A VEHICLE, IN PARTICULAR OF THE CYCLING TYPE, ESPECIALLY IN THE FORM OF A BICYCLE.

Field of application of the present invention

The present invention relates to a vehicle, in particular of the cycling type, especially consisting in a bicycle, and preferentially in the form of a mountain bike, a city bike, or the like.

State of the art

Bicycles called mountain bikes are known, comprising a support frame, wheel means, respectively front and rear wheel means, and steering means, in particular in the form of a respective handlebar, in particular comprising a respective steering control shaft connected, or supporting, through a corresponding fork, said front wheel means.

The wheels of said already known bicycles are generally composed of a front wheel and a rear wheel to define an advancement mono-track of the vehicle.

However, especially in off-road or bumpy routes, and in particular on mountain paths, even in sports or competitive driving conditions, the balance of the bicycle is quite precarious, and such as to present a high risk of falling.

Not very practical in general, especially for such so-called off-road uses, are the so-called tricycles, which have two rear wheels and one front wheel, which are in fact of ineffective driving, which turns out to be practically impossible on particularly bumpy routes and which require very frequent changes of direction of the vehicle.

In practice, the need is felt in the art to have a vehicle available for off-road routes that allows a completely easy and safe driving for the user, also in the case that the user is a person not particularly trained to tackle such off-road routes, especially when these should be particularly bumpy, for example when these are mountain paths.

In the art, the need is particularly felt to have a vehicle available, which is particularly stable during the march, especially when it has to face curved stretches, that is when it has to move along steep slopes.

However, in general, the need is felt in the art to have vehicle available, which allows a completely comfortable and smooth driving for the user.

In the field, providing vehicles in which in any case the number of components employed is kept as low as possible, and/or in any case the weight of the vehicle or bicycle is kept low is also highly desirable.

Summary of the invention.

Therefore, with the present invention, it is desired to propose a new and alternative solution to the solutions known to date, and in particular it is proposed to overcome one or more of the drawbacks or problems referred to above and/or to meet one or more needs referred to above, and/or however felt in the art, and in particular deducible from the above.

Therefore, a vehicle is provided, in particular of the cycling type, especially consisting in a bicycle, and preferentially in the form of a mountain bike, a city bike, or the like; comprising a support frame, wheel means, respectively front and rear wheel means, said front wheel means comprising a first and a second wheels that are side-by-side to one another and supported by respective first and second struts, and steering means, in particular in the form of a respective handlebar, especially from which a respective steering control shaft extends, and articulated connecting means being provided between said steering means, or handlebar, and said first and second front wheels, in particular between said steering control shaft and said first and second struts for supporting said first and said second front wheels; characterized in that said first and second struts for supporting said first and said second front wheels extend tilted forward at least at the respective upstream end, at said articulated connecting means.

In this manner, a vehicle is achieved, that allows a completely easy and safe driving for the user, and, in particular, it is further possible to configure the vehicle or bicycle so that the number of components employed is kept low and/or so that the weight of the vehicle or bicycle is kept low.

Brief description of the drawings

This and other innovative aspects, or respective advantageous implementations, are in any case set forth in the attached claims, the technical characteristics of which can be found, together with corresponding advantages obtained, in the following detailed description, illustrating in detail a merely exemplary, non-limiting embodiment of the invention, and which is given with reference to the attached drawings, in which:

Fig. 1A illustrates a perspective schematic view of a preferred implementation of vehicle according to the present invention;

Fig. IB illustrates a perspective schematic front view of the preferred implementation of vehicle according to the present invention;

Fig. 1C illustrates a perspective schematic rear view of the preferred implementation of vehicle according to the present invention;

Fig. ID illustrates a perspective schematic view of the preferred implementation of vehicle according to the present invention, in a steering condition;

Fig. 2 illustrates a perspective schematic view only of the front fork of the preferred implementation of vehicle according to the present invention;

Fig. 3A illustrates a perspective schematic front view only of the articulated connecting means of the preferred implementation of vehicle according to the present invention;

Fig. 3B illustrates a perspective schematic rear view only of the articulated connecting means of the preferred implementation of vehicle according to the present invention;

Fig. 4A illustrates a schematic longitudinal sectional view taken at the central zone for the attachment to the shaft to the steering wheel of the preferred implementation of vehicle according to the present invention; Fig. 4B illustrates a schematic longitudinal sectional view taken at the lateral attachment zone of the respective strut of the preferred implementation of vehicle according to the present invention;

Fig. 5 A illustrates a perspective schematic front view of the articulated connecting means of the preferred implementation of vehicle according to the present invention;

Fig. 5B illustrates a perspective schematic exploded view of the articulated connecting means of the preferred implementation of vehicle according to the present invention;

Fig. 6A illustrates a schematic side top view relating to dampening means used in the preferred implementation of vehicle according to the present invention, in a stretched or distended condition;

Fig. 6B illustrates a schematic side top view relating to dampening means used in the preferred implementation of vehicle according to the present invention, in a compressed condition;

Fig. 7A illustrates a schematic side top view relating to dampening means used in the preferred implementation of vehicle according to the present invention, in the two different -stretched and compressed- operative positions;

Fig. 7B illustrates a schematic top plan view relating to dampening means used in the preferred implementation of vehicle according to the present invention;

Fig. 7C illustrates a schematic top plan view in an exploded perspective relating to dampening means used in the preferred implementation of vehicle according to the present invention.

