The present finding refers to a vehicle, in particular of the cycling type, especially consisting in a bicycle.

Preferentially, it is a bicycle of the mountain bike, city bike type, or the like. State of the art

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

Said known bicycles are generally composed of a front wheel and a wheel rear, 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 should consist of 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. Summary of the finding

With the present finding, 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, front and rear, respectively, wheel means, and steering means, in particular in the form of a respective handlebar, in particular comprising a respective steering control shaft and connected to said front wheel means; characterized in that said front wheel means comprise a first and a second wheels that are side-by-side to one another and supported by respective first and second struts; in that articulated connecting means are 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; and in that means for connecting, in particular for directly connecting, said articulated connecting means to said support frame are provided, so that, when said steering means, or handlebar, actuate said articulated connecting means to correspondingly rotate said first and second front wheels, the same articulated connecting means rotate said first and second front wheels keeping the respective virtual contact points, or rotation centers at the ground at, or in the proximity of, a corresponding axis orthogonal to the longitudinal axis of the vehicle.

The result is a completely easy and safe driving for the user. Brief description of the drawings

This and other innovative aspects 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 merely exemplary, non-limiting embodiments of the finding, and which is given with reference to the attached drawings, in which:

Fig. 1A illustrates a schematic side elevation view of a preferred implementation of vehicle according to the present finding;

Fig. 1B illustrates a schematic front elevation view of the preferred implementation of vehicle according to the present finding; - Fig. 1C illustrates a schematic front elevation view of the preferred implementation of vehicle according to the present finding, while it performs a curved stretch;

Fig. 1D illustrates a schematic top plan view of the preferred implementation of vehicle according to the present finding; - Fig. 1E illustrates a schematic top plan view of the preferred implementation of vehicle according to the present finding, while it performs a curved stretch;

Fig. 1 F illustrates a schematic front elevation view of the preferred implementation of vehicle according to the present finding, in condition of driving or parking on a declivity terrain;

Fig. 2 illustrates a schematic perspective view of the preferred implementation of the articulated connecting means between the steering means and the vehicle front wheels according to the present finding;

Fig. 3A illustrates a schematic perspective view of the preferred implementation only of the articulated connecting means between the steering means and the vehicle front wheels according to the present finding;

Fig. 3B illustrates a schematic exploded perspective view of the preferred implementation only of the articulated connecting means between the steering means and the vehicle front wheels according to the present finding;

Fig. 4A illustrates a schematic perspective view of a part of the preferred implementation of the means for the connection to the frame of said articulated connecting means according to the present finding; - Fig. 4B illustrates a schematic top plan view of the preferred implementation of the means for the connection to the frame of said articulated connecting means according to the present finding;

Fig. 4C illustrates a schematic side elevation view of the preferred implementation of the means for the connection to the frame of said articulated connecting means according to the present finding;

Fig. 4D illustrates a schematic exploded perspective view of the preferred implementation of the means for the connection to the frame of said articulated connecting means according to the present finding;

Figs. 5 and 6 illustrate respective schematic side and front top views of the present preferred implementation of vehicle in a so-called condition of low storage or transport volume;

Figs. 7 A and 7C illustrate corresponding schematic top plan views of the first preferred implementation, suitable to carry out a swerve with parallel wheels, of the articulated connecting means according to the present finding, respectively in a forward gear position and in a right bend position;

Fig. 7B illustrates a schematic top plan view of the preferred implementation of the vehicle according to the present finding, exhibiting the first preferred implementation, suitable to carry out a swerve with parallel wheels of the articulated connecting means, while it performs a curved stretch;

Figs. 7D and 7E illustrate corresponding schematic sectional views of a detail of the first preferred implementation of articulated connecting means according to the present finding, respectively in a forward gear and a right bend position;

Figs. 8A and 8C illustrate corresponding schematic top plan views of a second preferred implementation, suitable to carry out a kinematic swerve, of the articulated connecting means according to the present finding, respectively in a forward gear position and a right bend position; - Fig. 8B illustrates a schematic top plan view of the preferred implementation of the vehicle according to the present finding, exhibiting the second preferred implementation suitable to carry out a kinematic swerve of the articulated connecting means, while it performs a curved stretch;

Figs. 8D and 8E illustrate corresponding schematic sectional views of a detail of the second preferred implementation of articulated connecting means according to the present finding, respectively in a forward gear and a right bend position;

Fig. 8F illustrates a schematic perspective view of the second preferred implementation of articulated connecting means of the vehicle according to the present finding, related to a condition in which the vehicle performs a curved stretch;

Fig. 9 illustrates a schematic front elevation view of the preferred implementation of means for blocking the relative parallel movement of the steering control shaft and the first and second wheel-supporting struts; - Fig. 10A illustrates a schematic exploded perspective view of the preferred implementation of said blocking means;

Fig. 10B illustrates a schematic perspective, partially cross-sectional, view of a detail of the preferred implementation of said blocking means;

Figs. 11 A to 11 D illustrate different operative positions of said blocking means;

Figs. 12A to 12C illustrate respective schematic top front views relating to different operative positions of the front rocker arms of the articulated connecting means; - Figs. 13A and 13B illustrate respective schematic top side views of the preferred implementation of the shock absorption means that are used in the vehicle according to the present finding;

Figs. 14A and 14B illustrate respective schematic top side views of the preferred implementation of the anti-sinking means when braking used in the vehicle according to the present finding;

Fig. 15A illustrates a schematic perspective cross-sectional view of a preferred implementation of means for damping the vibration, which can be preferably applied to the struts for supporting said first and said second front wheels; - Fig. 15B illustrates a schematic side view of the preferred implementation of means for damping the vibration;

Fig. 16 illustrates a schematic perspective view of a third preferred implementation of a vehicle according to the present finding.

Detailed description of preferred implementations of the finding In the attached Figures, a preferred implementation 10 of vehicle, 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, or of a vehicle, or bicycle, which is particularly suitable to be used also outside of paved or asphalted roads, or on corresponding bumpy and/or mountain paths, is illustrated.

Flowever, it must be understood that, although the aforementioned mountain bike bicycle is particularly preferred, this 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 can be seen from the figures, the vehicle, or bicycle, therefore comprises a support frame 12, respectively front 14 and rear 16, respectively, wheel means, and steering means 18, in particular in the form of a respective handlebar, in particular comprising a respective steering control shaft 180 and suitably connected, as in any case will be understood from the following of the present description, to said front wheel means 14.

Advantageously, as can be understood from said figures 1 A to 1 F, said front wheel means 14 comprise a first 141 and a second 142 front wheels, that are side-by-side to one another and supported by respective first and second struts 143, 144, as in any case will be understood from the following of the present description.

Furthermore, as can be understood from said figures 1A to 1F, said rear wheel means preferably comprise a single wheel 16, preferably longitudinally aligned with the longitudinal axis of the vehicle 10, i.e., longitudinally at the midline between said first and second front wheels 141 , 142.

Furthermore, as can be understood from said figures 1A to 1F, the vehicle comprises means for sitting by the user, in particular in the form of a saddle 17, supported by the frame 12 of the vehicle. In particular, as can be understood from the same figures 1A to 1F, said steering control shaft 180 is rotatably supported by said support frame 12, in particular by a front tube portion 121 thereof.

In particular, as illustrated, said steering control shaft 180 is inserted coaxially in said tube of the steering wheel 18 and exits superiorly therefrom, towards said steering means, or handlebar, 18, and inferiorly, towards said front wheel means 14, i.e., towards said means 20 for the articulated connection thereto, as in any case will be understood from the following of the present description.

In particular, as can be understood from said figures 1A to 1F, said handlebar 18 comprises a transversal elongated bar 181 on which means are provided, in particular a first and a second handle, 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 1A to 1F, 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, 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.

