Swingarm front suspension for a saddle-type riding vehicle

Abstract

A swingarm front suspension (10) for a saddle-riding vehicle (1) comprises: - a steering stem (11) mechanically connected, or adapted to be connected, to a handlebar (7) of the saddle-riding vehicle (1); - a first swingarm (100) having a first end portion (101) and a second end portion (102) opposite the first end portion (101), wherein the first end portion (101) of the first swingarm (100) is rotatably coupled to the steering stem (11), and wherein the first swingarm (100) directly carries a rotation pin (103) of an associated front wheel (2) of the saddle-riding vehicle (1); - a shock absorber assembly (30) extending between an attachment head (31) and an attachment bottom (32); - a support element (12) adapted and configured to support said shock absorber assembly (30) and a braking member (16), said attachment bottom (32) being rotatably coupled to said support element (12); - a second swingarm (200) operatively interposed between the steering stem (11) and said support element (12), wherein said second swingarm (200) is rotatably coupled to the steering stem (11) and to said support element (12).

Description

TECHNICAL FIELD

[0001] The present invention relates to the technical field of suspensions for transport vehicles, in particular to a swingarm front suspension for a saddle-riding vehicle. BACKGROUND

[0002] In the field of saddle-riding vehicles, such as motorcycles, it is known to provide a swingarm suspension in the front bogie of the vehicle, which therefore represents a front suspension. The swingarm front suspension can be a single-arm suspension and a double-arm suspension, and generally comprises a rigid arm, also known as a steering bar. The steering bar is mechanically connected to the handlebar of the saddle-riding vehicle.

[0003] In the swingarm front suspension, the first end portion of the swingarm is generally rotatably hinged to the steering bar. The swingarm has a second end portion, opposite the first end portion, which carries the rotation pin of the front wheel.

[0004] Such swingarm front suspension further comprises a shock absorber assembly, which generally comprises a spring and a damper, for example a hydraulic or pneumatic damper. The shock absorber assembly extends between an attachment head and an attachment foot. The attachment head is connected to the steering bar; the attachment foot is rotatably hinged to the rotation pin of the front wheel by means of a support bracket. The caliper of a disc brake or the fixed part of a drum brake is generally fastened to the support bracket. A swingarm front suspension of the type described above is disclosed, for example, in European patent EP 2996929 B1.

[0005] A drawback of the swingarm front suspensions of the prior art described above is the inability to react optimally to the load, characterized by a significant pro-dive or anti-dive effect defined by a trajectory that covers the instantaneous center of rotation of the front wheel assembly, in which the suspension dives upon braking, whereby the contact point of the tire of the front wheel on the ground also follows a complex trajectory.

[0006] Furthermore, in the known swingarm front suspensions, in which the body of the shock absorber is integral with the support of the brake caliper, the brake caliper is free to rotate on the wheel axle, the brake torque generated by the actuation of the front brake causes the bar to be subjected to bending stresses, which determine the sliding friction in the sleeve, and can also compromise the seal of the damper and thus damage the shock absorber assembly.

[0007] International patent application WO 2019207445 A1 describes a motorcycle front suspension that has the ability to react optimally to the load, thus being able to reduce or eliminate the pro-dive or anti-dive effect of the swingarm front suspensions of the prior art. However, in order to ensure the sliding of the damper, this known suspension requires the sleeve to be covered with a sheath that defines a telescopic guide.

[0008] The general purpose of the present description is to provide an A-arm front suspension for a saddle-riding vehicle, which is able to overcome or at least reduce the above-mentioned drawbacks with respect to the A-arm suspensions of the prior art.

[0009] This purpose is achieved by an A-arm front suspension, as defined in general in claim 1. Preferred and advantageous embodiments of the above-described suspension are defined in the attached dependent claims.

[0010] The application will be better understood with the following detailed description of a specific embodiment thereof, given by way of non-limiting example, with reference to the attached drawings, briefly described in the following paragraphs. BRIEF DESCRIPTION OF DRAWINGS

[0011] Figure 1 is a side view of an exemplary non-limiting embodiment of a saddle-riding vehicle, in particular a motorcycle, comprising an A-arm front suspension.

[0012] Figure 2 is Figure 1 is a side view of a portion of the vehicle in

[0013] Figure 3 is a side view similar to that in Figure 2 , in which some components, such as the front wheel and the shock absorber assembly, have been removed.