Detailed description of preferred implementations of the invention

In the attached Figures 1A to ID, a preferred implementation of vehicle 10, in particular of the cycling type, especially consisting in a bicycle, and preferentially in the form of a so-called mountain bike or the like, which is particularly suitable to be used also outside of paved or asphalted roads, i.e., on corresponding bumpy and/or mountain paths, is illustrated.

However, it must be understood that, although the aforementioned mountain bike bicycle is particularly preferred, the present vehicle could also be in the form of a bicycle of any other kind, for example, it could also be a so-called city bike or the like.

As illustrated in said figures 1A to ID, the vehicle or bicycle comprises a support frame 12, wheel means, respectively front 14 and rear 16 wheel means, with said front wheel means 14 comprising a first 141 and a second 142 wheels that are side-by-side to one another and supported by respective first and second struts 143, 144.

As illustrated in said figures 1A to ID, the vehicle or bicycle further comprises steering means 18, in particular in the form of a respective handlebar, especially from which a respective steering control shaft 180 extends.

In particular, as it is clear from said Figures 1 A to ID, said rear wheel means comprise a single wheel 16, preferably longitudinally aligned to the longitudinal axis of the vehicle 10, i.e., longitudinally at the central line between said first and second front wheels 141, 142.

Furthermore, as it is clear from said Figures 1 A to ID, the vehicle comprises means for sitting by the user, in particular in the form of a saddle 17’, which, as is understood, is supported by the frame 12 of the vehicle, in particular at the rear part thereof.

In particular, as is clear from the same figures 1 A to ID, said steering control shaft 180 is rotatably supported by said support frame 12, in particular by a front tubular portion 121 thereof. In more detail, as illustrated, said steering control shaft 180 is inserted coaxially into said tube of the steering wheel 121 and exits superiorly therefrom, towards said steering means, or handlebar, 18, and inferiorly, towards said front wheel means 14, i.e., towards corresponding articulated connecting means 20, as in any case will be understood from the following of the present description.

In particular, as can be understood from said Figures 1 A to ID, said handlebar 18 comprises a transversal elongated bar 181, preferably suitably shaped, on which means are provided, in particular a first and a second handles, for the engagement of and gripping by the user’ s hands, and which are preferably arranged at the opposite side ends 18’, 18” of the same handlebar. In a preferred manner, said steering shaft, or shaft of the handlebar 180, which preferably extends until inserting into said tube 121 of the frame, centrally extends from said transversal elongated bar 181.

In particular, as can be understood from said Figures 1 A to ID, said support frame 12 comprises a steering column member 120, extending in elevation and preferably intended to the connection and support of the saddle for sitting a user 17’, an upper longitudinal member 122, extending between the upper part of said steering column member 120 and said tube for the steering wheel 121, and an oblique member 123, extending from said tube for the steering wheel 121, preferably up to the lower part of said steering column member 120. However, it must be intended that also other configurations of frame may in any case be devised and used.

Therefore, advantageously, the fact that said front wheel means 14 comprise a first 141 and a second 142 wheels that are side-by-side to one another, and supported by respective first and second struts 143, 144 allows having a vehicle available with an improved stability.

As can be understood from said Figures 1 A to ID, with particular advantage, means 31 for advancing by traction the vehicle are also provided.

In an advantageous manner, as can be understood from said figures, said means 31 for advancing by traction the vehicle comprise corresponding actuating pedals 310 and relative motion transmission means, in particular to the rear wheel means 16, which transmission means preferably comprise a respective chain 311 and corresponding gear wheels 312, 313, respectively connected to the actuating means and to the rear wheel, and that however are not particularly illustrated in the attached figures and can be made in any suitable manner.

With advantage, as can be understood from the figures, said means 31 for advancing by traction the vehicle further comprise respective motor means 315, in particular in the form of an electric motor, and preferably defining pedalling assisting means for the user.

In an advantageous manner, energy supply means for said motor are provided, in particular in the form of a first and a second batteries 317, 317, preferably housed om, or in, said support frame 12, especially on the oblique member 123 and on the upper longitudinal member 122 thereof.

Furthermore, as illustrated also with reference to the subsequent figures, articulated connecting means 20 are advantageously provided between said steering means 18, or handlebar, and said first and second front wheels 141, 142, in particular between said steering control shaft 180 and said first and second struts 143, 144 for supporting said first and said second front wheels 141, 142.

In an advantageous manner, as illustrated also with reference to the subsequent figures, said first and second struts 143, 144 for supporting said first and said second front wheels 141, 142, i.e., the corresponding longitudinal axis, extend tilted forward at least at the respective upstream end at said articulated connecting means 20.

In this manner, it is possible to configure the vehicle or bicycle so that the number of components employed is kept low and/or the weight of the vehicle or bicycle is kept low.

Furthermore, as can be understood from said figures, advantageously, said first and second struts 143, 144, for respectively supporting said first and second front wheels 141, 142, i.e., the corresponding longitudinal axis, extend tilted forward, starting from a respective upstream, or upper, or rear, end 143’, 144’, at said articulated connecting means 20, up to a corresponding downstream, or lower, or front, end, 143”, 144” at the respective one of said first and second front wheels 141, 142.

Advantageously, as can be understood from said figures, said first and second struts 143, 144 for supporting said first and said second front wheels 141, 142, in particular at least the respective end portions thereof that are located upstream at said articulated connecting means 20, i.e., the corresponding longitudinal axis, extend tilted forward by an angle, with respect to the vertical, ranging between 20° and 70°, and optimally by an angle of about 50°.