Therefore, advantageously, 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. In this manner, it is possible to have a vehicle available with an improved stability. Advantageously, articulated connecting means 20 are also 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. Furthermore, advantageously, means 22 are provided, for connecting said articulated connecting means 20 to said support frame 12, such 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 keeping the respective virtual contact points, or rotation centers A, B at the ground at, or in the proximity of, a corresponding axis orthogonal to the longitudinal axis of the vehicle, as is best seen from Figs. 7A, 7B, 8A and 8B. The result is a completely comfortable and easy guide for the user, who can therefore also be a person who is not particularly trained to drive such a kind of vehicle, in particular along off-road and/or bumpy paths, and especially along mountain paths.

Furthermore, as in any case is best understood from the following of the present description, said connection of the articulated connecting means 20 to the frame 12 further allows, in the case of obstacles that may impart a bump, or impact, against one of said first and second front wheels, avoiding to discharge this longitudinal action onto the driving means, i.e. , onto said handlebar, therefore, the driver does not need to put, in these conditions, an undue effort to keep the control on the vehicle.

With advantage, as can be seen in particular from the figures 2 to 4D, said means 22 for connecting 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 one relative movement of said articulated connecting means 20 with respect to said support frame 12.

As can be seen in particular from the figures 2 to 4D, said means 22 for connecting 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 one rotation of said articulated connecting means 20 with respect to said support frame 12.

In particular, as can be seen in particular from the figures 2 to 4D, said means 22 for connecting 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 forwards and backwards, of the same articulated connecting means 20 with respect to said support frame 12, especially said translation exhibiting a respective displacement component according to the direction that is longitudinal to the vehicle 10.

Therefore, advantageously, said means 22 for connecting said articulated connecting means 20 to said support frame 12, in particular when a corresponding bending route is performed, allow a rotational-translational movement of said articulated connecting means 20 with respect to said support frame 12, in particular a rotational movement associated with a translational movement of the same articulated connecting means 20.

With particular advantage, as can be seen in particular from the figures 2 to 4D, said means 22 for connecting said articulated connecting means 20 to said support frame 12 comprise a ball joint 22a, which allows a corresponding rotation of said articulated connecting means 20 with respect to said support frame 12.

Advantageously, as can be seen in particular from the figures 2 to 4D, said means 22 for connecting said articulated connecting means 20 to said support frame 12 comprise a sliding pin 22b, which allows a linear translation movement, in particular according to a direction that comprises a component that is longitudinal with respect to the vehicle, of said articulated connecting means 20 with respect to said support frame 12.

Advantageously, as can be seen in particular from the figures, said ball joint 22a is slidably mounted on said sliding pin 22b. With advantage, as can be seen in particular from the figures 2 to 4D, said means 22 for connecting said articulated connecting means 20 to said support frame 12 are connected, in particular directly connected, i.e. , according to another implementation not illustrated in the attached figures, integral to said support frame 12, in particular to the oblique member 123 of the same support frame 12, preferably being connected 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.

Furthermore, advantageously, as can be seen in particular from the figures 2 to 4D, said means 22 for connecting said articulated connecting means 20 to said support frame 12 are secured to said articulated connecting means 20.

Advantageously, as can be seen in particular from the figures 2 to 4D, said means 22 for connecting said articulated connecting means 20 to said support frame 12 comprise a member 221 that is secured, or able to be secured, to said support frame 12, in particular to said oblique member 123 thereof, and a member 222, which is secured to said articulated connecting means 22.

With particular advantage, said member 221 that is secured, or able to be secured, to said frame 12, and said member 222 secured to said articulated connecting means 20 are mutually connected through corresponding articulated connection means 22a, 22b.

With advantage, as can be seen in particular from the figures 2 to 4D, said member 221 that is secured, or able to be secured, to said support frame 12 of said connecting means 22 is secured to said support frame 12 through corresponding securing means 223, in particular in the form of wrapping means, or strip, which wrap, and clamp to, the corresponding member, in particular to said oblique member 123, of said support frame 12, and which clamp to said member 221 that is secured, or able to be secured, to said support frame 12 through corresponding screws 223v, in particular threading into holes 221f opening at corresponding side faces 221 d, 221 s thereof, and that preferably face posteriorly the same member 221 that is secured, or able to be secured, to said support frame 12.

Advantageously, as can be seen in particular from the figures 2 to 4D, said member that is secured, or able to be secured, to said support frame 12 of said connecting means 22 is in the form of a respective small block, in particular having a stocky configuration 221.

Advantageously, as can be seen in particular from the figures 2 to 4D, said small block 221 of said connecting means 22 has a rear face for the engagement with said frame 12, i.e., with said oblique member 121 thereof, which is shaped so as to have a corresponding elongated resting groove 221 g that wraps onto the same frame 12, i.e., the corresponding oblique tubular member123 thereof. Advantageously, as can be seen in particular from said figures 2 to 4D, said small block 221 that is secured, or able to be secured, to said support frame 12 of said connecting means 22 has a cavity 221b for housing an outermost part of said sliding pin 22b, in particular said cavity 221b opening at a corresponding front face, in use, 221a of said small block 221. As illustrated, said small block 221 further has a main part 221 ’, that is a front part when in use, defining said front face 221a for extending the sliding pin 22b, from which a corresponding secondary part 221”, defining said surface 221 g for the engagement to the frame 12, posteriorly extends. Onto said main part 221 ’, laterally to said secondary part rear 221 ”, said side faces 221 d, 221s for the engagement of the securing means 223 extend, from which opposite side faces 221 Ί, 221 Ί extend, which side faces are anteriorly converging, similar to the side faces 221 Ί, 221 Ί of said secondary portion 221 ”, which extend from the opposite side of the same side faces 221 d, 221 s for the engagement of the securing means 223. Said main part 221’ and secondary part 221” are perpendicularly defined by corresponding and opposite surfaces 221 p’ and 221 p”, which are mutually parallel, from which said front surface 221a and a corresponding bottom surface, in use, 221 i, respectively extend, converging at a respective common side, and angularly spaced apart by a respective angle, preferably by an angle of 90°.

As illustrated, said main part further has a large lightening hole extending between said perpendicularly opposite surfaces 221 p’, 221 p”.

With advantage, as can be seen in particular from the figures 2 to 4D, said member 222 secured to said articulated connecting means 20 has pin means, in particular in the form of a first and a second pins 222p, 222p, which insert in corresponding holes 20f, 20f of said articulated connecting means 20.

Advantageously, said member 222 secured to said articulated connecting means 20 is in the form of a respective small block 24, that comprises a transversally elongated member 241 , from which preferably said pin means 222p, 222p extend, in particular longitudinally or with a longitudinal component.

With particular advantage, as can be seen in particular from the figures 2 to 4D, said member, or small block, 24, secured to said articulated connecting means 20 has a respective inner peripheral surface, in particular provided into said transversal member 241, which defines a cavity 222c, in particular a through-cavity, creating a seat for housing, by engagement, said ball joint 22a that is mounted, in particular with possibility of a stroke, or relative movement, on said sliding pin 22b, and in particular adapted to allow the through-passage of the same sliding pin 22b.

Advantageously, as can be seen in particular from the figures 2 to 4D, between said cavity 222c of said member, or small block, 222, secured to said articulated connecting means 20, defining the seat for housing, by engagement, said ball joint 22a that is mounted on said sliding pin 22b, a planar rotation member is provided, in particular in the form of a bearing member 222r, which is in particular mounted onto said spherical member defining the corresponding joint and frictionally engaging with the outer surface 22a” thereof, the inner surface of said housing cavity 222c, which bearing-like member 222r allows said articulated connecting means 20 carrying out a wide angular excursion, in the vertical plane, in both the angular rotational directions. As illustrated, said first and second pins 222p, 222p are located, according to the direction that is longitudinal with respect to the vehicle, at the sides of said cavity 222c for housing said joint means 22a, 22b.

Advantageously, as can be seen from the figures, 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 to keep the steering control shaft 180, and said front wheels- supporting struts 143, 144, i.e. , said first and second front wheels 141, 142, mutually parallel, during the side tilting, or rolling, stages of the vehicle, and/or during the stages for a positioning to a different height of said first and second front wheels 141, 142.