[0014] Figure 4 is a cross-sectional view of the front suspension along the section plane Z-Z shown in Figure 2

[0015] Figure 5 is a graph relating to the dive and anti-dive behavior of the suspension.

[0016] Figures 6-8 is a schematic view of an A-arm suspension having a reduced dive behavior as the dive of the suspension increases;

[0017] Figures 9-11 is a schematic view of an A-arm suspension having a reduced dive behavior as the dive of the suspension increases until about half the travel of the suspension, and then having an increased anti-dive behavior.

[0018] Figure 12 is a side view of the A-arm of the front suspension in Figure 2

[0019] Figure 13 is a longitudinal cross-sectional view of the A-arm along the section axis Y-Y shown in Figure 12 Figure 12

[0020] Figure 13' ​​​​is a sectional view of a portion of the front suspension.

[0021] Figure 14 similarly to Figure 3 a view of the view in DETAILED DESCRIPTION

[0022] The same reference numbers have been used, in the attached drawings, to denote similar or identical elements.

[0023] Embodiments of a saddle-riding vehicle, in particular a motorcycle 1, are illustrated in the attached drawings. In the specific example illustrated in the drawings, the motorcycle 1 takes the form of a scooter, without introducing any limitation, which comprises a front wheel 2 and a rear wheel 3, an engine 4, a support frame 5, a saddle 6, a handlebar 7 rotatably fastened to the support frame 5.

[0024] In the following, in the present description, without introducing any limitation, reference will be made to a conventional motorcycle 1, meaning that the following description can be generally applied to any type of saddle-riding vehicle, which comprises:

[0025] - a support frame 5;

[0026] - at least two wheels 2, 3, constrained to the support frame 5;

[0027] - an engine 4, for example a thermal or electric or hybrid traction engine, constrained to the support frame 5 and operatively connected, directly or indirectly, to at least one of the two wheels 2, 3.

[0028] In the specific example illustrated in the drawings, without introducing any limitation, the support frame 5 is a self-supporting chassis.

[0029] The motorcycle 1 comprises a steering tube 8 Figure 2 , fastened to the handlebar 7 so as to rotate integrally therewith. The motorcycle 1 also comprises a front mudguard 9, preferably fastened, directly or indirectly, to the steering tube 8 so as to rotate integrally therewith. In the example illustrated in the drawings, the engine 4 is a thermal traction engine operatively connected to the rear wheel 3.

[0030] As better shown in Figure 2 , the motorcycle 1 also comprises a swingarm front suspension 10 adapted and configured to fasten the front wheel 2 to the steering tube 8, so that said front suspension 10 is operatively interposed between the steering tube 8 and the front wheel 2. In Figure 1In the specific example illustrated, without introducing any limitation, a portion of the front suspension 10 is covered by a covering shell 20, the function of which is substantially associated with the need of aesthetic nature. In the remaining figures such covering shell 20 has been removed.

[0031] The swingarm front suspension 10 comprises a steering bar 11, which is mechanically connected to, or is adapted to be connected to, the handlebar 7 of the motorcycle 1. In the specific example illustrated, without introducing any limitation, the steering bar 11 is a tubular bar, such as a pipe, which is mechanically coupled to the upper end portion of the steering tube 8 so as to rotate integrally with the steering tube 8. Figure 2 and Figure 3 In the specific non-limiting example illustrated, the steering bar 11 has a circular cross-section, such as a cylindrical bar, for example a tubular bar.

[0032] In the embodiment illustrated in the figures, without introducing any limitation, the steering bar 11 is arranged in a cantilevered manner with respect to the steering tube 8, so that the plane of symmetry of the relative front wheel 2 passes along the steering axis.

[0033] The swingarm front suspension 10 further comprises a first swingarm 100, which has a first end portion 101 and a second end portion 102 opposite the first end portion 101.

[0034] The first end portion 101 of the first swingarm 100 is preferably rotatably joined to the steering bar 11 at an end portion 11’ of the steering bar 11. The first swingarm 100 carries a rotation pin 103 of the relative front wheel 2 of the motorcycle 1. In particular, the rotation pin 103 is directly supported on the first swingarm 100.