With advantage, as can be understood from said figures, said first and second struts 143, 144 for supporting said first and said second front wheels 141, 142, at least at the respective upstream, or upper, or rear, end 143’, 144’ at said articulated connecting means 20, extend linearly or rectilinearly.

In this manner, it is possible to keep the weight of the vehicle or bicycle low.

As can be understood from said figures, advantageously, said first and second struts 143, 144 for supporting said first and said second front wheels 141, 142 extend rectilinearly starting from a respective upstream, or upper, or rear, end 143’, 144’, at said articulated connecting means 20, up to a corresponding downstream, or lower, or front, end, 143”, 144” at the respective one of said first and second front wheels 141, 142.

Advantageously, as can be understood from said figures, said first and second struts 143, 144 for supporting said first and said second front wheels 141, 142 are made of a metal tubular element, preferably with a circular section, in particular closed at the respective upstream, or upper, or rear, end 143’, 144’ by a corresponding plug 143’”, 144’”.

With particular advantage, as can be understood from said figures, said steering control shaft 180 has an elongated, preferably rectilinear, main body, which extends starting from said steering means, i.e., from the respective handlebar, 18.

As can be understood from said figures, advantageously, said steering control shaft 180 extends tilted forward, in particular starting from said steering means, or handlebar, 18.

Advantageously, as can be understood from said figures, said steering control shaft 180 extends tilted forward, in particular starting from said steering means, or handlebar, 18, by an angle, with respect to the vertical, ranging between 10° and 30°, optimally by an angle of about 32°. In a particularly advantageous manner, as can be understood from said figures, the steering control shaft 180 is in the form of a metal tubular body, having a corresponding conical outermost part, and having a larger thickness, 180’, at, or in the proximity of, said articulated connecting means 20.

As can be understood from said figures, advantageously, articulated connecting means 20 are provided between said steering means 18, or handlebar, and said first and second front wheels, in particular between the steering control shaft 180 and said first and second struts 143, 144 for supporting said first and said second front wheels, which articulated connecting means 20 are adapted to guide, or drive, the movement of said steering control shaft 180 and of said first and second struts 143, 144 that carry the respective first and second front wheels 141, 142, during the lateral inclination movements, or roll, of the vehicle, and/or during the movements for arranging at a different height said first and second front wheels 141, 142.

Advantageously, as can be understood from said figures, said articulated connecting means 20, between said steering means 18, or handlebar, and said first and second front wheels, in particular between the steering control shaft 180 and said first and second struts 143, 144 for supporting said first and said second front wheels, which articulated connecting means 20 comprise corresponding means 21 which guide, or which drive, the movement of said steering control shaft 180 and of said first and second struts 143, 144 that carry the respective first and second front wheels 141, 142, during the lateral inclination movements, or roll, of the vehicle, and/or during the movements for arranging at a different height said first and second front wheels 141, 142.

In an advantageous manner, as can be understood from said figures, said means 21 which guide, or drive, the movement of said steering control shaft 180 and of said first and second struts 143, 144 that carry the respective first and second front wheels 141, 142, during the lateral inclination movements, or roll, of the vehicle, and/or during the movements for arranging at a different height said first and second front wheels 141, 142, are in the form of a mechanism of the articulated parallelogram type 21.

As can be understood from said figures, advantageously, said means 21 which guide, or drive, the movement of said steering control shaft 180 and of said first and second struts 143, 144 that carry the respective first and second front wheels 141, 142, comprise an upper transversal rocker arm 211, a lower transversal rocker arm 212 and corresponding perpendicular means 210, 211, 213 that are connected to said upper and lower transversal rockers 211, 212 through corresponding rotational hinge means 215.

As can be understood from said figures, advantageously, said first and second struts 143, 144 for supporting said first and said second front wheels 141, 142 extend between said upper transversal rocker arm 211 and said lower transversal rocker arm 212, in particular posteriorly to said upper transversal rocker arm 211 and anteriorly to said lower transversal rocker arm 212.

Advantageously, as can be understood from said figures, said upper transversal rocker arm 211 and lower transversal rocker arm 212 lie, and move, on corresponding parallel planes, with said rotational hinge means 215, which preferably lie on a same plane that is parallel and intermediate to the lying planes of said upper transversal rocker arm 211 and lower transversal rocker arm 212.

With advantage, as can be understood from said figures, said perpendicular connecting means comprise a perpendicular central member 210 that comprises, or is integral to, said steering control shaft 180.

As can be understood from said figures, advantageously, said perpendicular central member 210 is on the longitudinal extension of, and/or is integral to, said steering control shaft 180.

Advantageously, as can be understood from said figures and in particular from Fig. 4A, said perpendicular central member 210 is connected, and/or is located, respectively posteriorly to said upper transversal rocker arm 211 and anteriorly to said lower transversal rocker arm 212.

With particular advantage, as can be understood from said figures and in particular from Fig. 4A, said perpendicular central member 210 has an upper, in particular outermost, part 210xb for the connection to said upper transversal rocker arm 211 and/or a lower, in particular outermost, part 210xc for the connection to said lower transversal rocker arm 212.

In practice, as can be understood from said figures, advantageously, said perpendicular central member 210 has a respective portion 21 Oxa, projecting anteriorly with respect to said steering control shaft 180, i.e., with respect to the longitudinal extension thereof, which portion 21 Oxa defines an upper, in particular outermost, part 210xb for the connection to said upper transversal rocker arm 211 and/or a lower, in particular outermost, part 210xc for the connection to said lower transversal rocker arm 212.

