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TEXT OF THE DESCRIPTION

Field of the Invention

The present invention refers to anti-aquaplaning systems for motor vehicles. Specifically, the present invention has been devised with reference to anti aquaplaning systems based on the injection of liquid at the front of a tread.

Known Art

The Applicant has already developed and proposed anti-aquaplaning systems for vehicles which are based on the injection of liquid at the front of front wheel treads, by means of a dispensing unit comprising a right injector NR and a left injector NL. Injectors NR and NL are configured for the injection of liquid at the front of the tread thanks to the supply of the liquid by means of a pump. Typically, the injected liquid is drawn from the tank of the windscreen washer liquid of the motor vehicle. An example of such systems is described in the Italian Industrial Invention Patent Application no. 102014902296915.

Referring to Figures 1 and 2, in the known anti aquaplaning systems the injectors NR and NL are subjected to variations of the ground distance z (the ground is denoted with reference G) due to the movement of the suspended masses (basically the chassis) of a vehicle V whereon injectors NR and NL are installed. Figure 1 shows the ground distance z reached by the injectors NR and NL (specifically a tip end thereof, at which the liquid ejection takes place) as a consequence of a negative pitch b of the motor vehicle due to the compression of the front suspensions in braking. The Cartesian reference system x-y-z (longitudinal- transversal-vertical axes) enables locating the notable directions in Figures 1, 2.

The reduction of distance z may reach values that are dangerous for the integrity of the injectors themselves, i.e., values which may cause a friction of the injectors on the ground G, and/or values which are less than optimal for performing the aqua-planing action required by the current conditions of the vehicle. In the case of Figure 1, the problem appears in a substantially identical fashion for injector NR and for injector NL, given that the reduction of distance z is substantially the same.

Figure 2 shows the ground distance z which is reached as a consequence of the roll of the chassis of vehicle V (the roll angle is denoted by Q), and unlike the case of Figure 1 the distance reduction z only affects one injector, specifically injector NR.

It is moreover necessary to keep in mind that the distance z from ground G may be less than optimal also depending on the type of vehicle whereon the anti aquaplaning system is installed, thus making the effectiveness thereof very variable depending on the vehicle itself. For example, on commercial vehicles or on vehicles with a remarkable height upon the ground, injectors NR and NL will be positioned very distant from the ground, due to the height of the bumper, the latter being typically used as an element for mounting and hiding the injectors of the anti-aquaplaning system in order not to alter the external appearance of the vehicle. Albeit in this case a damage to the injectors is less likely to occur, the effectiveness of the anti aquaplaning system may suffer from the ground distance.

Conversely, in high-performance vehicles and/or at a small ground distance, the injectors, albeit having the same features, will always be operating at a small distance from ground, which greatly increases the risk of damage in the case of large variations of the vehicle trim.

Moreover, it must be kept in mind that, if the injectors are always exposed to the outside, the risks of a damage may also derive from the long-term exposure to the weather and external agents (for example the salt which is spread on the roads in winter) and from small bumps with foreign objects.

Another technical problem affecting the known art regards the sizing of the injectors and of the anti aquaplaning system as a whole. The optimal designing condition as regards sizing would require a very small distance of the injectors from the ground, with the consequent advantage of a general decrease of the losses associated to the jet itself and of a general enhancement of the hydraulic yield of the system, which may configured with lower power and smaller components. This, however, is evidently in contrast with the damage problems stated in the foregoing: in practice, designing an anti-aquaplaning system having a ground distance which is optimal for the system sizing results almost certainly in a risk of excessive damage or even destruction of the injectors.

Object of the Invention

The invention aims at solving the technical problems outlined in the foregoing. Specifically, the object of the invention is to provide a dispensing unit for an anti-aquaplaning system which is not subjected to damages and does not suffer from a loss of effectiveness due to the vehicle movements or the vehicle type, and which at the same time may lend itself to an optimal sizing without jeopardizing the structural integrity thereof.