[0035] In detail, the rotation pin 103 defines the rotation axis A-A of the front wheel 2. Preferably, the rotation pin 103 has an end portion which is forcibly engaged and clamped by interference within a seat defined in the second end portion 102 of the first swingarm 100. More preferably, the rotation pin 103 is clamped within said seat so as to prevent the rotation of the rotation pin 103 with respect to the first swingarm 100.

[0036] The swingarm front suspension 10 further comprises a shock absorber assembly 30, which extends between an attachment head 31 and an attachment base 32.

[0037] According to an embodiment, the shock absorber assembly 30 comprises a spring 33 and a damper 34, 35, for example a hydraulic or pneumatic damper. For example, the spring 33 is a helical spring interposed between the attachment head 31 and the attachment bottom 32 of the shock absorber assembly 30 so as to exert an elastic thrust tending to keep the attachment head 31 and the attachment bottom 32 apart from each other. The spring 33 is preferably surrounded by the damper 34, 35. The damper 34, 35 preferably comprises a sleeve 34 and a rod 35 having at least one portion adapted and configured to slide within the sleeve 34.

[0038] The attachment head 31 of the shock absorber assembly 30 is mechanically connected to the steering rod 11 with a cylindrical hinge oriented along an axis parallel to the axes A, B and C. This cylindrical hinge can be replaced with a spherical hinge made of a “gimbal” or, more advantageously, by means of a resilient bushing 36, for example by means of a silent block.

[0039] The swingarm front suspension 10 also comprises:

[0040] - a support element 12 of the shock absorber assembly 30 to which the attachment bottom 32 is rotatably coupled, for example rotatably hinged;

[0041] - a second swingarm 200 operatively interposed between the steering rod 11 and the support element 12 and rotatably coupled to the steering rod 11 and to the support element 12.

[0042] According to a particularly advantageous embodiment, the rotation pin 103 defines a first rotation axis A-A, the attachment bottom 32 is rotatably coupled to the support element 12 so as to rotate about a second rotation axis B-B, and the second swingarm 200 is rotatably coupled to the support element 12 so as to rotate about a third rotation axis C-C. Figure 4 ). Said first rotation axis, said second rotation axis and said third rotation axis are aligned with each other along the same plane. However, said first rotation axis, said second rotation axis and said third rotation axis can also be misaligned with each other.

[0043] The first swingarm 100 and the second swingarm 200 can be parallel to each other or inclined. Furthermore, as will be better explained below, the first swingarm 100 and the second swingarm 200 can have the same length as each other or different lengths from each other.

[0044] According to an advantageous embodiment, the second swingarm 200 has a first end portion 201 rotatably coupled, for example hinged, to the steering rod 11 and a second end portion 202 rotatably coupled, for example hinged, to the support element 12. The support element 12 is, for example, or comprises a support bracket.

[0045] The end portions 201 and 202 can be connected to the respective portions of the suspension by cylindrical hinges. Alternatively, as shown in Figure 13 and Figure 13' The end portions 201 and 202 comprise respective spherical joints 2003. Even if the last embodiment introduces a greater number of degrees of freedom with respect to those necessary and sufficient for the cylindrical hinges, it works just as well.

[0046] Preferably, the abutment elements 2004 associated with the spherical joints 2003 are comprised in washers made, for example, of plastic or similar material. Such abutment elements 2004 substantially limit the rotation of the second swing arm 200 around its axis.

[0047] Structurally, the spherical joints 2003 are mounted to at least one of the end portions 201, 202, or to both, and these spherical joints are inserted into the connecting portion of the arm 200, which comprises a pin 2001 clamped by a clamping element 2202, such as a clamping nut. The abutment elements 2004 are in contact with the second swing arm 200 and limit its movement around its axis of rotation.

[0048] According to a particularly advantageous embodiment, the steering rod 11, the first swing arm 100, the support element 12 and the second swing arm 200 are operatively connected to each other so as to form a four-bar mechanism. In such a four-bar mechanism, the first swing arm 100 and the second swing arm 200 form a first pair of mutually opposite elements of the four-bar mechanism, and the steering rod 11 and the support element 12 form a second pair of mutually opposite elements of the four-bar mechanism.

[0049] According to a particularly advantageous embodiment, the steering rod 11, the first swing arm 100, the support element 12 and the second swing arm 200 are operatively connected to each other so as to form a four-bar kinematic system, in which, in a kinematic diagram, the steering rod 11 forms a fixed element, the support element 12 forms a connecting rod, and the first swing arm 200 and the second swing arm 20 form two cranks.