In this manner, the vehicle balance remains always optimal for the user, both when he/she has to cope with curved stretches that require to laterally tilt the vehicle, ad illustrated for example in Fig. 1C, and when he/she has to run stretches where the wheels are at height levels that are different from one another, for example when he/she drives on a sloped declivity along a direction that is parallel to the same declivity, as illustrated, for example, by the Fig. 1F.

With advantage, as can be seen from the figures, in practice, 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 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 side tilting, or rolling, movements of the vehicle, and/or during the movements for arranging at a different height said first and second front wheels 141, 142, in particular keeping said steering control shaft 180 and said first and second struts 143, 144 that carry the respective first and second front wheels 141, 142 mutually parallel.

Advantageously, as can be seen from the figures, said means 21 that drive the 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, during the side tilting, or rolling, movements 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.

Advantageously, as can be seen from the figures, said means 21 that drive the movement of said steering control shaft 180 and of said first and second struts 143, 144, which 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 members, including a central perpendicular member 210, which comprises, or is integral to, said steering control shaft 180, and opposite side perpendicular members 213 and 214, which comprise, or are integral to, said first and second struts 143, 144, said transversal rocker arms 211, 212 and said perpendicular members 210, 213, 214 being correspondingly mutually connected through corresponding rotational hinges. With particular advantage, as can be seen from the figures, said upper transversal rocker arm 211, lower transversal rocker arm 212 and perpendicular members 210, 213, 214, 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, are mutually connected through corresponding planar rotational hinges 215, preferably defined by corresponding bearing means 215.

In particular six rotational hinges are provided, three hinges of which are for connecting the upper transversal rocker arm 211 to said central perpendicular member 210 and to the opposite side perpendicular members 213, 214, respectively, and other three hinges are for connecting the lower transversal rocker arm 212 to said central perpendicular member 210 and the opposite side perpendicular members 213, 214, respectively.

With advantage, as can be seen from the figures, said hinges 215 for the rotation of said upper transversal rocker arm 211 and lower transversal rocker arm 212, with respect to the perpendicular members 210, 213, 214, of said means 21 that drive the movement of said steering control shaft 180 and of said first and second struts 143, 144, are provided between the respective upper or lower transversal rocker arm 211 , 212 and a corresponding member 216 for attaching the respective perpendicular member 210, 212, 213, i.e. , respectively for the attachment of the respective perpendicular end of the central perpendicular member 210, which comprises, or is integral to, said steering control shaft 180, and opposite side members 213 and 214, which comprise, or are integral to, said first and second struts 143, 144 that carry respectively said first and second front wheels 141 , 142.

Advantageously, as can be seen from the figures, the respective upper 211 and lower 212 rocker arms have corresponding seats 21s for receiving respective hinges, or bearings, 215 for articulating with said perpendicular members, i.e., with said central perpendicular member 210, which comprises, or is integral to, said steering control shaft 180, and with the opposite side perpendicular members 213 and 214, which comprise, or are integral to, said first and second struts 143, 144 that carry respectively said first and second front wheels 141, 142.

Advantageously, as can be seen from the figures, the respective member 216 for attaching the respective perpendicular member 210, 212, 213, extending between said upper transversal rocker arm 211 and lower transversal rocker arm 212, i.e., for attaching, respectively, the central perpendicular member 210, which comprises, or is integral to, said steering control shaft 180, and for attaching the opposite side perpendicular members 213 and 214, which comprise, or are integral to, said first and second struts 143, 144 that carry respectively said first and second front wheels 141, 142, is in the form of a body 216 that is secured to the respective hinge 215, and in particular has a respective pin 216a for the insertion into said bearing 215 inserted into the corresponding seat 21s of the respective rocker arm 211, 212.

Advantageously, as can be seen from the figures, said upper transversal rocker arm 211 and said lower transversal rocker arm 212 are perpendicularly mutually aligned. Advantageously, as can be seen from the figures, said perpendicular members, i.e., said central perpendicular member 210, which comprises, or is integral to, said steering control shaft 180, and the opposite side perpendicular members 213 and 214, which comprise, or are integral to, said first and second struts 143, 144 that carry respectively said first and second front wheels 141, 142, are posteriorly arranged with respect to said upper transversal rocker arm 211 and lower transversal rocker arm 212, and, in particular, are transversally mutually aligned.

With advantage, as can be seen in particular from the figures, articulated connecting means 20 are provided between said steering means, or handlebar, 18 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, which articulated connecting means 20, when said steering means, or handlebar 18 are rotated, correspondingly rotate said first and second front wheels 141, 142.

In this manner, the vehicle can be steered according to a desired curved route.

With particular advantage, as can be seen from the figures, 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 that provide, following the rotation of said steering means, or handlebar, 18, a corresponding rotation of said first and second front wheels

141 , 142, i.e. , a corresponding rotation of said first and second struts 141,

142, that carry respectively said first and second front wheels 143, 144.

Advantageously, as can be seen from the corresponding figures 1 A to 7E, said means 23 that provide a corresponding rotation of said first and second front wheels 141 , 142 arrange said first and second front wheels 141, 142 so that they are mutually parallel, i.e., oriented according to the same steering angle, in particular with respect to the direction that is longitudinal with respect to the vehicle.

Advantageously, as can be seen from the corresponding figures 8A to 8F, said means 23 that provide a corresponding rotation of said first and second front wheels 141 , 142 arrange said first and second front wheels 141, 142 so that they are mutually concentric, i.e., oriented at a different steering angle such to allow the same first and second front wheels 141, 142 to be adapted to run respective circular trajectories, which are concentric to one another and preferably, as can be seen from the corresponding figure, which are concentric to the circular trajectory that the corresponding wheel rear 16 of the vehicle 10 runs.

With advantage, said means 23 that provide, following 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 seen from the figures, said means 23 that provide, following 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 mutually connected through corresponding longitudinal members, including a central longitudinal member 210, which is integral to said steering control shaft 180, and opposite side longitudinal members 213 and 214, which are integral to said first and second struts 143, 144, said rear and front transversal members 231 and 211, 212 and said longitudinal members 210, 213, 214 being correspondingly mutually connected through corresponding rotational hinges 235.

Advantageously, as can be seen from the figures, said front transversal member 211, 212 is defined by said parallelogram means 21, i.e. , it comprises said upper rocker arm 211 and said lower rocker arm 232.

With particular advantage, as can be seen from the figures, said rear transversal member is defined by a corresponding rear rocker arm-like member 231. Advantageously, as can be seen in particular from the figures 2 to 4D, said means 22, for connecting said articulated connecting means 20 to said support frame 12, are secured to said rear transversal member, or rocker arm-like member 231 , which has corresponding holes 20f, 20f, opening at the respective rear face, into which said first and second pins 222p, 222p of said connecting means 22 insert.

With advantage, said rear transversal member 231, said front transversal member 211, 212, and the corresponding longitudinal members 210, 213, 214 of said means 23 that provide, following the rotation of said steering means, or handlebar, 18, a corresponding rotation of said first and second front wheels 141 , 142, are mutually connected through corresponding planar rotational hinges 235, preferably defined by corresponding bearing means 235, and in particular rotating according to respective rotational axes that are orthogonal to the rotational axes of the rotational hinges, or bearing means 215, which connect said upper transversal rocker arm 211, lower transversal rocker arm 212 and the perpendicular members 210, 213, 214, of said means 21 that drive the movement the parallel movement of said steering control shaft 180 and said first and second struts 143, 144.

In practice, as can be seen from the figures, perpendicular and longitudinal members are provided, in particular including a central perpendicular and longitudinal member 210, which is integral to said steering control shaft 180, and opposite side perpendicular and longitudinal members 213 and 214, which are integral to said first and second struts 143, 144, which connect to one another, in an articulated manner, said upper 211 and lower 212 rocker arms, and which connect these upper 211 and lower 212 rocker arms in an articulated manner to said rear transversal member or rocker arm 231.