Summary of the Invention The object of the invention is achieved by means of a dispensing unit and a method having the features set forth in the claims that follow, which form an integral part of the technical disclosure herein provided in relation to the invention.

Brief Description of the Figures

The invention will now be described with reference to the annexed Figures, which are provided by way of non-limiting example only, and wherein:

- Figure 1 and Figure 2 schematically show two different operating situations which lead to an undesired condition for the dispensing unit of an anti aquaplaning system of a known type;

- Figure 3 schematically shows a first embodiment of the dispensing unit according to the invention,

- Figure 4 is an exploded perspective view of a second embodiment of the dispensing unit according to the invention,

- Figure 5 is a cross-section view of the dispensing unit according to the second embodiment of the invention,

- Figures 5A and 5B are schematic views showing two operating conditions of the dispensing unit according to the second embodiment,

- Figures 6A and 6B schematically show a third embodiment of the dispensing unit according to the invention, in two different operating conditions, and

- Figure 7 shows a variation of the embodiment of Figures 6A, 6B.

Detailed Description

Reference 1 in Figure 3 generally denotes a dispensing unit for an anti-aquaplaning system for a motor vehicle, according to a first embodiment of the invention. The schematic representation of Figure 3 is meant to represent a type of embodiments the features whereof will be described in the following.

The dispensing unit 1 comprises:

- at least one injector 2, configured for the injection of a supply liquid towards the ground at the front of a tread RT, LT of a wheel of a vehicle axle (front axle, rear axle or both),

- a mounting element 4, configured for fixing the injector 2 to the motor vehicle, and

- an actuator unit 6, which is operatively associated with each injector, the actuator unit 6 being configured for controlling a variation of trim of the injector with respect to the mounting element.

In the present embodiment, the actuator unit 6 comprises an electric motor 8 and a transmission 10, the latter being configured for receiving a motion control from the electric motor 8 and for transferring said motion control (directly or through the transmission ratio of transmission 10) to injector 2, in order to control the trim variation thereof.

In the present embodiment, transmission 10 comprises a first gear wheel 12 rotatable around a first axis g12, specifically a worm wheel (so called endless gear) connected in rotation to an output shaft of the electric motor 8, and a second gear wheel 14 connected in rotation to a body of injector 2. The second gear wheel 14 is rotatable around a second axis b14 (orthogonal to axis g12) and it is kinematically connected to the first gear wheel 12: this encompasses both the option depicted in Figure 3, wherein wheel 14 directly meshes with wheel 12, and the option wherein the gear wheel 14 receives motion from another gear wheel, which directly meshes with wheel 12.

In the present embodiment, the mounting element 4 comprises a housing, wherein the transmission 10 is arranged and to which motor 8 is fixed, and which serves as a mechanical (installation) connection element of the injector 2 on the chassis or part of the chassis of the motor vehicle. In preferred embodiments, the attachment of the mounting element to the motor vehicle is carried out on the elements of the chassis whereon the front bumper is fixed, in order to favour hiding the injector (and generally speaking the dispensing unit) by means of the bumper, in order not to alter the external appearance of the vehicle.

The dispensing unit 1 is part of an anti aquaplaning system including a supply unit (e.g. a high-pressure pump) which is configured for delivering a supply liquid to each injector 2, in order to mitigate or eliminate the effects of aquaplaning. The supply liquid is typically drawn from the tank for the windscreen washer liquid of the motor vehicle.

Each injector 2 comprises an inner lumen in fluid communication with a delivery port of the supply unit, so as to enable delivering the supply liquid to the injector. The injector 2 may be configured either with a simply hydraulic/mechanical opening or with a servo opening (via an open/close valve or an electrically operated proportional valve): as the supply liquid does not contribute to the operation of the actuator unit 6, it is possible to control the liquid supply only depending on the injection need, and not depending on the driving requirements of the actuator unit 6.