Advantageously, as can be understood from said figures, said rotational hinge means 215 between said perpendicular central member 210 and said upper transversal rocker arm 211 and/or said lower transversal rocker arm 212, are connected to said perpendicular central member 210, i.e., to said upper, in particular outermost, part 210xb for the connection to said upper transversal rocker arm 211 and/or to the lower, in particular outermost, part 210xc for the connection to said lower transversal rocker arm 212, through corresponding pin means, or respective pin, 217, which preferably inserts perpendicularly into the respective upper, in particular outermost, part 210xb for the connection to said upper transversal rocker arm 211, especially through, or at, the outermost transversal face thereof, and/or into the respective lower, in particular outermost, part 210xc for the connection to said lower transversal rocker arm 212.

In a particularly advantageous manner, as can be understood from said figures and in particular from Fig. 4B, said perpendicular connecting means comprise opposite, in particular transversally opposite, first and second side perpendicular members 213 and 214, that are integral respectively to said first and second struts 143 and 144.

Advantageously, as can be understood from said figures, the respective one of said opposite first and second side perpendicular members 213 and 214 comprises an upper, in particular outermost, part 213yb, 214yb projecting superiorly and/or anteriorly with respect to the corresponding, in particular upper and/or front, face, of the corresponding first and second struts 143, 144 for supporting said first and said second front wheels 141, 142, for the connection to said upper transversal rocker arm 211, and/or a lower, in particular outermost, part 213yc, 214yc, especially projecting inferiorly and/or posteriorly with respect to the corresponding, in particular lower and/or rear, face, of the corresponding first and second struts 143, 144 for supporting said first and said second front wheels 141, 142, for the connection to said lower transversal rocker arm 212.

In an advantageous manner, as can be understood from said figures, said rotational hinge means 215, between the respective one of said opposite first and second side perpendicular members 213 and 214 and said upper transversal rocker arm 211 and/or said lower transversal rocker arm 212, are connected to the respective one of said opposite first and second side perpendicular members 213 and 214, i.e., to said upper, in particular outermost, part 210xb for the connection to said upper transversal rocker arm 211 and/or to the lower, in particular outermost, part 210xc for the connection to said lower transversal rocker arm 212, through corresponding pin means, or respective pin, 219, which preferably inserts perpendicularly into the respective upper, in particular outermost, part 213xb, 214xb for the connection to said upper transversal rocker arm 211, especially through, or at, the outermost transversal face thereof, and/or in the respective lower, in particular outermost, part 210xc for the connection to said lower transversal rocker arm 212, especially through, or at, the outermost transversal face thereof.

As can be understood from said figures and in particular from the figures 4A and 4B, advantageously, said rotational hinge means 215, between said perpendicular central member 210 and/or the respective one of said opposite first and second side perpendicular members 213 and 214, and said upper transversal rocker arm 211 and/or said lower transversal rocker arm 212, are connected to the respective upper transversal rocker arm 211 and/or to the lower transversal rocker arm 212 through corresponding seat means respectively defined by a central seat 21 sc or respective side seats 21 si thereof, provided on, or recessed in the body of, said upper transversal rocker arm 211 and/or on, or recessed in the body of, said lower transversal rocker arm 212.

Advantageously, as can be understood from said figures and in particular from Fig. ID, articulated connecting means 20 are provided between said steering means 18, or handlebar, and said first and second front wheels, in particular between said steering control shaft 180 and said first and second struts 143, 144 for supporting said first and said second front wheels 141, 142, which are adapted, upon the rotation of said steering means, or handlebar, 18, to provide a corresponding rotation of said first and second front wheels 141, 142, i.e., a corresponding rotation, in particular with respect to the steering axis, of said first and second struts 141, 142, respectively bearing said first and second front wheels 143, 144.

With advantage, as can be understood from said figures and in particular from Fig. ID, articulated connecting means 20 are provided between said steering means 18, or handlebar, and said first and second front wheels, in particular between said steering control shaft 180 and said first and second struts 143, 144 for supporting said first and said second front wheels 141, 142, which comprise means 23 which are adapted, upon the rotation of said steering means, or handlebar, 18, to provide a corresponding rotation of said first and second front wheels 141, 142, i.e., a corresponding rotation, in particular with respect to the steering axis, of said first and second struts 141, 142, respectively bearing said first and second front wheels 143, 144.

As can be understood from said figures, advantageously, said means 23 that provide, upon the rotation of said steering means, or handlebar, 18, a corresponding rotation, of said first and second front wheels 141, 142, are in the form of a mechanism of the articulated parallelogram type.

Advantageously, as can be understood from said figures, said means 23 that provide, upon the rotation of said steering means, or handlebar, 18, a corresponding rotation, of said first and second front wheels 141, 142, comprise a corresponding rear transversal member 231 and a front transversal member 211, 212, connected to each other through corresponding longitudinal connecting means 210, 211, 213, which are connected to said rear and front transversal members 231 and 211, 212 through corresponding rotational hinge means 235.

With particular advantage, as can be understood from said figures, said front transversal member is defined on the whole by said upper transversal rocker arm 211 and lower transversal rocker arm 212 and in particular by perpendicular connecting means.