[0050] According to an embodiment, the first swing arm 100, the second swing arm 200 and the support element 12 are arranged and shaped so as to not exceed the radial occupancy of the relative front wheel 2. This solution has the advantage of greatly reducing the aesthetic impact.

[0051] According to a preferred embodiment, the support element 12 is rotatably coupled to a rotation pin 103 of the front wheel 2, for example, the support element is rotatably hinged on the rotation pin 103. Preferably, the rotation pin 103 protrudes from the first swing arm 100, is engaged within a seat 13 defined in the support element 12, passes completely through the seat, to exit on the opposite side with respect to the entry side, and protrudes from the seat 13 to allow the hub 15 of the front wheel 2 to be engaged on the protruding portion of the rotation pin 103.

[0052] According to an advantageous embodiment, at least one bearing 14, for example a ball bearing or a needle bearing, is operatively interposed between the rotation pin 103 and the seat 13, which is preferably also housed within the seat 13.

[0053] The support element 12 is adapted and configured to support a braking member 16, in particular acting on the front wheel 2, such as a caliper for a disc brake 16, or a brake drum of a drum brake, i.e. the fixed portion of a drum brake, or in other words, the portion of a drum brake that carries the braking jaws. In the specific example shown in the figures, the support element 12 supports the caliper 16 of a disc brake 16, in which the disc is indicated with reference number 160.

[0054] How to change the behavior of the swing-arm suspension 10 to regulate the dive effect of the suspension 10 during braking will now be described by changing the structure of the swing-arm suspension 10.

[0055] Figure 5 A graph showing the behavior of the suspension 10 as a function of the positioning of the instantaneous center of rotation (CIR) of the contact point of the tire of the wheel 2 on the ground is shown. The CIR shown is the CIR of the support element 12 and varies with the dive, describing a curve known as the kinematic curve.

[0056] In particular, according to the present application, the quadrilateral suspension can be schematized kinematically as a pair of cranks, i.e. a first swing arm and a second swing arm. The pair of cranks moves with respect to a steering rod representing a fixed frame. The pair of cranks is connected to each other by a connecting rod element on opposite sides with respect to the steering rod. The connecting rod element is represented by the support element 12.

[0057] The CIR is the CIR of the support element 12, since during braking the wheel, the brake caliper and the support element 12 can merge into a single group. Therefore, the CIR is the CIR defined by the support element 12, which at opposite ends is connected to the pair of cranks.

[0058] If the component of the braking force on the ground (orthogonal to the junction between the contact point of the tire on the ground and the CIR) causes the suspension to compress, the suspension has a pro-dive effect or behavior. In this case, this component of the braking force falls on the side of the connecting rod element opposite to the side on which the rotation pin 103 is located. Figure 5However, if the component of the braking force on the ground (orthogonal to the junction between the contact point of the tyre on the ground and the CIR) extends the suspension, the suspension has an anti-dive effect or behaviour. In this case, this component of the braking force falls within the area Q2 or Q4 in Figure 5

[0059] Figures 6 to 8 A diagram showing the variation of the CIR as a function of the dive of the front suspension 10 when the second swing arm 200 is shorter than the first swing arm 100 is shown. Figure 6 The suspension is shown in the extended configuration, Figure 7 The suspension is shown in the half-stroke configuration, Figure 8 The suspension is shown in the maximum compression or maximum dive configuration. Based on these Figures 6 to 8 From the variation of the CIR shown in the diagram, it can be deduced that the front suspension 10 has a reduced dive behaviour as a function of the dive of the suspension.

[0060] Figures 9 to 11 A diagram showing the variation of the CIR as a function of the dive of the front suspension 10 when the second swing arm 200 is longer than the first swing arm 100 is shown. Figure 9 The suspension is shown in the extended configuration, Figure 10 The suspension is shown in the half-stroke configuration, Figure 11 The suspension is shown in the maximum compression or maximum dive configuration. Based on these Figures 9 to 11 From the variation of the CIR shown in the diagram, it can be deduced that the front suspension 10 has a reduced dive behaviour as a function of the dive of the suspension up to about half the stroke of the suspension, while, beyond this, the front suspension has an increased anti-dive behaviour.