Advantageously, the respective perpendicular and longitudinal member 210, 213, 214 comprises a front perpendicular rod 25a, a rear perpendicular rod 25b, an upper longitudinal arm 27a, and a lower longitudinal arm 27b, in particular mutually quadrangularly connected.

Advantageously, the steering control shaft 180 and said first and second struts 143, 144 that carry said first and second front wheels 141 , 142 are secured to said upper longitudinal arm 27a and lower longitudinal arm 27b, respectively, of said central perpendicular and longitudinal member 210, and the opposite side perpendicular and longitudinal members 213 and 214.

With advantage, as can be seen from the figures, the attaching members 216 that connect said upper transversal rocker arm 211 and lower transversal rocker arm 212 to said perpendicular and longitudinal members 210, 213, 214, are connected to the respective front perpendicular rods 25a, of the same perpendicular and longitudinal members 210, 213, 214, in particular at the opposite perpendicular ends thereof.

Advantageously, as can be seen from the figures, the attaching members 216 that connect said upper transversal rocker arm 211 and lower transversal rocker arm 212 to said perpendicular and longitudinal members 210, 213, 214 have a respective thickened part 216b that defines a respective seat 216s for housing a corresponding articulation hinge, or bearing, 235 of said upper transversal rocker arm 211 and lower transversal rocker arm 212 with the same front perpendicular rods 25a of the corresponding perpendicular and longitudinal members 210, 213, 214.

In particular, as illustrated, the respective hinge, or bearing, 235 coaxially connects with the same front perpendicular rod 25a of the respective perpendicular and longitudinal member 210, 213, 214. With particular advantage, said rear transversal member, or rocker arm, 231 is connected to said perpendicular and longitudinal members, in particular including a central perpendicular and longitudinal member 210, which is integral to said steering control shaft 180, and opposite side perpendicular and longitudinal members 213 and 214, which are integral to said first and second struts 143, 144, through respective, particularly planar, rotational hinges, or bearings, 215, in particular that rotate with an axis parallel to the rotational hinges 215 of said means 21 that drive the relative movement of said lower transversal rocker arm 211 and lower transversal rocker arm 212 with respect to the same perpendicular and longitudinal members 210, 213, 214, i.e. , with respect to the front perpendicular rods 25a thereof.

Advantageously, said rear transversal member, or rocker arm, 231 is connected to said perpendicular and longitudinal members 210, 212, 213 through corresponding attaching members 236, which in particular connect to the respective rotational hinges 215 through a corresponding pin 236p that inserts coaxially into the corresponding seat 23p of said rear transversal member, or rocker arm, 231 and into the hinge 215 housed therein.

Advantageously, the attaching members 236 that connect said rear transversal member, or rocker arm, 231 to said perpendicular and longitudinal members 210, 213, 214 have a respective thickened part 236b that defines a respective seat 236s for housing a corresponding hinge, or bearing, 235 for articulating the rear transversal member, or rocker arm 231 with the rear perpendicular rods 25b of the corresponding perpendicular and longitudinal members 210, 213, 214; in particular the respective hinge, or bearing, 235 coaxially connects with the same rear perpendicular rod 25b of the respective perpendicular and longitudinal member 210, 213, 214, preferably at an intermediate zone thereof.

With advantage, the respective rocker arm-like member 211 , 212, 231 is defined by an elongated bar, preferably in a metal material, having corresponding through cavities that are intended to define seats for housing corresponding rotational hinges or bearings in the plane of the same rocker arm.

Advantageously, as can be seen from the figures, the respective upper longitudinal arm 27a and lower longitudinal arm 27b, respectively of said central perpendicular and longitudinal member 210 and of the opposite side perpendicular and longitudinal members 213 and 214, connecting between the rear 23 and front 21 transversal members, has a corresponding seat 270 for housing and retaining a corresponding portion, or outer surface, of the steering control shaft 180 and of said first and second struts 143, 144 that carry said first and second front wheels 141, 142, respectively.

In particular the respective seat 270 is provided at a thickened and/or longitudinal midline zone of the corresponding longitudinal arm 27a, 27b.

Advantageously, as can be seen from the figures, said seat-like means 270, respectively for said steering control shaft 180 and said first and second struts 143, 144 for supporting, respectively, said first and said second front wheels 141, 142, comprise a peripheral engaging surface against the respective outer surface of said steering control shaft 180 and of said first and second struts 143, 144 for supporting, respectively, said first and said second front wheels 141, 142. As illustrated, means are provided, for tightening said peripheral surface of the respective seat 270 in engagement against the corresponding surface of said steering control shaft 180 and of said first and second struts 143, 144 for respectively supporting said first and said second front wheels 141, 142.

With particular advantage, as can be seen in particular from the figures 7A and 7B, the attaching members 216, 236 between the longitudinal perpendicular members 210, 213, 214 and the front 211, 212 and rear 231 transversal members are configured so as to arrange said central 210 and side 213, 214 perpendicular and longitudinal members so that they are mutually parallel for the connection between the rear transversal member 231 and the front transversal member 211, 212, said means 23 that provide, following the rotation of said steering means, or handlebar, 18, a corresponding rotation of said first and second front wheels 141, 142, so as to arrange by steering said first and second front wheels 141 , 142 so that they are mutually parallel, i.e., oriented according to the same steering angle.

With advantage, as can be seen in particular from the figures 8A to 8F, in the second preferred implementation of articulated connecting means, the attaching members 216, 236 between the longitudinal perpendicular members 210, 213, 214 and the front 211 , 212 and rear 231 transversal members are configured so as to arrange so that they are converging to one another at a rear point, in particular at the hub of the rear wheel 16, said central 210 and side 213, 214 perpendicular and longitudinal members for the connection between the rear transversal member 231 and the front transversal member 211, 212, of said means 23 that provide, following the rotation of said steering means, or handlebar, 18, a corresponding rotation of said first and second front wheels 141, 142, so as to arrange, by steering, said first and second front wheels 141, 142 so that they are mutually concentric, i.e. , oriented at a different steering angle such to allow the same first and second front wheels 141, 142 to be adapted to run respective circular trajectories, which are concentric to one another.

In this manner, an optimal swerve can be performed, in particular a so- called kinematic swerve, i.e., a swerve that do not provide substantial transversal frictional slidings of the wheels during the same step of steering or performing curved stretches.

Suitably, in this second preferred implementation of the articulated connecting means, it is advantageously provided that the thickened portion 236b of the attaching members 236 that connect said rear transversal member, or rocker arm, 231 to said side or outer perpendicular and longitudinal members 213, 214, i.e., to the corresponding rear perpendicular rod 25b, is positioned projecting towards the inner part of the articulated connecting means 20, i.e., it is such to arrange the corresponding seat 236s for housing a corresponding hinge, or bearing, 235 for articulating the rear transversal member, or rocker arm 231 with the rear perpendicular rods 25b of the corresponding side or outer perpendicular and longitudinal members 213, 214, longitudinally offset towards the central part of the articulated connecting means 20, with respect to the corresponding seat 216s for articulating the thickened portion 216b of the attaching members 216, that connect the side or outer perpendicular and longitudinal members 213, 214, i.e., the corresponding perpendicular rod 25a, to the transversal front members, or rocker arms, 211, 212.

Advantageously, as can be seen from Fig. 3A, means 30 are provided, for stopping the relative parallel movement of said steering control shaft 180 and first and second struts 143, 144.

With advantage, as can be seen from Fig. 3A, said means 30 for stopping the relative parallel movement of the relative parallel movement of said steering control shaft 180 and first and second struts 143, 144 are provided between said upper transversal rocker arm 211 and lower transversal rocker arm 212 of said articulated connecting means 20, and in particular are in the form of corresponding pad means 30, projecting perpendicularly from the surface of the respective rocker arm-like transversal member 211 that faces the other rocker arm-like transversal member 212, and adapted to contact the opposite surface of said other rocker arm-like transversal member 212. In particular, as illustrated, said pad means 30 superiorly project from the upper surface of the respective lower rocker arm like transversal member 211.

