In a four-wheel vehicle with vertically independently movable wheels (2, 2, 3, 3), diagonally opposite wheels (2, 2 or 3, 3) are connected to one another by respective cables (9, 90) guided over deflection rollers (11 to 15). The traction cable mounting makes it possible to adapt the height of the wheels in the event of equal loading of the individual wheels independently of the terrain.

Provided is a vehicle which, when a pair of left and right wheels are displaced with respect to the vehicle body due to the difference in drive force between the wheels, the two wheels are reliably displaced vertically in opposite directions such that neither wheel is disproportionately displaced and such that both wheels are steered during said displacement of both wheels vertically in opposite directions. The pair of left and right front wheels (3) are rotatably supported by a front wheel support member (29). An electric motor (25) applies drive torque to the front wheels (3) individually. A vehicle body frame (7) supports the front wheel support member (29) to allow rotation about a forwardly inclined steering axis (Lf). By allowing rotation of the front wheel support member (29) about the steering axis (Lf), the front wheels (3) are displaced relatively to one another vertically in opposite directions with respect to the vehicle body frame (7) and the front wheels (3) are steered. The front wheel support members (29) rotate due to the difference in torque applied to the front wheels (3) by the electric motor (25).

The HOVERTRIKE is an Electric Standing Trike, it is a light sport and recreational vehicle with the capabilities of riding on the road and off the road. It is equipped with three wheels and three motors, one inside each wheel. At the front, it looks like a standard e-bike with a hub motor inside the wheel and a standard bicycle fork with suspension, brakes, and handlebar. The back frame is equipped with a hub motor, independent suspension, and disc brakes for tilting and cornering.

A three-wheeled vehicle having a front wheel assembly attached to a chassis. The chassis includes a rotational control shaft having a rotational axis that is generally directed in a longitudinal direction of the vehicle. The rotational control shaft is integrated with or secured to the chassis in a non-rotational manner and passes through the front wheel assembly in a rotationally-free manner, such that the rotational control shaft can rotate about its rotational axis. The front wheel assembly includes one or more lean control motors, which are operably configured to rotate the rotational control shaft about its rotational axis thereby causing the chassis to lean from side to side to improve the handling ability of the vehicle. Some embodiments include a lean control system configured to automatically control the degree of rotation of the chassis.

A suspension assembly for a tilting vehicle, including: a chassis element, rigid and fixed with respect to the vehicle; right and left arms, where each has an inner end hinged on the chassis element and an outer end, configured for being constrained on a wheel, which can oscillate upwards and downwards; and a linear shock absorber assembly. In the suspension assembly, the ends of the linear shock absorber assembly are respectively hinged on the right arm and on the left arm. The suspension assembly further includes steering components having a steering shaft, a shift plate, and a right and left steering rods. The steering shaft is rotatable around a steering axis and includes a protrusion. The protrusion is hinged in the middle of the shift plate and each steering rod has an inner end hinged on the shift plate and an outer end configured for being constrained on a wheel.

A rear suspension system for a laterally tiltable, multitrack vehicle may include first and second trailing arms. The rear suspension system may further include first and second balancer systems acting between the first and second trailing arms. The first balancer system may create a torque to influence a leaning angle of the vehicle when the suspension system is in use. The second balancer system may suppress a resonant vertical motion of the vehicle when the suspension system is in use.

A suspension system with a frame pivotally coupled to a control arm, an actuator pivotally coupled between the frame and the control arm, a control valve fluidly coupled to the actuator, a valve core positioned within the control valve and being slidable between a first position and a second position, and a pendulum coupled to the valve core having a neutral position and an offset position. Further, when the pendulum is in the neutral position, the valve core is in the first position and when the pendulum is in the offset position the valve core is in the second position.

The steering angles of front wheels 3f and rear wheels 3r of a vehicle 1 can be respectively controlled by a front wheel steering angle control actuator 35 and a rear wheel steering angle control actuator 44. If a steering wheel 20 is operated in a turning direction of the vehicle 1 while the vehicle 1 is traveling in a straight line, then a controller 60 changes the steering angle of the front wheels 3f to approach to a steering angle specified on the basis of an operation amount after the steering wheel 20 is operated, and also controls the front wheel steering angle control actuator 35 and the rear wheel steering angle control actuator 44 to change the steering angles of the rear wheels 3r to the opposite direction of the turning direction of the vehicle 1 immediately after the steering wheel 20 is operated.

In a vehicle, a first left cover at least partially covers a lower edge of a left lower projection from the left in a left-right direction of a body frame at least temporarily when the body frame is caused to lean from an upright state to the right at a maximum angle, as viewed from the left in the left-right direction of the body frame. A first right cover at least partially covers a lower edge of a right lower projection from the right in the left-right direction of the body frame at least temporarily when the body frame is caused to lean from the upright state to the left at a maximum angle, as viewed from the right in the left-right direction of the body frame.

A knuckle assembly for use with a wheel suspension system of a vehicle, having a knuckle configured to mount a wheel thereto, and having a knuckle body comprising upper and lower abutting surfaces, and an upper and a lower vertical bore portion extending inwardly from the abutting surface. The upper and lower vertical bore portions constitute a portion of a single through-bore extending between the upper and lower abutting surfaces. The knuckle assembly has upper and lower steering axles, each having an inner steering axle portion fixedly received within a respective vertical bore portion and an outer steering axle portion protruding from the respective abutting surfaces. The upper and lower steering axles constitute respective upper and lower portions of a common steering axle. The knuckle assembly also has upper and lower spacing members, each made from a low-friction material and being in contact with the respective abutting surface. Each spacing member has a flanged portion surrounding the outer portion of the corresponding axle and an in-bore received portion, snuggly fitted within corresponding vertical bore portion and surrounding the inner portion of the corresponding axle. Also, the knuckle assembly has upper and lower joints configured for connecting thereto a knuckle engaging end of a suspension arm so as to allow the arm to pivot thereabout. Each joint contacts the corresponding spacing member that distance it from the corresponding abutting surface and freely receiving the outer portion of the corresponding steering axle, so as to allow the knuckle, together with the axle, to pivot between the two joints only about the vertical knuckle axis which maintains its position and orientation relative to the joints.