A self-balancing vehicle includes: a pedal base and a control rod, a lower portion of the control rod is provided with a steering shaft capable of rotating along with swinging of the control rod, and the steering shaft is rotatably connected with the pedal base. The self-balancing vehicle further includes: a transmission member and a mainboard box used to install a control mainboard; the transmission member is connected with the steering shaft, so as to rotate with the rotating of the steering shaft; the mainboard box is hinged in a cavity of the pedal base and located within a rotation interference range of the transmission member, and when the transmission member rotates, the mainboard box rotates or swings with interference of the transmission member. Through mechanical signal transmission, it can get rid of the limits of the Hall assembly, thus reducing the diversity requirements and costs of the control mainboard.

A vehicle control system includes: an operation unit disposed in a vehicle and operable by a driver; an operation detection unit configured to detect an operation on the operation unit, and including a displacement unit that is displaced according to an operation amount of the operation unit, and a detection unit that detects a displacement amount of the displacement unit and that outputs a continuous signal according to the displacement amount; and a control unit that inputs the continuous signal detected by the detection unit and performs a predetermined control corresponding to the continuous signal is provided.

A drive assistance device (24) for a saddle type vehicle (1) includes a ride sensor (37) configured to detect a ride attitude of a rider, a vehicle body behavior generating part (25) configured to generate a behavior on a vehicle body by a prescribed output, and a controller (27) configured to control driving of the vehicle body behavior generating part (25), and wherein, when the vehicle body behavior generating part (25) is actuated regardless of the operation of the rider, the controller (27) firstly controls the vehicle body behavior generating part (25) such that a low output that is lower than a predetermined original target output is generated as a predictive action, and sets an output value after that according to a change of detection information of the ride sensor (37) generated by the low output.

A drive assistance device (24) for a saddle type vehicle (1) includes a ride sensor (37) configured to detect a ride attitude of a rider, a vehicle body behavior generating part (25) configured to generate a behavior on a vehicle body by a prescribed output, and a controller (27) configured to control driving of the vehicle body behavior generating part (25), and wherein, when the vehicle body behavior generating part (25) is actuated regardless of the operation of the rider, the controller (27) firstly controls the vehicle body behavior generating part (25) such that a low output that is lower than a predetermined original target output is generated as a predictive action, and sets an output value after that according to a change of detection information of the ride sensor (37) generated by the low output.

In a body frame, a pair of left and right main frames extend downward to the rear from the upper portion of a head pipe and a down frame extends downward to the rear from the lower portion of the head pipe, a gusset is provided in the body frame, the gusset being joined to the head pipe, and the gusset includes a center wall portion and lower extension portions, the center wall portion being disposed between inner side wall portions of the left and right main frames, the lower extension portions extending downward from the center wall portion and being joined to outer side surfaces of the down frame.

The invention relates to a vehicle (10), e.g. of the scooter type, comprising: a deck (12); tail gear (30) having single contact means (32); a steering assembly (16) comprising at least a steering column (18) having a first axis (X1), the first axis and the plane of the support forming a first angle (a1); nose gear (22); the nose gear being mounted to pivot relative to the deck about a second axis (X2); the steering column being arranged in such a manner that pivoting the steering column about the first axis causes the nose gear to pivot about the second axis; and the first and second axes sloping relative to each other, thereby defining a second angle (a2).

The invention is characterized by the fact that the first angle (a1) is not variable while the vehicle is in use.

A method for ascertaining the steering angle of a one-track vehicle, in which: with a frame sensor system attached at a first location on the frame of the vehicle, the first frame accelerations occurring there and first frame rotation rates of the two-wheeler are each ascertained in three first spatial directions, with a steering system sensor system attached at a second location of the steering system of the vehicle, the steering system accelerations of the two-wheeler occurring there are ascertained in three second spatial directions, based on the ascertained first frame accelerations and first frame rotation rates, second frame accelerations at the location of the second steering system sensor system in the three first spatial directions are calculated based on a mathematical relationship, and based on the calculated second frame accelerations and the ascertained steering system accelerations, the steering angle of the vehicle is ascertained.

A method for ascertaining the steering angle of a one-track vehicle, in which: with a frame sensor system attached at a first location on the frame of the vehicle, the first frame accelerations occurring there and first frame rotation rates of the two-wheeler are each ascertained in three first spatial directions, with a steering system sensor system attached at a second location of the steering system of the vehicle, the steering system accelerations of the two-wheeler occurring there are ascertained in three second spatial directions, based on the ascertained first frame accelerations and first frame rotation rates, second frame accelerations at the location of the second steering system sensor system in the three first spatial directions are calculated based on a mathematical relationship, and based on the calculated second frame accelerations and the ascertained steering system accelerations, the steering angle of the vehicle is ascertained.

Multi-wheeled vehicles, such as scooters, may include a body, a rear wheel, and a steering assembly. The steering assembly may include a steering shaft, a wheel support chassis, a first front wheel, and a second front wheel. The wheel support chassis is pivotally coupled to the steering shaft for rotation about a chassis pivot axis. The first and second front wheels are rotatingly coupled to the wheel support chassis about respective rotational axes. The second front wheel is at least substantially inline with the first front wheel and located closer to the rear wheel than the first front wheel when the steering shaft is in a forward straight orientation.

Multi-wheeled vehicles, such as scooters, may include a body, a rear wheel, and a steering assembly. The steering assembly may include a steering shaft, a wheel support chassis, a first front wheel, and a second front wheel. The wheel support chassis is pivotally coupled to the steering shaft for rotation about a chassis pivot axis. The first and second front wheels are rotatingly coupled to the wheel support chassis about respective rotational axes. The second front wheel is at least substantially inline with the first front wheel and located closer to the rear wheel than the first front wheel when the steering shaft is in a forward straight orientation.