The anti-aquaplaning system equipped with the dispensing unit 1 moreover comprise a control unit, operatively connected to each actuator unit 6 (depending on the envisaged number of injectors 2), wherein the control unit is configured for actuating each actuator unit 6 in order to control the variation of trim of each corresponding injector 2 as a function of information of ground distance z of the vehicle at an installation position of each injector 2 of the dispensing unit on the motor vehicle.

In other words, depending on the geometry of the vehicle chassis and on the installation position of the injector 2 on the motor vehicle, it is possible to know the ground distance in the rest condition of the vehicle at the installation position, and it is also possible to know the ground distance z of the injector 2, specifically of a tip end thereof. The tip end T may conveniently be associated to a heating element (e.g., a resistive element) which enables melting possible ice formations which would block the flow through the injector. One or more heating elements may moreover be arranged - in combination with or as an alternative to the heating element mentioned in the foregoing - in the body of injector 2.

The variations of distance z may depend on various factors, including for instance: i) the variation of trim of the suspended masses of the vehicle during the movement of the vehicle itself; in this regard, the roll angle, the yaw angle and the pitch angle may alter the position of the vehicle chassis from ground G, and consequently the ground distance z of the tip end T, ii) the load of the vehicle, depending on the number of passengers and on the goods or luggage transported, iii) the type of vehicle.

For the variation of trim of injector 2, therefore, the invention envisages defining a target trim for each injector 2 of the dispensing unit 1, the target trim depending on the ground distance z of the tip end T of the injector; obtaining the ground distance information of the vehicle at the installation position of each injector 2; and controlling each actuator unit 6 in order to vary the trim of injector 2, so as to align the injector trim with the corresponding target trim. The target trim corresponds to a ground distance z which is optimal for the tip end T, but depending on the features of the actuator unit connected to the injector it may translate into different conditions for the injector itself.

This makes it possible to individually control each injector 2, also in situations as shown in Figure 2, wherein especially the injector or the injectors (in case of installation both on the front axle and on the rear axle of the motor vehicle) arranged on the external side of the curve (if the roll takes place as a consequence of taking a curve) need to be retracted towards the vehicle in order to avoid friction, while the injectors 2 arranged on the internal side of the curve may only need to be brought closer to the ground, in order to compensate the increase of distance caused by the roll.

The trim information of the vehicle may be obtained from the data of the trim sensors which are normally present on board the vehicle, and which are currently employed for the operation of the ABS and EPS systems and for traction control (including possible sensors of the load on suspensions), as well as of some auxiliary sensors of automated drive systems.

It is moreover possible to envisage ground distance sensors at the installation positions of injectors 2, so as to obtain information as accurate as possible about distance z and to allow the control unit of the anti-aquaplaning system to control the trim of injectors 2 more accurately (the information of the ground distance sensor is obviously calibrated on the geometry of the mounting element of injector 2). The present invention also envisages providing a ground distance sensor installed at the tip end T of injector 2, said sensor being configured for an operative communication with the control unit, which controls the anti-aquaplaning system and the dispensing unit 1.

This enables designing the anti-aquaplaning system with an optimal sizing for improved efficiency and for reduced jet losses, and therefore with a reduced ground distance z of the injection tip T. Essentially, it is possible to use the trim variation of the injector in order to implement the following operating logic:

- in the case of a variation of trim of a discrete kind (retracted injector / extracted injector), keeping the injector extracted when the conditions make it possible (i.e., performing the actions of mitigating or eliminating aquaplaning in the optimal conditions of a reduced distance z) and retracting the injector - e.g., by hiding it behind a bumper - if the action thereof is not needed;

- in the case of a variation of trim which is continuous or involves a plurality of positions, keeping the injector extracted when the conditions make it possible (i.e., performing the actions of mitigating or eliminating aquaplaning in the optimal conditions of a reduced distance z), and retracting the injector, e.g., by hiding it behind a bumper - if the action thereof is not necessary or, as an alternative, keeping the injector in conditions adapted for a rapid action by retracting it only partially, so as to preserve the structural integrity thereof while reducing the time for deployment and performance of the anti-aquaplaning action.