Advantageously, as can be seen in particular from the figures 9 to 12C, means 26 are further provided, for blocking the relative parallel movement of the steering control shaft 180 and of a first and a second struts 143, 144 which carry the respective first and second front wheels 141, 142 of the vehicle.

In this manner, in case of a parking, it is possible to autonomously keep the vehicle upright, possibly even on a respective declivity, as can be seen in particular from the figures 12A, 1 F and 12B, i.e. , the front wheels 141 , 142 of the vehicle 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 a caravan, or other, as can be seen from the Figs. 5, 6 and 1C.

Advantageously, as can be seen in particular from the corresponding figures, said means 26 for blocking the relative parallel movement of said steering control shaft 180 and of said first and second struts 143, 144, which carry the respective first and second front wheels 141, 142, are adapted to block said means 21 that drive the parallel movement of said steering control shaft 180, in particular the movement of the corresponding articulated parallelogram mechanism 21. Advantageously, as can be seen from the figures, said means 26 for blocking the relative parallel movement of said steering control shaft 180 and of said first and second struts 143, 144, which carry the respective first and second front wheels 141 , 142, are connected to the upper transversal rocker arm 211 and the lower transversal rocker arm 212 of the means 21 that drive the movement of said steering control shaft 180 and of said first and second struts 143, 144, so as to block the relative movement of mutually moving closer and away between said upper transversal rocker arm 211 and lower transversal rocker arm 212.

Advantageously, as can be seen from the figures, said means 26 for blocking the relative parallel movement of said steering control shaft 180 and of said first and second struts 143, 144, which carry the respective first and second front wheels 141 , 142, comprise a small block 261 secured to said upper rocker arm 211 and a small block 262 secured to said lower rocker arm 212, as well as an intermediate body 260 extending and connected between said small block 261 , secured to said upper transversal rocker arm 211 , and said small block 262 , secured to said lower rocker arm 222, which is rotatable with respect to said upper rocker arm 231 and with respect to said lower rocker arm 232.

In particular, said intermediate body 260 is pivoted, in 2601 and in 2602, respectively, to said upper transversal rocker arm 211 and said lower transversal rocker arm 212.

In turn, as illustrated, said small block 261 and said small block 262 are in the form of corresponding semi-annular bodies that are secured, at the respective ends 261 p, 261 p and 262p, 262p, respectively to said upper transversal rocker arm 211 and to said lower transversal rocker arm a 212.

With advantage, as can be seen from the figures, 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 means 26p, 26s for the mutual engagement and disengagement that are provided, respectively, on said intermediate body 260 and on said small block 261 secured to said upper transversal rocker arm 211 and/or on said small block 262 secured to said lower rocker arm 212. With particular advantage, as can be seen from the figures, said mutual engagement and disengagement means, provided respectively on said intermediate body 260 and on said small block 261 secured to said upper transversal rocker arm 211 and/or on said small block 262 secured to said lower rocker arm, comprise pin means 26p, which insert in corresponding seat-like means 26s.

Advantageously, as can be seen from the corresponding figures, said pin means 26p are provided on said intermediate body 260, and said seat like means 26s are provided on said small block 261 secured to said upper transversal rocker arm 211 and/or on said small block 262 secured to said lower rocker arm 222, preferably said pin means comprise respective first and second pins 26p, 26p, each being adapted to engage respective seat like means 26s, 26s on said small block 261 secured to said upper rocker arm 211 and on said small block 262 secured to said lower rocker arm 212. Said first and second pins 26p, 26p extend from said intermediate body 260, preferably along parallel directions, with mutually opposite movements.

Advantageously, as can be seen from the corresponding figures, said seat-like means 26s on said small block 261 secured to said upper transversal rocker arm 211 and on said small block 262 secured to said lower transversal rocker arm 212 comprise a respective plurality of seats arranged 26s, in particular angularly arranged, and in particular positioned in a simultaneous engagement and disengagement relationship by corresponding pins 26p, 26p of said intermediate body 260, which preferably are simultaneously activated and deactivated, respectively, in engagement and disengagement of the corresponding seats 26s.

With advantage, as can be seen from the corresponding figures, the respective plurality of angularly arranged seats 26s are provided on a corresponding semi-circular segment on said small block 261 secured to said upper rocker arm 211 and/or on said small block 262 secured to said lower rocker arm 212, said seats 26s open on the convex face of the same circular segment so as to be able to receive a corresponding engagement pin 26p.

Advantageously, as can be seen from the corresponding figures, said circular segment on said small block 261 secured to said upper rocker arm 211 and said circular segment on said small block 262 secured to said lower rocker arm 212 are secured to the corresponding upper or lower rocker arms 211 , 212 through corresponding screw means 261 p, 261 p and 262p, 262p provided at the ends of the respective segment.

In this manner, a blocking that is completely reliable and safe can be obtained. Advantageously, as can be seen from the figures, 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 can be seen from the figures, said means for the blocking activation and deactivation comprise a rotatable handle 265, in particular anteriorly positioned on said intermediate body 260.

In this way, the blocking and unblocking actions can be performed in a manner that is particularly easy and comfortable to the user. Advantageously, as can be seen from the figures, said blocking activation and deactivation means, or rotatable handle, 265 are adapted to move said first and second engagement pins 26p, 26p between an advanced position outside, and a retracted position into, the respective housing 26’p, 26’p provided within said intermediate body 260.

With advantage, as can be seen in particular from Fig. 10B, said blocking activation and deactivation means, or rotatable handle, 265 are movable between a resting position, in which they are usually and elastically pushed, by a corresponding spring thruster 266, and a position where they are adapted to move said first and second pins 26p, 26p between an advanced engagement position and a retracted disengagement position with the corresponding seat-like means 26s.

Advantageously, said blocking activation and deactivation means, or rotatable handle, 265 have respective means, in particular defined by corresponding loop means 267, for moving corresponding small pins that are inserted thereinto 268 and integral and projecting perpendicularly from the corresponding first and second engagement pins 26p, 26p to exert a corresponding forwards and backwards thrust of the same engagement pins 26p, 26p, in particular following the rotation of the respective actuating caster 265.

Advantageously, as can be seen from the figures, said rotatable handle 265 has an outer surface that is so shaped as to be gripped by a user.

Advantageously, as can be seen from the figures, a first and a second struts 143, 144 are provided, which support, particularly through corresponding cantilevered hubs 143m, 144m, a first and a second wheels 141 , 142, respectively, so that the instantaneous rotation center, or middle point for resting to the ground of said first and second front wheels 141 , 142, is laterally outside with respect to the corresponding first and second struts 143, 144 for supporting, respectively, said first and said second front wheels 141 , 142.

In this manner, in the present vehicle, wheels of any diameter and thickness can be used, without a risk of interfering with the articulated connecting means of the same vehicle and therefore, moreover, without having to excessively raising the barycentre of the same articulation means and of the same vehicle, as in any case will be understood from the following of the present description.

In practice, as can be seen from the figures, the present articulated connecting means preferably have the respective and opposite side ends, which are located transversally inside with respect to the planes onto which the front wheels 141, 142 of the vehicle lie.

With advantage, as can be seen in particular from the figures 2, and 13A to 14B, shock absorption means 28 are provided, which are arranged between the respective wheel, in particular the respective front wheel 141, 142, and the corresponding supporting means, i.e. , the corresponding strut 143, 144 for supporting the same wheel 141, 142.

Advantageously, as can be seen in particular from said figures 2, and 13A to 14B, said shock absorption means 28 comprise a respective shock absorber 280, in particular in the form of a corresponding elongated member, having corresponding first and second, in particular outermost, anchoring portions 280a, 280b, between which anchoring portions 280a, 280b the same shock absorber 280 is adapted to collapse and expand.

