperates with each of the two terminal portions 3, 4 and/or with the intermediate portion 5 and is configured to selectively provide or not provide torsional and/or flexional strength respectively above or below a predetermined stress imparted to the terminal portions 3, 4 of the anti-roll bar 2.

ADVANTAGES OF THE INVENTION The advantage of the described solution is given by the possibility of decreasing the rigidity of the anti-roll bar 2 without compromising the vehicle's purchase on a surface. In fact, in this way it is possible to preserve the comfort of the vehicle while at the same time increasing the vehicle's grip on the surface.

Claims

1. A roll control device (1) for vehicles, comprising:

an anti-roll bar (2) exhibiting a first and a second terminal portion (3, 4) and an intermediate portion (5) interposed between said first and second terminal portion (3, 4) and configured for being constrained to a suspended mass (6) of the vehicle, the terminal portions of the anti-roll bar (2) being configured for connecting two points respectively of a first and a second non- suspended mass (7, 8) arranged on the same axis that is transversal to the motion of the vehicle, at least a respective regulating element (9) borne by the first terminal portion (3) and configured for being interposed between the first terminal portion (3) and the first non-suspended mass (7) and a respective regulating element (9) borne by the second terminal portion (4) and configured for being interposed between the second terminal portion (4) and the second non-suspended mass (8), each regulating element (9) comprising a first elastic element (10) configured for varying its dimension following the application of a stress;

characterised in that each regulating element (9) comprises at least a second elastic element (1 1 ) configured for varying its dimension by a quantity that is different from the dimensional variation of the first elastic element (10), following the application of the same stress to which the first elastic element (10) is subjected.

2. The device of claim 1, wherein the first and the second elastic element (10, 1 1 ) have an elastic constant and a predetermined preload value, the second elastic element (1 1) having an elastic constant and/or a predetermined preload value respectively different from the elastic constant and/or from the preload of the first elastic element (10).

3. The device of any one of the preceding claims, wherein the first elastic element (10) has an elastic constant that is different to the elastic constant of the second elastic element (1 1); in particular the elastic constant of the first elastic element (10) is smaller than the elastic constant of the second elastic element (1 1).

4. The device of any one of the preceding claims, wherein the first and/or the second elastic element (10, 1 1) comprise a helix spring.

5. The device of the preceding claim, wherein the first and the second elastic element (10, 1 1) comprise a helix spring, the springs of said first and second elastic element (10, 1 1) being substantially coaxial.

6. The device of any one of the preceding claims, wherein each regulating element (9) comprises a first and a second abutting portion (29, 30) configured for axially delimiting the first elastic element (10), each regulating element (9) further comprising a third and a fourth abutting portion (31, 32) configured for axially delimiting the second elastic element (1 1).

7. The device of any one of the preceding claims, wherein each regulating element (9) comprises a jacket (15) extending along a prevalent development direction between a first and a second end (18, 19) and which internally defines a housing compartment (16), said first and second elastic element (10, 1 1) being arranged internally of the housing compartment (16) coaxially with respect to the development direction of the jacket (15).

8. The device of any one of the preceding claims, wherein each regulating element (9) comprises a piston (17) which has a head (22) configured for sliding internally of the housing compartment (16) and a stem (23) integral with the head (22) which stem (23) extends along the prevalent development direction of the jacket (15) and at least partially emerges from an end of the jacket (15).

9. The device of the preceding claim, wherein the jacket (15) defines, in correspondence of the first end (18), said first abutting portion (29) and, in correspondence of the second end (19), said fourth abutting portion (32), and wherein the head (22) defines on opposite sides thereof said third and said fourth abutting portion (30, 31) respectively facing towards the first and the fourth abutting portion (29, 32) of the jacket (15).

10. The device of any one of claims from 6 to 9, wherein the distance between said first and second abutting portion (29, 30), measured along the prevalent development direction of the jacket (15), is adjustable.

1 1. The device of any one of the preceding claims, wherein at least one of said regulating elements (9) comprises a third elastic element (33) configured for varying its dimension by a quantity that is different from the dimensional variation of the first and/or the second elastic element (10, 1 1), following the application of the same stress to which the first and second elastic elements (10, 1 1 ) are subjected, and wherein the third elastic element (33) has a predetermined elastic constant and a predetermined preload value, at least the preload value of said third elastic element (33) being different to the preload of said first elastic element (10), in particular wherein at least the preload value of said third elastic element (33) is different to the preload value of said second elastic element (1 1).

12. The device of the preceding claim, wherein the third elastic element (33) is preloaded, in particular wherein the preload of said third elastic element (33) is greater than the preload of said first and/or second elastic element (10, 1 1 ).

13. The device of claim 1 1 or 12, wherein the third elastic element (33) comprises a helix spring, and wherein the third elastic element (33) is coaxial to said first and/or second elastic element (10, 1 1).

14. The device of any one of claims from 7 to 13, wherein said jacket (15) comprises a passage opening (20) arranged at said first or second end (18, 19) for slidably receiving said stem (23), said jacket (15) comprising an engaging portion (24) opposite the passage opening (20), and wherein the stem (23) comprises an engaging portion (27) opposite the head (22) with respect to the stem (23), the engaging portion (27) of said stem (23) being configured for engaging to the respective terminal portion of the torsion bar (2) or to a respective mass of said non-suspended masses.

15. A vehicle, comprising:

a predetermined number of non-suspended masses,

a suspended mass (6),

a suspension system (28) interposed between the suspended mass (6) and said non-suspended masses, said suspension system (28) comprising at least a first and at least a second suspension (41 , 42) independent of one another and operatively active respectively on a first and a second non-suspended mass (7, 8) arranged on the same axis that is transversal to the motion of the vehicle,

at least a roll control device (1) according to any one of the preceding claims, wherein:

the intermediate portion (5) is constrained to the suspended mass (6) of the vehicle , the terminal portions (3, 4) of the anti-roll bar (2) connect two points respectively of a first and a second non-suspended mass (7, 8) arranged on the same axis transversal to the motion of the vehicle,

the regulating device (9) borne by the first terminal portion (3) is interposed between the first terminal portion (3) and the first non-suspended mass (7),

the regulating element (9) borne by the second terminal portion (4) is interposed between the second terminal portion (4) and the second non-suspended mass (8).