As can be understood from said figures, advantageously, said rear transversal member is defined by a corresponding rear transversal rocker arm 231; in particular said rear transversal rocker arm 231 is located posteriorly to said front transversal member 211, 212, i.e., to said upper transversal rocker arm 211 and lower transversal rocker arm 212, and/or especially at a height level that is intermediate thereto.

Advantageously, as can be understood from said figures, said rear transversal rocker arm 231 is located posteriorly to said first and second struts 143, 144 for supporting said first and said second front wheels 141, 42.

In a particularly advantageous manner, as can be understood from said figures and in particular from Fig. 4A, said longitudinal connecting means comprise a central longitudinal member 210, which comprises, or is integral to, said steering control shaft 180.

As can be understood from said figures and in particular from Fig. 4A, advantageously, said central longitudinal member 210 is on the longitudinal extension of, and/or is integral to, said steering control shaft 180.

Advantageously, as can be understood from said figures and in particular from Fig. 4A, said central longitudinal member 210 is connected, and/or is located anteriorly to said rear transversal rocker arm 231, and respectively posteriorly to said upper transversal rocker arm 211 and anteriorly to said lower transversal rocker arm 212.

In an advantageous manner, as can be understood from said figures and in particular from Fig. 4A, said central longitudinal member 210 has a rear, in particular outermost, part 210xd for the connection to said rear transversal rocker arm 231, and/or an upper, in particular outermost, part 210xb, for the connection to said upper transversal rocker arm 211, and/or a lower, in particular outermost, part 210xc, for the connection to said lower transversal rocker arm 212.

As can be understood from said figures and in particular from Fig. 4A, advantageously, said rotational hinge means 235, between said central longitudinal member 210 and said rear transversal rocker arm 231, are connected to said central longitudinal member 210, i.e., to said rear, in particular outermost, part 210xd for the connection to said rear transversal rocker arm 231, through corresponding pin means, or respective pin, 237, which inserts perpendicularly into the respective rear, in particular outermost, part 21 Oyd for the connection to said rear transversal rocker arm 231, especially through, at, the lower outermost transversal face thereof.

Advantageously, as can be understood from said figures and in particular from Fig. 4B, said longitudinal articulated connecting means comprise opposite, in particular transversally opposite, first and second side longitudinal members 213 and 214, that are integral respectively to said first and second struts 143 and 144.

With advantage, as can be understood from the figures and in particular from Fig. 4B, the respective one of said opposite first and second side longitudinal members 213 and 214 comprises a rear, in particular outermost, part 213yd, 214yd, in particular projecting inferiorly and/or posteriorly with respect to the corresponding, in particular lower and/or rear, face, of the corresponding first and second supporting struts 143, 144, for the connection to said rear transversal rocker arm 231, and/or an upper, in particular outermost, part 213yb, 214yb projecting superiorly and/or anteriorly with respect to the corresponding, in particular upper and/or front, face, of the corresponding first and second supporting struts 143, 144, for the connection to said upper transversal rocker arm 211, and/or a lower, in particular outermost, part 213yc, 214yc, especially projecting inferiorly and/or posteriorly with respect to the corresponding, in particular lower and/or rear, face, of the corresponding first and second supporting struts 143, 144, for the connection to said lower transversal rocker arm 212.

As can be understood from the figures and in particular from Fig. 4B, advantageously, said rotational hinge means 235, between the respective one of said opposite first and second side longitudinal members 213 and 214 and said rear transversal rocker arm 231, are connected to the respective one of said opposite first and second side longitudinal members 213 and 214, i.e., to said rear, in particular outermost, part 213yd, 214yd for the connection to said rear transversal rocker arm 231, through corresponding pin means, or respective pin, 239, which inserts perpendicularly into the respective rear, in particular outermost, part 213yd, 214yd for the connection to said rear transversal rocker arm 231, especially through, at, the upper outermost transversal face thereof.

Advantageously, as can be understood from the figures and in particular from the figures 4A and 4B, said rotational hinge means 235, between said central longitudinal member 210 and/or the respective one of said opposite first and second side longitudinal members 213 and 214 and said rear transversal rocker arm 231, are connected to the same rear transversal rocker arm 231 through corresponding seat means respectively defined by a central seat 23 sc or respective side seats 23 si thereof, provided on, or recessed in the body of, said rear transversal rocker arm 231.

With particular advantage, as can be understood from said figures, in practice, a respective single body 210 defines said perpendicular central connecting member 210 and said central longitudinal connecting member 210.

As can be understood from said figures, advantageously, said body 210, which defines said perpendicular central connecting member and said central longitudinal connecting member, is in metal material, in particular is in the form of a shaped metal sheet.

Advantageously, as can be understood from said figures, in practice, a respective single body 213, 214 defines respectively the corresponding side perpendicular connecting member 213, 214 and the corresponding side longitudinal connecting member 213, 214.

In a particularly advantageous manner, as can be understood from said figures, said body 213, 214, which defines the corresponding side perpendicular connecting member and the corresponding side longitudinal connecting member, is in metal material, in particular is in the form of a shaped metal sheet.

As can be understood from said figures, advantageously, the body 213, 214, which defines the corresponding side perpendicular connecting member and the corresponding side longitudinal connecting member, inserts into a through slit 143f, 144f provided in the respective one of said first and second struts 143, 144 for supporting said first and said second front wheels 141, 142; in particular the respective through slit being defined by respective slits that are provided in opposite faces of the peripheral wall of the respective tubular body defining the corresponding first or second struts 143, 144. The respective body 213, 214, which defines the corresponding side perpendicular connecting member and the corresponding side longitudinal connecting member, is made integral, in particular welded, to the respective one of said first and second struts 143, 144 for supporting said first and said second front wheels 141, 142.