The actuator unit 6 may be controlled in order to vary the injector trim, in order to attain a condition of alignment with the target trim: this may be performed before the occurrence of an aquaplaning event affecting the motor vehicle and/or during the occurrence of an aquaplaning event affecting the motor vehicle. The target trim may optionally vary during the occurrence of the anti-aquaplaning event, for example if the vehicle is taking a curve with a variable roll angle along the curve itself. If the trim of injector 2 is adjusted continuously, the target trim may optionally vary during the occurrence of the anti aquaplaning event, e.g. if the vehicle is taking a curve with a variable roll angle along the curve.

The variation of the injector trim may include - depending on the embodiments of the invention - a variation in the relative position between the injector and the mounting element and/or a variation of the orientation of the injector with respect to the mounting element, or else a variation in the geometry of the injector, consisting for example in a variation in protrusion. The variation of trim may be continuous (or generally envisage a plurality of operating positions in addition to the rest position), but it may also consist in a discrete variation from a rest position to an operating position (retracted injector / deployed injector).

In the embodiment of Figure 3, the variation of trim of injector 2 corresponds to a rotation thereof with respect to the mounting element 4, which is controlled by the intervention of the electric motor 8 and the transmission 10. The amount of actuation of the electric motor 8 is determined by the control unit as a function of the ground distance information, as described in the foregoing.

Referring to Figure 4, reference number 100 generally denotes a second embodiment of the dispensing unit according to the invention.

The dispensing unit 100 comprises: - at least one injector 102 configured for the injection of a supply liquid towards the ground at the front of a tread RT, LT of a wheel of a motor vehicle axle (front axle, rear axle or both,

- a mounting element 104 configured for fixing the injector 102 to the motor vehicle,

- an actuator unit 106 operatively associated with each injector, the actuator unit 106 being configured for controlling a variation of the injector trim with respect to the mounting element.

Similarly to the dispensing unit 1, the variation of trim of the injector 102 consists in a rotation thereof with respect to the mounting element 104, but in the present case the rotation is controlled by the same supply liquid which is delivered to the inner lumen of injector 102.

Referring to Figures 4 and 5, in the present embodiment the mounting element 104 consists of a housing comprising a first portion (a carter) 108 and a second portion (a cover 110) which may be coupled to each other via threaded connections (screws or bolts). Within housing 104 there is arranged a crank 112, specifically mounted rotatably with respect to the housing 104 around an axis g112. A connecting rod 114 comprises a first end (big end) 116 pivotally connected to crank 112 (e.g. via a pin 116P) and a second connected end 118 (small end) pivotally connected to a piston 120 via a pin 118P.

A cylinder 122 is fixed to the housing 104 and has an axis b122 (orthogonal to axis g112), specifically at a first end 124 of the cylinder itself, which is fitted into a corresponding seat S124 provided on the carter 108. The piston 120 is inserted within cylinder 122, and it is axially movable along the same (along axis b122). Cylinder 122 includes a transfer port 126 on a side wall thereof, in a position between the first end 124 and a second - opposed - end 128. The position of the transfer port 124 may be selected according to the maximum stroke that the piston 120 is desired to perform, and primarily according to the maximum excursion which is desired to be provided for injector 102.

A cylinder head 130 is coupled to cylinder 122 at the second end 128, and it comprises an inlet port 132 configured for receiving the supply liquid of injector 102. A transfer port 134 provides a fluid communication between the transfer port 126 and a hollow support element 136 of crank 112, which in the present embodiment is a hollow shaft, having an inner channel 138, onto which the crank 112 is fitted and having a first end 140 whereat conduit 134 is inserted and a second end 142 provided with a torsional coupling profile, e.g. a grooved profile. The hollow shaft 136 may advantageously be rotatably connected with crank 112 by means of a key 140 or a similar torsional coupling (e.g., a form fit by means of a further grooved profile).