Said first anchoring portion 280a is integral to the corresponding wheel

141 , 142, and said second anchoring portion 280b is, in turn, connected to the means, or strut, 143, 144 for supporting the corresponding wheel 141,

142, in a movable manner and such as to approach said first anchoring portion 280a, integral to the corresponding wheel 141, 142, during the compression stages of said shock absorber 280.

In this manner, the anchoring points are both movable, but with a different excursion along the axis of the same shock absorber 280. The result is a dumping that in any case is mild, and active also for compressions thar are reduced, or not too stressing for the corresponding shock absorber 280.

With particular advantage, as can be seen in particular from said figures 2, and 13A to 14B, said first and second anchoring portions 280a, 280b of said shock absorber 280 are supported on corresponding first and second supporting arms 281, 282, which first and second supporting arms 281 , 282 are connected, in particular are pivoted, to the corresponding means, or strut, 143, 144 for supporting the corresponding wheel 141, 142 and move, in particular are mutually connected, so that said second anchoring portion 280b, connected to the means, or strut, 143, 144 for supporting the corresponding wheel 141 , 142, approaches said first anchoring portion 280a, integral to the corresponding wheel 141 , 142, during the compression stages of said shock absorber 280. Advantageously, as can be seen in particular from said figures 2, and

13A to 14B, said first and second arms 281, 282 that carry the anchoring points 280a, 280b of said shock absorber 280 are pivoted to the respective strut 143, 144 supporting the respective wheel 141, 142 at points 281 f, 282f located at different heights of the same strut 143, 144, i.e. , respectively at the lower end of said strut 143, 144 and at an intermediate point of the lower portion 143”, 144”, that is preferably angulated, especially in a forward manner, with respect to the attaching portion 143’, 144’ to said articulated connecting means 20, of the same strut 143, 144.

Advantageously, as can be seen in particular from said figures 2, and 13A to 14B, said second arm 282 carrying the second anchoring point 280b of said shock absorber 280 is pivoted to the respective strut 143, 144 supporting the respective wheel 141, 142 at a punto 282f of the respective strut 143, 144 that is on the opposite side of the extension one of the same second supporting arm 282. With advantage, as can be seen in particular from said figures 2, and 13A to 14B, said first and second arms 281, 282 that carry the anchoring points 280a, 280b of said shock absorber are rigidly constrained to one another, in particular at the respective free ends 281 e, 282e, preferably through a corresponding spacer member 283, in particular in the form of an elongated stem having respective anchoring ends at the ends 281 e, 282e of said first and second supporting arms 281 , 282, in particular of the adjustable type, i.e. , the length of which can be adjusted, in order to suitably adjust the behaviour of said shock absorber 280. Advantageously, as can be seen in particular from said figures 2, and

13A to 14B, the anchoring points 280a, 280b of said shock absorber 280 are provided on the respective first and second supporting arms 281, 282, between the rigidly constrained, in particular outermost, points 281 e, 282e of the same first and second arms 281 , 282 and the hinging, or pivoting, points 281 f, 282f to the corresponding strut 143, 144 of the same first and second arms 281 , 282.

With particular advantage, as can be seen in particular from said figures 2, and 13A to 14B, said movable supporting arm 281, carrying the respective wheel 141, 142, has the respective point for the attachment of said wheel 141, 142, i.e., of the respective supporting hub 143m, 144m, located on the same movable supporting arm 281, upstream the corresponding anchoring point 280a of said shock absorber 280.

With advantage, as can be seen in particular from said figure 2, said first and second supporting arms 281 , 282 comprise a first and second elongated, preferably planar-shaped, members 281’, 281’ and 282’, 282’, which are in particular made of a corresponding shaped metal sheet, which are transversally spaced apart from one another and are made integral through corresponding transversal pin means 281”, 282”, and in particular comprising corresponding anchoring pins for said shock absorber 280 and/or for said spacer 283.

Advantageously, as can be seen from the figures, the respective front wheel 141, 142 is rotatably supported by a respective hub 143m, 144m extending in a cantilevered manner outwardly of the respective strut 143, 144, in particular orthogonal to the respective supporting arm 281 , 281.

In particular, as can be seen in particular from the figures 2, 14A and 14B, means 29 for braking the respective wheel 141, 142 are provided.

Advantageously, as can be seen in particular from the figures 2, 14A and 14B, said means 29 for braking the respective wheel 141, 142 comprise a member 290 for supporting the caliper of the brake of the corresponding wheel, which is connected, in particular through a corresponding arm 291 , to the same wheel-141, 142-supporting strut 143, 144, which connecting arm 291 is pivoted to said support 290 of the caliper of the brake and to said strut, preferably at the same pivoting point of said second supporting arm 282 for said shock absorber 280, so as to avoid, during the braking step, that the strut 143, 144 carrying the same wheel 141 , 142 sinks.

In particular, in the Figs. 14A and 14B, said caliper of the brake is indicated by the reference P, which caliper is supported by the member 290, and which cooperates with the disc D to brake the vehicle. In practice, the caliper support 290 is coaxially mounted on the respective shaft or hub 143m, 144m for supporting the corresponding wheel 141 , 142 and has a circular body 290a, from which a corresponding stem 290b radially extends, to which, in particular at the respective free end, said arm 291 is pivoted, the other end of which is pivoted to the corresponding strut 143, 144 for supporting the respective wheel 241, 242.

As can be understood from said figure, said arm 291 connecting the end of the brake support 290 with the strut has a respective longitudinal extension axis that points anteriorly diverging with respect to the corresponding longitudinal axis of said arm 281 for supporting the respective wheel.

By virtue of this configuration, when braking, the caliper support 290, which is integral to the caliper P, receives from the brake a corresponding strass that, in turn, discharges, through the respective arm 291, onto the corresponding strut 143, 144, and exactly at the point 182f of the respective strut to which said arm 291 is pivoted. In particular, this stress generate by the braking action onto the caliper support 290 tends to open the angle between the same caliper support 290 and the corresponding arm 291.

In practice, by virtue of this configuration, when braking, said arm 191 pushes upwards onto the corresponding strut 143, 144, i.e. , acts in an opposite manner to the rotation that, when braking, tends to be subjected to said arm 281 , carrying the hub wheel 143m, 144m and thus the same wheel 141 , 142, with respect to the same strut 143, 144, and which instead is such as to promote a lowering of the respective strut, and in this manner, the usual sinking, when braking, of the same strut with respect to the corresponding wheel is hindered.

Advantageously, by changing the position of the pivoting point of the arm 291 along the support 290 of the caliper P, the anti-sinking effect can be adjusted. In particular, if the pivoting point is located in 299, as illustrated in the corresponding figures 13A to 14B, i.e., further from the respective strut, the anti-sinking effect is lower; instead, if said pivoting point is located in 298, or in 297, i.e., increasingly nearer to the respective hub for supporting the wheel of the caliper support 290, said anti-sinking effect progressively increases. With particular advantage, as can be understood from said figures 1 A to 1 F, means 31 for advancing by traction the vehicle are provided.

Advantageously, as can be understood from said figure, said means 31 for advancing by traction the vehicle comprise corresponding actuating pedals 310 and corresponding motion transmission means, in particular to the rear wheel means 16, which transmission means preferably comprise a respective chain and corresponding toothed wheels, which however are not particularly illustrated in the attached figures.

With advantage, as can be seen from the figures, said means 31 for advancing by traction the vehicle comprise respective motor means 313, in particular in the form of an electric motor, and preferably defining pedalling assisting means for the user.

Advantageously, means for supplying said motor are provided, in particular in the form of a battery, preferably housed in said support frame 12, especially the oblique member 123 thereof.

Advantageously, as can be seen from the Figs. 8A to 8F, in the implementation where said articulated connecting means 20 are configured to perform a swerve of the cinematic type, i.e. , a swerve where the radii of curvature of the front and rear wheels converge in a single point of curvature C, as illustrated in particular in said figure 8B, said central longitudinal member 210 of said articulated connecting means 20 is connected to a corresponding transversal member 231, in particular to the rear transversal member 231, of the same articulated connecting means 20, in a movable, i.e., slidable, manner, with respect thereto, thus allowing to adjust the length of said central longitudinal member 210 to the specific angulated configuration of the same front transversal member 211, 212 and rear transversal member 231.