[0061] According to a particularly advantageous embodiment, the second swing arm 200 is an arm with adjustable length. For example, the second swing arm 200 comprises at least two parts, one part with male threading (i.e. screw part) and one part with female threading (i.e. nut part) adapted to receive the part with male threading, respectively. By rotating the two parts with respect to each other to tighten or untighten them, it is possible to reduce or increase the length of the second swing arm 200, respectively.

[0062] For example, Figure 12 , Figure 13 ​An advantageous and non-limiting embodiment of the second swing arm 200 is shown, wherein, in addition to the first end portion 201 and the second end portion 202, the second swing arm 200 comprises a central portion 203 interposed between the two end portions 201, 202. The first end portion 201 comprises a first pin 211 with external threading, and the second end portion 202 comprises a second pin 212 with external threading. The pins 211, 212 are therefore provided with respective threading having opposite threading direction, i.e. one is right-threaded and the other is left-threaded, or vice versa. The central portion 203 is provided with two opposite seats 221, 222 with internal threading, which are adapted to receive the pins 211, 212 in the seats by threaded connection. The opposite seats 221, 222 are therefore provided with respective female threading. In this way, by varying the degree of threaded connection between the end portions 201, 202 and the central portion 203, it is possible to vary the length of the second swing arm 200, in other words to lengthen or shorten the second swing arm 200 without separating the end portions 201 and 202 from the respective fasteners. In the specific example shown, the central portion 230 comprises at least one engagement and / or clamping element, in particular an engagement hole 230, for facilitating the rotation of the central portion 203 with respect to the end portions 201, 202, for example using a tool. Again in the specific example shown, the second swing arm 200 comprises at least one locking element 233, in this case two anti-unscrewing lock nuts 233 adapted and configured to prevent undesired variations in the length of the second swing arm 200.

[0063] In order to vary the length of the second swing arm 200, other similar or equivalent solutions are obviously feasible, for example comprising a swing arm 200 having only two portions, which are mutually screwable or mutually unscrewable, instead of the three portions in the example described previously.

[0064] As a further example, it can be provided that the second swing arm 200 has at least two portions, which are mutually telescopically sliding, comprising locking means for locking the sliding, which can be selectively activated to adjust the length of the second swing arm 200. As previously mentioned with reference to the first swing arm 100, the second swing arm 200 can be provided with at least one engagement and / or clamping element, in particular an engagement hole, for facilitating the rotation of the central portion with respect to the end portions, for example using a tool. Figures 6 to 11As explained, if the length of the second swing arm 200 is adjustable, advantageously it is possible to change the shape of the kinematic system formed by the two swing arms 100, 200, by the steering rod 11 and by the support element 12, and therefore to adjust the dive of the suspension 10, adjusting the pro-dive and anti-dive of the suspension. In other words, by changing the length of the second swing arm 200 it is possible to change the shape of the four-bar linkage formed by the two swing arms 100, 200, by the steering rod 11 and by the support element 12. The expedient described above therefore represents a possible example of adjustment device for changing the shape of the four-bar linkage. Additionally or alternatively, it is also possible to include the change in shape described above by including the possibility of adjusting the length of the first swing arm 100.

[0065] Additionally or alternatively, as a further example of adjustment device, the adjustment device is adapted and configured to change the shape of the four-bar linkage, it is possible to provide a device that allows to adjust the position of the joint 250 (for example the articulation point) between the second swing arm 200 and the steering rod 11 along the steering rod 11. With reference to Figure 14 , to achieve this, for example it is possible to provide that the above-mentioned joint 250 is arranged on a movable element 251 with respect to the steering rod 11, for example sliding inside the steering rod, and comprising means for selectively locking the sliding of the movable element 251. For example, the movable element can be a piston or a slider. The movable element 251 can be moved, for example, by a mechanical or electromechanical actuator 252, for example integrated into the steering rod 11. Again with reference to Figure 14 , in the specific example shown, the steering rod comprises a slot hole that defines the possible travel of the joint 250 along the steering rod 11, for example receiving a pin coaxial to the joint 250. Again with reference to Figure 14 , it is noted that the suspension is shown in which the suspension has the second swing arm 200 described above with reference to Figure 12 and Figure 13 . However, this does not mean that both adjustments must be included at the same time.