On the hollow shaft 136 there is fitted an elastic torsional contrast element 146, preferably a cylindrical helical spring, having a first end 148 fixed to cover 110 at a seat H148, and a second end 150 fixed to crank 112 at a seat H150. The contrast element 146 is configured for contrasting a rotation movement of the crank 112 with respect to a rest position, which is identified in Figure 5A and corresponds to a top dead centre of piston 120 in cylinder 122.

The end 142 of shaft 136 exits carter 108 and engages a hub 152 of the injector 102, the hub 152 being provided with a torsional coupling profile matching the torsional coupling profile on end 142: in this way, the injector 102 is rotatably connected to the shaft 136.

An inner lumen 154 of injector 102 leads into the hub 152 and traverses all the body of injector 102, ending in an injection tip 156. The inner lumen 154 is in communication with channel 138 and ultimately with transfer port 126 through the transfer conduit 134.

The free end of the injection tip 156 corresponds to the tip end T, and the injection tip 156 may have, embedded therein, an electrically operated valve, which is visible in the diagram of Figure 4 and which may take an open position and a closed position (or which is controlled in a proportional way), being adapted to enable or to interrupt the delivery flow of the supply liquid through the lumen 154 of the injector 102. Said electrically operated valve, as shown in Figure 4 and in Figure 5, may moreover be advantageously embedded within the inner lumen 154 of injector 102, in the body of injector 102 itself (the representation shows the alternative installation of the valve). The tip end T (or generally the body of injection tip 156) may conveniently be associated to a heating element (e.g., a resistive element) which enables melting possible ice formations, which would block the flow through injector 102. One or more heating elements may moreover be arranged - in combination with or as an alternative to the heating element mentioned in the foregoing - in the body of injector 102.

A plug 158 blocks the hub 152 on the end 142: to this purpose, the plug 158 may be threaded externally, in the same way as the section of channel 138 at the end 142 may be threaded internally, so as to enable a mutual connection (see Figure 5).

The dispensing unit 100 is part of an anti aquaplaning system including a supply unit (e.g., a high-pressure pump) configured for delivering a supply liquid to each injector 102, in order to mitigate or eliminate the effects of aquaplaning. The supply liquid is typically drawn from the tank of the windscreen washer liquid of the motor vehicle. The inner lumen 134 of each injector 102 may be set in fluid communication with a delivery of the supply unit, so as to enable dispensing the supply liquid to the injector and simultaneously the variation of the trim of the same injector. The anti-aquaplaning system provided with the dispensing unit 100 moreover comprises a control unit operatively connected to each actuator unit 106 (according to the number of injectors 102 being provided), wherein the control unit is configured for operating each actuator unit 106 in order to control the variation of trim of each corresponding injector 102, according to information about ground distance z of the vehicle at an installation position of each injector 102 of the dispensing unit on the motor vehicle. The operation of the control unit and the intervention logic are as previously described with reference to dispensing unit 1, with the exception of the variations due to the different type of actuation required in the dispensing unit 100.

In this respect, the actuator unit 106 is configured for varying the trim of injector 102 with respect to housing 104 by controlling a rotation cpl02 thereof around axis g112, starting from the trim at rest shown in Figure 5A. To this end, the inlet port 132 is configured for receiving the supply liquid in order to actuate piston 120 and uncover transfer port 126. More specifically, not unlike the case of a two- stroke internal combustion engine, the piston 120 moving away from head 130 uncovers the transfer port 126, thus enabling the flow of the actuating liquid within conduit 134 and channel 138, to enter lumen 134, which is temporarily kept closed thanks to the valve in the injection tip 156 or, preferably, in lumen 134. Thanks to the torsional coupling between crank 112 and injector 102, the actuation of piston 120 by means of the supply liquid causes a rotation cpl02 of the injector with respect to housing 104, in addition to the delivery of the supply liquid to the injector itself through transfer port 126. The maximum angular excursion cpl02 of injector 102 substantially takes place when the transfer port 126 is completely exposed, and in any case it is limited (actually, it might continue if the lumen 134 were kept closed by the valve in the injection tip 156 or in the lumen 134) by means of a shoulder ST of crank 112, which is shaped to abut within carter 108, as shown in Figure 5B. During the stroke, the movement of piston 120 is contrasted by the elastic element 146, which tends to bring crank 112 back to the rest position of Figure 5A (which it does when the actuation of piston 120 is terminated, or if it is necessary to cause a counter-rotation of injector 102, in order to cancel, at least partially, the rotation imparted by the actuation of piston 120).