Advantageously, in practice, as can be seen in particular from the figures 8A to 8E, the articulated attaching member 236 of said central longitudinal member 210 of said articulated connecting means 20 is movable, i.e., slidable, with respect to said rear transversal member 231 to allow said central longitudinal member 210 adapting the respective length of the same central longitudinal member 210 to the specific angulated configuration of the same front transversal member 211 , 212 and rear transversal member 231. In practice, as can be seen in particular from the figures 7 A to 8F, said articulated connecting means 20 comprise a block 24 for interconnecting said connecting means 22, of said articulated connecting means 20 to said support frame 12, with the same articulated connecting means 20. Advantageously, as can be seen in particular from the figures 7A to

8F, said interconnecting block 24 is secured to said rear transversal member 231.

Advantageously, as can be seen in particular from the figures 7A to 8E, said interconnecting block 24 posteriorly projects from said rear transversal member 231.

Advantageously, as can be seen in particular from the figures 7 A to 8E, said interconnecting block 24 is in a longitudinal relationship with, or is longitudinally aligned to, said intermediate longitudinal member 210, in particular to said articulated attaching member 236 of the same central longitudinal member 210 to the corresponding rear transversal member 231 of the same articulated connecting means 20.

Advantageously, as can be seen in particular from the figures 7 A to 8F, said interconnecting block 24 comprises a rear transversal member 241 that is longitudinally spaced apart from said articulated connecting means 20, in particular the same rear transversal member 231 of the same articulated connecting means 20, and the laterally opposite longitudinal members 222p, 222p, in particular extending from the side ends of said transversal member 241 , which are secured to said articulated connecting means 20, in particular the same rear transversal member 231 of the same articulated connecting means 20.

Advantageously, as can be seen in particular from the figures 7 A to 8F, said ball joint 22a of said means 22 for connecting said articulated connecting means 20 to said support frame 12, comprise a spherical body 22a’, which is slidably mounted on said sliding pin 22b integral to said frame 12 of the vehicle 10, and a cylindric body 22a” slidably mounted onto the outer spherical surface 22a’” of said spherical body 22a’ and integral to said articulated connecting means 20, i.e., to said rear transversal member 231 of the same said articulated connecting means 20, in particular integral to said interconnecting block 24 of said articulated connecting means 20, i.e., to a surface 222c defining a corresponding inner seat or cavity of said interconnecting block 24, and in particular provided in said rear transversal member 241 thereof.

Advantageously, as can be seen in particular from the figures 8A to 8F, in the second preferred implementation of said articulated connecting means 20 where these are configured to perform a swerve of the cinematic type, i.e., a swerve where the radii of curvature of the front and rear wheels converge in a single point of curvature C, as is particularly illustrated in said figure 8B, said means 22 for connecting said articulated connecting means 20 to said support frame 12 comprise a bushing 240 that is integral to said central longitudinal member 210 of said articulated connecting means 20, in particular to said articulated attachment member 236 of said central longitudinal member 210 of said articulated connecting means 20, and that is movable, or slidable, with the same intermediate longitudinal member 210 with respect to said interconnecting block 24.

Advantageously, as can be seen from the Figs. 8A to 8F, said movable, or slidable, bushing 240 is housed within said rear transversal member 231 and/or said interconnecting block 24, in particular within said rear transversal member 241 thereof. Advantageously, as can be seen from the Figs. 8A to 8F, said movable, or slidable, bushing 240 has a front end 240’, in particular having a reduced diameter, which is housed, through the interposition of corresponding sliding means 245, within a corresponding seat or cavity 231’ of said rear transversal member 231 and a rear end 240”, in particular having an enlarged diameter, which is housed, through the interposition of corresponding sliding means 245, within a seat or cavity 222c of said interconnecting block 24, in particular within said rear transversal member 241 of this interconnecting block 24. Said ball joint 22a of said means 22 for connecting said articulated connecting means 20 to said support frame 12 is housed within the same movable, or slidable, bushing 240, in particular at the rear end 240” thereof, with said outer cylindrical surface 22”a of the ball joint 22 that is integral to the inner surface 240’” of the same bushing 240. In this manner, a movable, or slidable, connection is obtained, which allows varying the longitudinal length of the central longitudinal member, 210 of said articulated connecting means 20, and which therefore allows arranging the front transversal member 211, 212 and the rear transversal member 231 in a non-parallel condition, allowing the implementation of a swerve of the cinematic type, i.e. , where the wheels of the vehicle have a single rotational center, as can be seen from Fig. 8B.

Advantageously, as can be seen from the Figs. 2 e15, means 40 are provided, for damping the vibration of the respective first and second struts 143, 144 for supporting said first and said second front wheels 141, 142, in particular in the form of tuned mass dampers.

Doing this, it is avoided that the fork, i.e., the respective strut member when this is particularly stressed, for example, when performing a bend, can be subjected to annoying vibrations.

These vibration damping means can be advantageously used with more advantage when the bicycle has no damping means between the wheel and the corresponding supporting strut.

Advantageously, as can be seen in particular from Fig. 2, said means 40 for damping the vibration of the respective first and second struts 143, 144 for supporting said first and said second front wheels 141, 142 can be associated to, in particular can be inserted into, the respective strut, and preferentially can be positioned in the upper part of the same strut 143, 144.

Advantageously, said means 40 for damping the vibration of the respective first and second struts 143, 144 for supporting said first and said second front wheels 141 , 142 comprise an outer body 401, which in particular can be coupled with the inner surface of the respective strut 143, 144, in particular preferably insertable from the top into the same strut 143, 144.

Advantageously, as can be seen in particular from Fig. 15, said means 40 for damping the vibration of the respective first and second struts 143, 144 for supporting said first and said second front wheels 141, 142 comprise an outer body 401, defining a respective sliding housing chamber 400 for damping means 402 with tuned mass 403.

Advantageously, as can be seen in particular from Fig. 15, said means 40 for damping the vibration of the respective first and second struts 143, 144 for supporting said first and said second front wheels 141, 142 comprise a fluid 404, in particular in the form of an oil, for damping 404 said tuned mass 403.

Advantageously, as can be seen in particular from Fig. 15, said damping fluid, or oil, 404 is housed in corresponding chambers 400’, 400”, at the opposite ends of said tuned mass 403, and defined within said chamber 400 by the same said tuned mass 403, and in particular that divides in two, preferably equal, parts said same chamber of housing 400.

Advantageously, as can be seen in particular from Fig. 15, elastic means 405, 405 are provided, which act to keep said tuned mass 403 in a respective equilibrium position inside said housing chamber 400.

Advantageously, as can be seen in particular from Fig. 15, said elastic means 405, 405 that act to keep said tuned mass 403 in a respective equilibrium position, in particular provided at the midline of the same housing chamber 400, comprise a first and a second opposite springs 405, 405 acting on opposite sides of said tuned mass 403 and positioned in the respective first and second opposite chambers 400’, 400” for said damping fluid, or oil, 404.

Advantageously, as can be seen in particular from Fig. 15, said tuned mass 403 has one or more channels 403’ for the passage of said damping fluid, or oil, 404 between said first and second chambers 400’, 400” for housing said damping fluid, or oil, 404.

Advantageously, as can be seen in particular from Fig. 15, means 407 for adjusting the flow of said damping fluid, or oil, 404 can be also provided between said first and second chambers 200’, 200” for housing the same damping fluid, or oil 404.

Advantageously, as can be seen in particular from Fig. 15, said means

407 for adjusting the flow of said damping fluid, or oil, 404 between said first and second chambers 200’, 200” for housing the same damping fluid, or oil 404 are in the form of means 408 that adjust the flow rate of said damping fluid, or oil, 404 through the respective through channel 403’ provided in said tuned mass 403.