[0066] To change the joint, it is also possible to include that the joint 250 can be selected between a plurality of joints 250, 260, 270 discretely defined on the steering rod 11. To this end, it is possible to include two or more circular holes on the steering rod 11, each defining a respective articulation or joint axis. With reference to Figure 3 , for example, three joints 250, 260, 270 are included, which can be selected in an alternative manner to adjust the articulation point of the first end portion 201 of the second swing arm 200 on the steering rod 11.

[0067] Therefore, based on the above explanations, it can be understood how the swing arm front suspension 10 of the above type achieves the above cited objects with respect to the prior art.

[0068] In fact, the swing arm front suspension 10 described above has an improved ability to react optimally to loads, thus allowing to reduce or eliminate the nose dive or anti-dive effect of the swing arm front suspensions of the prior art. The swing arm suspension described above also allows to eliminate the bending loads on the shock absorber assembly 30, thus improving the smoothness of the suspension 10.

[0069] The embodiments and the constructional details can be widely varied with respect to the above description disclosed by way of non-limiting example, without affecting the principles of the present application, without thereby departing from the scope of the present application as defined in the attached claims.

Claims

1. A swingarm front suspension (10) for a saddle-riding vehicle (1), comprising: - a steering bar (11) mechanically connected, or adapted to be connected, to a handlebar (7) of the saddle-riding vehicle (1); - a first swingarm (100) having a first end portion (101) and a second end portion (102) opposite the first end portion (101), wherein the first end portion (101) of the first swingarm (100) is rotatably coupled to the steering bar (11), and wherein the first swingarm (100) directly carries a rotation pin (103) of an associated front wheel (2) of the saddle-riding vehicle (1); - a shock absorber assembly (30) extending between an attachment head (31) and an attachment base (32); - a support element (12) adapted and configured to support the shock absorber assembly (30) and a braking member (16), the attachment base (32) being rotatably coupled to the support element (12); - a second swingarm (200) operatively interposed between the steering bar (11) and the support element (12), wherein the second swingarm (200) is rotatably coupled to the steering bar (11) and to the support element (12).

2. The swing arm front suspension (10) of claim 1, wherein, The first end portion (101) of the first swingarm (100) is rotatably coupled to the steering bar (11) at an end portion (11') of the steering bar (11).

3. The swing arm front suspension (10) according to claim 1 or 2, wherein The second swingarm (200) has a first end portion (201) rotatably coupled to the steering bar (11) and a second end portion (202) rotatably coupled to the support element (12).

4. The swing arm front suspension (10) of claim 1, wherein, The rotation pin (103) defines a first rotation axis (A-A), the attachment base (32) is rotatably coupled to the support element (12) to rotate about a second rotation axis (B-B), and the second swingarm (200) is rotatably coupled to the support element (12) to rotate about a third rotation axis (C-C), and wherein the first rotation axis (A-A), the second rotation axis (B-B), and the third rotation axis (C-C) are mutually aligned along a same plane.

5. The swing arm front suspension (10) of claim 1, wherein, The steering bar (11), the first swingarm (100), the support element (12), and the second swingarm (200) are operatively connected to each other to form a four-bar linkage.

6. The swing arm front suspension (10) of claim 5, wherein, In the four-bar linkage, the first swingarm (100) and the second swingarm (200) form a first pair of mutually opposite elements of the four-bar linkage, and the steering bar (11) and the support element (12) form a second pair of mutually opposite elements of the four-bar linkage.

7. The swingarm front suspension (10) according to claim 5, comprising adjustment means adapted and configured to vary a shape of the four-bar linkage.

8. The swing arm front suspension (10) of claim 7, wherein, The second swingarm (200) is an arm having a variable length, and wherein the adjustment means comprise the second swingarm (200).

9. The swing arm front suspension (10) according to claim 7 or 8, wherein Said adjustment device comprises a device adapted to vary the position of the articulation between said steering rod (11) and said second swing arm (200).

10. The swing arm front suspension (10) of claim 1, wherein, Said first swing arm (100), said second swing arm (200) and said support element (12) are arranged and shaped so as to not exceed the radial occupation area of said relative front wheel (2).

11. The swing arm front suspension (10) of claim 1, wherein, Said braking member (16) comprises a caliper for a disc brake.

12. A saddle-type riding vehicle (1) comprising at least one swing-arm front suspension (10) according to any one of claims 1-11.

13. The saddle-type riding vehicle (1) according to claim 12, wherein Said saddle-type riding vehicle (1) is a scooter.

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