The present invention relates to an improved control system of the trim of motorcycles with more than two wheels. More in particular, it relates to motorcycles which have at least three wheels and can lean sideways by virtue of the presence of a so-called wheel tilting system. The present invention improves on prior art HTS hydro-pneumatic systems, to improve the vehicle trim, particularly while cornering with the leaned vehicle.

Suspension assembly including a body associable to the chassis of the tilting vehicle and two junction devices opposite with respect to the body; the junction devices being articulated to the body by means of connecting elements, wherein each junction device includes a first structural junction portion rotoidally coupled in a first coupling site to a first connecting element and a second structural joint portion rotoidally coupled in a second coupling site to a second connecting element; and wherein the suspension assembly further includes elasto-damping elements associated with the hinge devices and adapted to damp the stresses transmitted by the wheels; and wherein each hinge device includes a dynamic junction portion rotoidally coupled to a elasto-damping element in a dynamic junction coupling site; and wherein the junction device rigidly determines the relative positioning and spatial orientation of the first structural joint portion, the second structural joint portion and the dynamic joint portion; the suspension assembly further comprising having a rocker arm element associated in a titling fashion to the body and to the elasto-damping elements.

The invention describes a vehicle (100) having three or more tilting wheels comprising a main frame (2) provided with a suspension group (3) for at least two wheels (25). The suspension group (3) is joined to the main frame (2) through a hinge (8) that allows the free rotation of the main frame (2) with respect to the suspension group (3) along the axis of the hinge (8). The suspension group (3) comprises a pivoting arm (6) for each wheel (25). Each pivoting arm (6) is constrained to the suspension group (3) through the interposition of one or more elastic elements (9) consisting of elastomers. The elastic elements (9) operate as suspension or damping means, or with both of the associated functions. Each elastic element (9) is compressed and works under pressure inside a cavity obtained between one or more pins (7) having a closed polygonal section, operatively associated with the hinge (8), and one or more channels (32) having a closed polygonal section, obtained in the suspension group (3). The closed polygonal section of each channel (32) has a compatible shape and has a larger surface with respect to the closed polygonal section of each pin (7) that rotates inside such a channel (32) having a closed polygonal section.

Wheel assembles using integrated motors and speed reducers for electric vehicles are disclosed for providing improved structural efficiency. A wheel assembly may include a motor for providing power to a wheel, a leading or trailing type or similar suspension link, a caliper mounted to the suspension link and configured to engage a friction brake rotor on the wheel, and a synchronous belt mounted off-axis for implementing speed reducing. In certain embodiments, the respective components of the wheel assembly are nested to fit into a minimal volume. In other embodiments, the wheel assembly includes a motor that is not nested and that is configured to supply power to the wheel via a belt and pulley system.

The saddle-riding motor vehicle (1; 107; 207) comprises a rear driving wheel (5; 105; 205) and a front steered wheel (7; 107; 207). The front steered wheel (7; 107; 207X, 207Y) is connected to a rotatable arm (9; 109; 209X, 209Y) provided with a rotary motion about a steering axis (A-A). A wheel support (37; 137) is connected to the rotatable arm (9; 109; 209) with the interposition of a suspension (17; 117; 217X, 217Y) comprising a shock absorber (22; 122). The suspension (17; 117) comprises a Watt four-bar linkage.

A leaning vehicle including a vehicle body frame having a main framework part, a seat, left and right steps, left and right front wheels, at least one rear wheel, a leaning linkage mechanism including left and right swing arms swingably supporting the left and right front wheels and connected to the vehicle body frame via left and right support parts, respectively, and a buffer device buffering movement of the left and right front wheels. The leaning vehicle leans the vehicle body frame leftward and rightward when turning left and right, respectively. The main framework part includes a main-framework-front portion that is located further forward than centers of the left and right steps, that is wider than a distance between the left and right support parts, and that supports the leaning linkage mechanism at a position further downward than at least a part of the left and right steps.

A suspension device for a non-steered driving wheel including a wheel carrier having an in-wheel motor incorporated therein for driving the driving wheel, and a suspension arm pivotally supported on a vehicle body and connected to the wheel carrier by a connecting structure. The connecting structure includes a plate member fixed to the wheel carrier by fastening and a pair of elastic bushing devices attached to the plate member. The suspension arm has an open cross sectional portions for receiving portions of the plate member and the elastic bushing devices, and the elastic bushing devices are fixed to the open cross sectional portions at both ends.

A vehicle of the present disclosure may include at least one pair of opposing wheels coupled to a tiltable central chassis by a four-bar linkage or the like, such that the wheels are configured to tilt in unison with the central chassis. A steering actuator and/or a tilting actuator may be discretely controllable by an electronic controller of the vehicle. The controller may include processing logic configured to maintain alignment between a median plane of the chassis and a net force vector caused by gravity and any induced centrifugal forces. Various control algorithms may be utilized to steer the vehicle along a desired path, either autonomously or semi-autonomously.

A method of tilting a vehicle is provided, and a vehicle is provided. The vehicle has a tilt control system to control the tilt of the vehicle. The method includes tilting the tilting vehicle and/or another tilting vehicle in response to at least one external trigger.

A right shock absorber and a left shock absorber are provided on outer sides of a left front wheel and a right front wheel that define a steering allowable space therebetween. At a lower portion of the right shock absorber, an outer edge of a right front fender is positioned farther radially outwards than an outer edge of the right front wheel, and a right guide wall that extends from the outer edge inwards is provided in an upper rear area to the left of the right front wheel. At a lower portion of the left shock absorber, an outer edge of a left front fender is positioned farther radially outwards than an outer edge of the left front wheel, and a left guide wall that extends from the outer edge inwards is provided in an upper rear area to the right of the left front wheel.