Advantageously, as can be understood from said figures, the rotational hinge means 215, 235 comprise respective planar rotational hinges or rotatable in a corresponding plane, preferably defined by corresponding bearings, 215’, 215”, 235’, 235”.

In an advantageous manner, as can be understood from said figures and in particular from Fig. 5B, the rotational hinge means comprise corresponding hinge means 215, 235 comprising a first planar hinge, or bearing, 215’, 235’ and a second planar hinge, or bearing, 215”, 235”, which are connected orthogonally to one another, i.e., which are respectively rotatable according to corresponding rotational axes that are orthogonal to one another, and in particular that are provided in one piece to one another, i.e., that are supported by common support means.

As can be understood from said figures, advantageously, means 22 for the connection, in particular a direct connection, of said articulated connecting means 20 to said support frame 12 are provided, so that, when said steering means 18, or handlebar, actuate said articulated connecting means 20 to correspondingly rotate said first and second front wheels 141, 142, the same articulated connecting means 20 rotate said first and second front wheels 141, 142 while maintaining the respective virtual contact points, or centers of rotation A, B, on the ground, at, or in the proximity of, a corresponding axis orthogonal to the longitudinal axis of the vehicle.

Advantageously, as can be understood from said figures, said means 22, for the connection of said articulated connecting means 20 to said support frame 12, are in the form of means that, in particular when a corresponding bending route is performed, allow at least a relative movement of said articulated connecting means 20 with respect to said support frame 12.

In particular, said means 22 for the connection of said articulated connecting means 20 to said support frame 12 are in the form of means that, in particular when a corresponding bending route is performed, allow at least a rotation of said articulated connecting means 20 with respect to said support frame 12.

In particular, said means 22 for the connection of said articulated connecting means 20 to said support frame 12 are in the form of means that, in particular when a corresponding bending route is performed, allow a translation, in particular forward and backward, of the same articulated connecting means 20 with respect to said support frame 12, especially said translation having a respective shifting component according to a direction that is longitudinal with respect to the vehicle 10.

With advantage, as can be understood from said figures, said means 22 for the connection of said articulated connecting means 20 to said support frame 12 comprise a spherical joint 22a allowing a corresponding rotation of said articulated connecting means 20 with respect to said support frame 12.

As can be understood from said figures, advantageously, said means 22 for the connection of said articulated connecting means 20 to said support frame 12 comprise a sliding pin 22b, which allows a linear translational movement, in particular according to a direction comprising a component that is longitudinal to the vehicle, of said articulated connecting means 20 with respect to said support frame 12.

Advantageously, as can be understood from said figures, said spherical joint 22a is slidingly mounted on said sliding pin 22b.

With particular advantage, as can be understood from said figures, said means 22 for the connection of said articulated connecting means 20 to said support frame 12 are connected, in particular directly connected, i.e., integral, to said support frame 12, in particular to the oblique member 123 of the same support frame 12, preferably at a zone of this oblique member 123 of the frame 12 that is closer to said tube 121 for said steering control shaft 180.

As can be understood from the figures, advantageously, said means 22 for the connection of said articulated connecting means 20 to said support frame 12 are secured to said articulated connecting means 20.

Advantageously, as can be understood from said figures, said means 22 for the connection of said articulated connecting means 20 to said support frame 12 comprise a member 221 that is secured, in particular welded, to said support frame 12, in particular to said oblique member 123 thereof, and a member 222 that is secured to said articulated connecting means 22.

In a particularly advantageous manner, as can be understood from said figures, said member 221 secured to said frame 12 and said member 222 that is secured to said articulated connecting means 20 are connected to each other through said spherical joint 22a, which is forward and backward slidable, on said sliding pin 22b.

As can be understood from the figures, advantageously, means 26 for blocking the relative parallel movement of said steering control shaft 180 and of said first and second struts 143, 144 that carry the respective first and second front wheels 141, 142, are provided, in particular that are adapted to lock said means 21 driving the parallel movement of said steering control shaft 180, in particular the movement of the corresponding articulated parallelogram mechanism 21.

Advantageously, as is understood in particular from said figures and in particular from the figures 3 A and 4 A, said means 26 for blocking the relative parallel movement of said steering control shaft 180 and of said first and second struts 143, 144 that carry the respective first and second front wheels 141, 142, are borne by said articulated connecting means 20.

In an advantageous manner, as is understood in particular from said figures and in particular from the figures 3 A and 4A, said means 26 for blocking the relative parallel movement of said steering control shaft 180 and of said first and second struts 143, 144 that carry the respective first and second front wheels 141, 142, are adapted to block the rotational movement of the respective rocker arm, in particular the upper transversal rocker arm 211, i.e., of said means 21 that drive the movement of said steering control shaft 180 and of said first and second struts 143, 144 that carry the respective first and second front wheels 141, 142, during the lateral inclination movements, or roll, of the vehicle, and/or during the movements for arranging at a different height said first and second front wheels 141, 142.