It is to be noted that the injection pressure is the same pressure which actuates piston 120; in this regard, the electrically operated valve in lumen 134 or in the injection tip 156 of injector 102 enables to begin the injection irrespective of the pressure and of the angular position of injector 102 with respect to the housing 104, which would not be possible if the opening were purely mechanical and based on a calibration pressure. The use of an electrically operated valve with proportional control, moreover, enables the definition of a plurality of operating positions for injector 102, each depending on the pressure established in the hydraulic circuit by the choking condition of the valve itself.

In any case, it is possible to provide an injector 102 having a purely hydraulic/mechanical opening, in the embodiments wherein the variation in trim is brought about by a discrete positioning. In this case, the opening pressure of injector 102 is calibrated so as to be slightly higher than the pressure needed to control rotation cpl02, i.e., to move piston 120 overcoming the resistance of the elastic element 146, to uncover the transfer port 126 and to complete the rotation of the injector. In this way, the pressure within the hydraulic circuit at the opening of the injector is sufficient to keep the injector in the deployed position (Figure 5B) without being subjected to the return action of elastic element 146.

Moreover, in some embodiments it is possible to use an electrically operated valve, preferably of the open/closed type, upstream inlet port 132, in order to reduce the response times of the system. The valve is necessarily opened to enable the flow of liquid towards the injection tip 156, but in this case the injection of liquid will start before a position which is deemed optimal, i.e., before reaching the target trim. Substantially, in the case of a very rapid actuation (due to sudden extreme emergency conditions), reaching the desired protrusion condition (i.e., the alignment of the trim of the injector with the target trim) is of secondary importance with respect to the injection itself. Therefore, the anti-aquaplaning system becomes less accurate on the whole, but much more rapid. When the valve is closed, the injector then returns to the position of Figure 5A due to the action of the elastic element 146.

As in the case of actuator unit 6, actuator unit 106 may be controlled in order to vary the injector trim in order to achieve a condition of alignment with the target trim, before the occurrence of an aquaplaning event affecting the motor vehicle, and/or during the occurrence of an aquaplaning event affecting the motor vehicle. If the trim of injector 102 is adjusted continuously, the target trim may vary during the occurrence of the anti-aquaplaning event, e.g. if the vehicle takes a curve with a roll angle which varies along the curve itself.

The advantage of the dispensing unit 100 in comparison with unit 1 consists in the fact that further contributions are not necessary for actuation in addition to what is any case present for the operation of the anti-aquaplaning system: in this regard, the use of the same supply liquid which is delivered to the injectors 102 as an operating fluid of the actuator unit 106 makes the anti-aquaplaning system particularly lean and efficient.

As in the case of the dispensing unit 1, the injection tip 156 may moreover host a ground distance sensor, installed at the tip end T, such a sensor being configured for operative communication with the control unit controlling the anti-aquaplaning system and the dispensing unit 100.

Referring to Figures 6A, 6B, in a third embodiment of the invention there is provided a dispensing unit 200 wherein the variation of trim of each injector includes a variation of protrusion with respect to the mounting element. Also in this case, as for unit 100, the actuator unit is hydraulically driven by means of the supply liquid.