Advantageously, as can be seen in particular from Fig. 15, said means

408 that adjust the flow rate of said damping fluid, or oil, 404 through the respective through channel 403’ provided in said tuned mass 403 are in the form of corresponding disc-like means, in particular in the form of a first and a second discs 409, 409, in particular provided at the opposite ends of said tuned mass 403, and provided with corresponding holes 410 for the passage of said damping fluid, or oil, 404 within the corresponding through channels 403’, which disc-like means 409 are rotatable with respect to said tuned mass

403, in particular being supported in a freely rotatable manner by the same tuned mass 403, for changing the width of the access opening into the same through channels 403’, by the action of corresponding actuating means, not particularly illustrated in the attached figures. Advantageously, as can be seen in particular from Fig. 15, means 410 for introducing said damping fluid, or oil, 404 in the respective housing chamber 400 of said means 40 for damping the vibration of the respective first and second struts 143, 144 for supporting said first and said second front wheels 141 , 142 or dumper device 40 are also provided.

Advantageously, as can be seen in particular from Fig. 15, said outer body 401 externally has corresponding O-ring means 410 for securing by compression the same body 401 into the corresponding first and second struts 143, 144 for supporting said first and said second front wheels 141, 142.

Advantageously, as can be seen in particular from Fig. 15, inside the respective chamber 400’, 400”, anti-impact means 412, 412 for said tuned mass 403 at the ends of said housing chamber 400 are further provided.

With advantage, as can be seen from the following figure 16, in accordance with a third preferred implementation 100 of vehicle, or bicycle, the components of which that are similar, or equivalent, to those of the previous preferred implementation are marked with the same numeral references and, in order not to excessively burden the present description, are not commented again in detail, it is provided for that said means 31 for advancing by traction the vehicle, preferably in addition to respective motor means 313, in particular in the form of an electric motor, preferentially defining pedalling assisting means for the user, i.e. , operating so as to actuate in rotation the rear wheel 16 of the vehicle or bicycle 100, comprise respective motor means 513, 513, in particular in the form of electric motor means, which are adapted to actuate in rotation said front wheel means 14, in particular one or both said first and second front wheels 141 , 142.

Advantageously, as can be seen from said figure 16, said motor means 513, 513 which are adapted to actuate in rotation said front wheel means 14, in particular one or both said first and second front wheels 141, 142, comprise a respective electric motor 513, 513 for the respective first and/or second front wheels 141 , 142, in particular a first and a second electric motors 513, 513 each being to actuate the corresponding one of said first and second front wheels 141, 142. Advantageously, as can be seen from said figure 16, the respective electric motor 513 is provided at the hub 143m, 144m of the respective front wheel 141, 142.

In particular, the front-wheel drive can be implemented by applying two electric motors, preferably of the type referred to as “hub motor”, to the front wheels, in particular integral with the cantilevered hubs of the same front wheels.

Anyway, according to the envisioned use, these motors will be able to be of the type without inner gears; therefore, they can be very light-weighted motors, however with a torque output that is not very high, or of the type with planetary gears that, even with a higher weight and construction complexity, ensure a larger torque transmitted to the wheels. In these motors, the stator is integral with the wheel pin and supplied by an electric connection passing through the same pin. Instead, the rotor is connected to the wheel, coaxially to the hub pin, and is adapted to move the wheel through epicyclic gears. The magnetic field generated by the current driven by the corresponding control means induces a relative movement between the two parts of the motor, thus being able to rotate the respective wheel.

Advantageously, as can be seen from said figure 16, energy, in particular electric energy, supplying means, to said motor means 313, 513, 513 are provided, in particular in the form of one or more batteries for supplying electric energy to the motor means 313 for the rear wheel 16 and to the motor means 513, 513 for said first and second front wheels, and which are preferably housed in said support frame 12.

Advantageously, traction, or rotation, controlling means are provided, of said motor means 313, 513, 513, in particular of the motor 313 actuating in rotation the rear wheel 16 of the vehicle or bicycle 100 and/or motor means 513, 513 that are adapted to actuate in rotation said front wheel means 14, in particular for controlling said first and second motors 513, 513 that are adapted to actuate in rotation said first and second front wheels 141 , 142.

With advantage, as can be understood from said figure, said traction, or rotation, controlling means, of said first and second front motors 513, 513 are adapted to advance said first and second front wheels 141, 142 at the same, or substantially the same, speed. Advantageously, said traction, or rotation, controlling means, of said first and second front motors 513, 513, which are adapted to actuate in rotation the respective first and second front wheels 141, 142, are adapted to change the energy, or power, supply, to said first and second front motors 513, 513, in particular for advancing said first and second front wheels 141 , 142 at the same, or substantially the same, speed; in particular said control means being adapted to limit, or subtract, energy, or power, to the respective front motor 513, 513 that actuates a corresponding front wheel 141 or 142, which wheel is the one that rotates more quickly than the other one, and in particular if this front wheel, which rotates more quickly 141 or 142, has a rotational speed exceeding the rotational speed of the other wheel 141 or 141 by a corresponding predefined threshold value.

In this manner, it is avoided that both wheels may skid simultaneously, and it is always ensured the possibility to keep the direction, hence the balance, of the vehicle or bicycle. In a particularly advantageous manner, said means for controlling said motor means, in particular of the motor 313 actuating in rotation the rear wheel 16 of the vehicle or bicycle 100, and/or of the motor means 513, 513 that are adapted to actuate in rotation said front wheel means 14, especially one or both said first and second motors 513, 513 that are adapted to actuate in rotation the respective first and second front wheels 141 , 142, are adapted to drive the actuation of the corresponding motor means only when a corresponding action, or force, is applied onto the pedals 31, 310 of the vehicle or bicycle. In particular, by adopting two motorized wheels on the front, and by virtue of the fact that this pair of two front wheels increases the contact surface between the vehicle and the ground, and it is therefore obtained a lesser specific pressure of the vehicle on the ground, allowing the same vehicle to advance more easily on sand, mud, or snow, thus on all those terrains on which, due to their texture, the wheels tend to sink.

In fact, a higher propulsion power is required to move through these surfaces and often, especially when advancing uphill, the wheel rear only is not able to transfer the power to the ground, and instead it tends to skid, thus losing traction. Therefore, the possibility to distribute the driving force upon all the wheels allows increasing the thrust that can be used, allowing the vehicle advancing on steep slopes even with slippery road surfaces.

Furthermore, in such a of vehicle, or bicycle, with two front driving wheels, you have the same advantages as you get when braking on a vehicle where the two front wheels are not motorized. In fact, it is sufficient that only one of the two front wheels maintains the adherence with the ground to preserve the functionality of the handlebar and consequently the driveability of the vehicle.

Furthermore, the steering system behaves in the same way, both with the braking forces and the traction ones. In practice, the torques, which are generated by forces of different intensity, when applied to the two front wheels, are transferred to the frame and are not transmitted to the handlebar. In this manner, the rider, just as he does not feel an obstacle, therefore a braking force applied to a single wheel, in the same way he/she does not feel a steering torque if one of the front tires skids and looses grip. In practice, as is apparent, the above technical characteristics allow, individually or in a respective combination, to achieve one or more of the following advantageous results:

- it is possible to have a vehicle or bicycle available with an improved stability;

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

- it is possible to obtain a driving of the vehicle or bicycle that is completely comfortable and easy for the user;

- 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; - 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 shock absorber;

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

- it is avoided that both front wheels may skid simultaneously, i.e., it is always ensured the possibility to keep the direction, hence the balance, of the vehicle or bicycle;

- furthermore, the traction can also be applied to all three wheels of the vehicle in order to overcome strong slopes and terrains with poor grip. The present finding 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 finding, while remaining within the scope of the inventive concept, as widely disclosed. Furthermore, the person skilled in the art can devise further preferred implementations of the finding that comprise one or more of the characteristics illustrated above of the preferred implementation. Furthermore, it must also be understood that all details of the finding can be replaced by technically equivalent elements.