As is understood in particular from said figures and in particular from the figures 3 A and 4A, advantageously, said means 26 for blocking the relative parallel movement of said steering control shaft 180 and of said first and second struts 143, 144 that carry the respective first and second front wheels 141, 142, comprise a portion 261, preferably of, or integral to, the respective rocker arm, in particular of, or integral to, said upper rocker arm 211, and a support or reference body 260, in particular extending and connected to, i.e., secured on, said perpendicular or longitudinal central connecting member 210 of said means 21 that drive the movement of said steering control shaft 180 and of said first and second struts 143, 144 that carry the respective first and second front wheels 141, 142, during the lateral inclination movements, or roll, of the vehicle, and/or during the movements for arranging at a different height said first and second front wheels 141, 142.

Advantageously, as is understood in particular from said figures and in particular from the figures 3 A and 4 A, said means 26 for blocking the relative parallel movement of said steering control shaft 180 and first and second struts 143, 144 that carry the respective first and second front wheels 141, 142, comprise mutual engagement and disengagement means 26p, 26s, which are preferably respectively provided on said support or reference body 260, in particular extending and connected to, i.e., secured on, said perpendicular or longitudinal central connecting member 210, and on said portion 261, preferably of, or integral to, the respective rocker arm, in particular of, or integral to, said upper rocker arm 211.

With advantage, as is understood in particular from said figures and in particular from the figures 3 A and 4A, said mutual engagement and disengagement means comprise pin means 26p that insert into corresponding seat means 26s; preferably said pin means 26p being provided on said support or reference body 260, in particular extending and connected to, i.e., secured on, said perpendicular or longitudinal central connecting member 210, and said seat means 26s being provided on said portion 261, preferably of, or integral to, the respective rocker arm, in particular of, or integral to, said upper rocker arm 211.

As is understood in particular from said figures and in particular from the figures 3 A and 4A, advantageously, said seat means on said portion 261, preferably of, or integral to, the respective rocker arm, in particular of, or integral to, said upper rocker arm 211, comprise a respective plurality of distributed seats 26s, in particular radially extended and angularly distributed, and in particular located in an engagement and disengagement relation by the corresponding pin 26p on said support or reference body 260, in particular extending and connected to, i.e., secured on, said perpendicular or longitudinal central connecting member 210.

Advantageously, as is understood in particular from said figures and in particular from the figures 3 A and 4 A, said means 26 for blocking the relative parallel movement of said steering control shaft 180 and first and second struts 143, 144 that carry the respective first and second front wheels 141, 142, comprise respective means 265 for the activation and deactivation of the blocking condition.

With particular advantage, as is understood in particular from said figures and in particular from the figures 3A and 4A, said means 265 for the activation and deactivation of the blocking condition are adapted to move said engaging pin 26p between a retracted, or lowered, position, in which the same pin 26p is outside the respective insertion seat 26s, and an advanced or lifted position, in which the pin 26p enters the respective insertion seat 26s.

As is understood in particular from said figures and in particular from the figures 3A and 4A, advantageously, said means 265 for the activation and deactivation of the blocking condition comprise an activating lever 266, illustrated in Fig. 1A, in particular rotatable, especially positioned on said steering means, or handlebar, 18, which activating lever 266 can be blocked, in particular in a respective position, to activate the blocking condition, and can be unblocked, to allow deactivating said blocking condition.

Advantageously, as is understood in particular from said figures and in particular from the figures 3A and 4A, said means 265 for the activation and deactivation of the blocking condition comprise a transmission cable 267 that is adapted to pull said pin 26p to insert it into the respective seat 26s and connected to, i.e., pulled and released by, said activating lever 266, in particular said transmission cable 267 being connected between said activating lever 266 and an elongated body 268 that bears, in particular at its, preferably upper, end said insertion pin 26p, and that is movably driven into said support or reference body 260, in particular secured on, or at, said perpendicular or longitudinal central connecting member 210. In Fig. 4 A, it is evident that the support or reference body 260 has a hole 267’ for the passage of the respective end of the transmission cable 267 towards said elongated body 268 that bears said insertion pin 26p.

In a particularly advantageous manner, as is understood in particular from said figures and in particular from the figures 3A and 4A, said means 265 for the activation and deactivation of the blocking condition comprise elastic means, in particular in the form of a traction spring 269, which usually bear, i.e., which pulls, said pin 26p for its disconnection or release from the respective seat 26s; in particular said traction spring 269 operating on said elongated body 268 that bears said insertion pin 26p, acting at the opposite end of said same elongated body 268.

As is understood from the subsequent figures 6A to 7C, advantageously, dampening means 28 are provided arranged between the respective wheel, in particular the respective front wheel 141, 142, and the corresponding support means, i.e., the corresponding strut 143, 144 supporting the same wheel 141, 142.

Advantageously, as is understood from the subsequent figures 6A to 7C, said dampening means 28 comprise a respective dampening member 280, having corresponding first and second anchoring portions 280a, 280b, in particular outermost anchoring portions, between which anchoring portions 280a, 280b the same dampening member 280 is adapted to compress and expand.

Advantageously, as is understood from the subsequent figures 6A to 7C, said first and second anchoring portions 280a, 280b of said dampening member 280 are supported on corresponding first and second support arms 281, 282, which first and second support arms 281, 282 are connected, in particular are pivoted, to the corresponding means, or strut, 143, 144 supporting the corresponding wheel 141, 142, in positions that are mutually spaced apart longitudinally, in particular respectively, as illustrated, in a lower or free outermost position of the corresponding first or second strut 143, 144 and in an intermediate position or longitudinally upstream this outermost position of the same first or second strut 143, 144, and move, in particular are mutually connected, so that said first and anchoring portions 280a, 280b move closer during the compression phases of said dampening member 280.