The dispensing unit 200 includes one or more injectors 202, which integrate therein both a mounting element - which is here denoted by reference 204 - and an actuator unit, which is here denoted by reference 206. Specifically, each injector 202 comprises a plurality of telescopic segments, which may be actuated in such a way as to vary the protrusion of injector 202 with respect to the mounting element. The mounting element 204 forms the first telescopic segment, which has the largest inner diameter, wherein there are arranged - in the collapsed, minimum protrusion condition of Figure 6A - a second telescopic segment 208 fitted within segment 204 and a third telescopic segment 210 fitted within segment 208. To telescopic segment 210 there is fixed an injection tip 212, which incorporates an electrically operated valve - visible in the diagram of Figures 6A, 6B - having an open position and a closed position, or having a proportional control, which enables or interrupts the flow of supply liquid through the inner lumen of the set of telescopic segments 204, 208, 210. The free end of the injection tip 212 is the tip end T.

The tip end T (or, generally speaking, the body of injection tip 212) may conveniently be associated with a heating element (e.g., a resistive element) which enables melting possible ice formations which would obstruct the flow through injector 202. One or more heating elements may moreover be arranged - in combination with or as an alternative to the heating element mentioned in the foregoing - in the body of injector 202.

The present electrically operated valve, as shown in Figures 6A and 6B, may moreover be advantageously embedded within the inner lumen of segment 210 of injector 202 (indeed, the representation in the Figures shows the alternative installation of the valve).

A first elastic contrast element 214 is arranged between a pair of shoulders which are respectively provided within segment 204 and outside segment 208, while a second elastic contrast element 216 is arranged between a pair of shoulders which are respectively provided within segment 208 and outside segment 210. A flange 218 enables mounting injector 204 directly onto the vehicle chassis, optionally with the interposition of a fluid connection element for the hydraulic connection of segment 204 to a supply unit of an anti aquaplaning system equipped with the dispensing unit 200.

Indeed, the dispensing unit 200 is belongs to an anti-aquaplaning system including a supply unit (e.g., a high-pressure pump) configured for delivering a supply liquid to each injector 202 in order to mitigate or eliminate the effects of aquaplaning. The supply liquid is typically drawn from the tank of windscreen washer liquid of the motor vehicle. The inner lumen of each injector 202, which is defined by the plurality of inner lumens of the telescopic elements 204, 208, 210, is in fluid communication with a transfer port of the supply unit, so as to enable dispensing the supply liquid to injector 202 and at the same time varying the injector trim. As in the case of dispensing unit 100, the supply liquid of the injector is an operating fluid for the actuator unit 206.

The anti-aquaplaning system equipped with the dispensing unit 200 moreover comprises a control unit which is operatively connected to each actuator unit 206 (depending on the envisaged number of injectors 202), wherein the control unit is configured for the actuation of each actuator unit 206 for controlling the variation of trim of each corresponding injector 202, on the basis of information about ground distance z of the vehicle at an installation position of each injector 202 of the dispensing unit on the vehicle. The operation of the control unit and the intervention logic are the same as previously described with reference to the dispensing unit 1, with the exception of the variations due to the different actuation type required by the dispensing unit 200. Specifically, the variation of trim which may be controlled by means of the actuator unit 206 corresponds to a variation in protrusion of injector 202 with respect to segment 204, while keeping in mind that in the present case it is the injector itself which integrates all the functions of the actuator unit and of the mounting element 204. The rest position is shown in Figure 6A and envisages the segments 208, 210 retracted into segment 204. When the need arises to vary the trim of injector 202, the supply liquid floods the inner lumen of injector 202 and acts on the influence surfaces of segments 208, 210, progressively causing the extraction thereof from segment 204 and increasing the protrusion of the injector (i.e., the axial distance between the tip end T and the basis of segment 204). As in the case of the dispensing unit 100, the presence of the electrically operated valve in the injection tip or in the segment 210 enables decoupling the adjustment of the trim of injector 202 from the action of the anti-aquaplaning system, because the pressurization of the inner lumen of injector 202 may be used for the sole adjustment of the trim, without the need to provide a mechanical opening of the injector in order to enable the flow of the operating liquid and the injection of the liquid towards the ground. Depending on the ground distance information of the tip end T, the control unit may drive the supply unit so as to deliver a flow of supply liquid to the telescopic segments 204, 208, 210 of the injector 202 corresponding to the predetermined target trim. The injector 202 may then return to the rest position thanks to the action of the elastic elements 214, 216, when an intervention is not required.

The use of an electrically operated valve having proportional control, moreover, enables defining a plurality of operating positions for injector 202, each depending on the pressure established in the hydraulic circuit by the choking condition of the valve itself.

In any case, it is possible to provide an injector 202 with a purely hydraulic/mechanical opening, wherein the trim variation is brought about via a discrete positioning. In this case, the opening pressure of injector 202 is calibrated in such a way as to be slightly higher than the pressure needed to control a complete extension of segments 208, 210 and the achievement of a maximum protrusion condition with respect to segment 204, i.e., to move segments 208, 210 overcoming the resistance of the elastic elements 214, 216. In this way, the pressure present within the hydraulic circuit at the opening of the injector is sufficient to keep the injector in the deployed position (Figure 6B) without being subjected to the return action of the elastic elements 214, 216.

In some embodiments it is moreover possible to use an electrically operated valve, preferably of the open/closed type, upstream segment 204, in order to reduce the response time of the system. The valve is necessarily opened to enable the flow of liquid towards the injection tip 212, but in this case the injection of liquid will start before a condition of protrusion which is deemed optimal; the injector 202 starts injecting liquid before reaching the desired protrusion condition, while ensuring that, in the case of a very rapid actuation (due to sudden extreme emergency conditions), reaching the desired protrusion condition (i.e., the alignment of the injector trim with the target trim) is of secondary importance with respect to the injection itself. Therefore, the anti-aquaplaning system becomes less accurate on the whole, but much more rapid. When the valve is closed, the injector then returns to the position of Figure 6A due to the action of the elastic elements 214, 216.

As in the case of actuator units 6, 106, the actuator unit 206 may be controlled in order to vary the injector trim, in such a way as to achieve a condition of alignment with the target trim, before the occurrence of an aquaplaning event affecting the motor vehicle, and/or during the occurrence of an aquaplaning event affecting the motor vehicle. If the trim of the injector 202 is adjusted continuously, the target trim may possibly vary during the occurrence of the anti aquaplaning event, e.g. if the vehicle takes a curve with a variable roll angle along the curve itself.

As in the case of the dispensing units 1, 100, the injection tip 212 may moreover host a ground distance sensor, installed at the tip end T, such a sensor being configured for an operative communication with the control unit controlling the anti-aquaplaning system and the dispensing unit 200.

A modification of the dispensing unit 200 is shown in Figure 7: it is associated to reference number 200' and only comprises segments 204 and 208 - the latter being configured in the same way as segment 210, but being rotationally blocked with respect to segment 204 by a boss 209 running on the inside of the surface of segment 204. Segment 208 is actuated by an electric motor M (preferably a hollow shaft motor), to the rotor whereof there is fixed a threaded ring nut R. The ring nut R engages the outer, equally threaded surface of segment 208. The rotation of the ring nut R enables varying the protrusion of segment 208 with respect to segment 204. In the present case, the actuation logic of the injector 202 is completely flexible, as it is the case for injector 1: thanks to the electric motor M it is possible to perform either a discrete positioning (retracted injector / extended injector) or a continuous positioning, or else a rapid emergency positioning. As in the case of dispensing units 1, 100, 200, the injection tip 212 may moreover host a ground distance sensor, installed at the tip end T, such a sensor being configured for an operative communication with the control unit controlling the anti-aquaplaning system and the dispensing unit 200'.

Of course, the implementation details and the embodiments may amply vary with respect to what has been described and illustrated herein, without departing from the scope of the present invention as defined by the annexed claims.