Advantageously, as is understood from the subsequent figures 6A to 7C, said first and second arms 281, 282 bearing the anchoring points 280a, 280b of said dampening member are mutually constrained in an articulated manner, in particular at the respective free ends 28 le, 282e, through a corresponding spacer member 283, that bears the respective first or second front wheel 141, 142, in particular the spindle 143m, 144m supporting the hub of the respective wheel, which especially supports via a corresponding support 290 the corresponding brake caliper P, which spacer member 283 keeps said first and second arms 281, 282 divergent with respect to one another in the direction of the corresponding first or second strut 143, 144 for supporting said first and said second front wheels 141, 142, i.e., so as to define a corresponding articulated scalene parallelogram.

Said support 290 that bears the corresponding brake caliper P is integral, in particular at the respective free end, with said spacer member 283.

Advantageously, as is understood from the subsequent figures 6A to 7C, said points 280a, 280b to anchor said dampening member 280 respectively on said first and second arms 281, 282 are provided at different distances from the corresponding pivoting points 28 If, 282f of the same first and second arms 281, 282 to the corresponding first and second struts 143, 144 for supporting said first and said second front wheels 141, 142; in particular said point 280b to anchor said dampening member 280 on said second arm 282 is provided closer to the corresponding pivoting point 282f of the same second arm 282 to the corresponding second strut 144 for supporting said second front wheel 142, with respect to the distance of said anchoring point 280a, of said dampening member 280 on said first arm 281, to the corresponding pivoting point 28 If of the same first arm 281 to the corresponding first strut 143.

Advantageously, as can be understood from the figures 6A to 7C, in 28 If, 282f, 28 le, 282e, corresponding hinges, in particular planes, are provided, which allows defining a scalene quadrilateral mechanism.

Advantageously, as can be understood from the figures 6A to 7C, means that are adapted to mitigate the diving of the front part of the vehicle, in case of braking are provided.

Advantageously, as can be understood from the figures 6A to 7C, said means that are adapted to mitigate the diving of the front part of the vehicle in case of braking are defined by the support 290 that bears the corresponding brake caliper P, and which is integral to said spacer member 283, in particular at the free end thereof, and which is connected through a corresponding scalene quadrilateral mechanism to said dampening member 280 and to the respective strut 143, 144, so that when, during the braking action, said scalene quadrilateral distorts, in particular compressing the dampening member 280, the same spacer member 283 is rotated in the direction opposite the direction of rotation of the corresponding wheel 141 or 142.

In practice, since the brake caliper P is secured to the support 290, which, in turn, is integrally constrained to the same spacer member 283, the same brake caliper P also rotates with said spacer member 283, due to the action of the rotation caused by the compression of the dampening member 280, and in a direction opposite the rotation direction of the corresponding wheel 141 or 142.

Therefore, during braking, this rotation of the same brake caliper P causes a force, or reaction, on the respective strut 243, 244, that opposes, thus mitigating, the diving of the front-wheel drive of the vehicle.

Thus, anti-dive means are obtained, which are particularly useful in order to have a proper attitude on descents with a bumpy surface.

In practice, as is apparent, the technical characteristics illustrated above allow, individually or in a respective combination, to achieve one or more of the following advantageous results:

- a vehicle or a bicycle can be provided, which has an improved stability;

- the vehicle can be easily steered according to a desired curved route;

- a completely comfortable and smooth driving of the vehicle or bicycle for the user can be achieved;

- even a person who is not particularly trained is able to drive such a kind of vehicle or bicycle along off-road and/or bumpy paths, and especially along mountain paths;

- it is possible, in the case of obstacles or impacts against one of said first and second front wheels, to avoid discharging the longitudinal load upon the driving means, i.e., on the bicycle handlebar, in particular generating undesired reactions to the biker;

- it allows to obtain a vehicle attitude that remains always optimal for the user, both when he/she has to face curved stretches that require the vehicle to be tilted sideways, and when he/she has to travel stretches in which the wheels are at different height levels to one another, for example when he/she travels a sloped declivity according to a direction parallel thereto;

- in the case of parking, the vehicle can be kept upright in an autonomous manner, possibly even on a respective declivity, i.e., the vehicle front wheels can be put closer to one another as much as possible, so as to minimize the transversal footprint of the same vehicle, in view of a positioning thereof in an appropriate room or on a corresponding transport means, for example posteriorly to a car or on a caravan, or other;

- in any case a gentle dumping is obtained, also active for limited or low stressing compressions for the corresponding dampening member;

- it is possible to use wheels of any diameters and thicknesses;

- the vehicle or bicycle can be configured so as to keep the number of components employed low and/or to keep the weight of the vehicle or bicycle low;

- the weight of the vehicle or bicycle can be kept low;

- the ergonomics of the vehicle or bicycle can be improved;

- a vehicle or bicycle having an improved appearance is obtained;

- an advantageous effect to hinder the diving of the front part of the vehicle upon the actuation of the front brakes can be achieved.

The present invention is susceptible to obvious industrial application. Those skilled in the art will also be able to devise a number of modifications and/or variations to be made to the same invention, while remaining within the scope of the inventive concept, as widely disclosed. Furthermore, the person skilled in the art will be able to devise further preferred implementations of the invention that comprise one or more of the characteristics illustrated above of the preferred implementation set forth above, in particular as set forth in the attached claims. Furthermore, it must also be understood that all details of the invention can be replaced by technically equivalent elements.