Saddle-riding leaning motor vehicle with non-tilt front fairing

Abstract

The present invention relates to a saddle-riding motor vehicle (1) comprising at least two steerable and tiltable front wheels (6A, 6B) and at least one drive roll wheel (4), wherein the motor vehicle further comprises an articulated roll quadrilateral (10) connected to a frame (2A-2B) and a steering assembly (60) pivotally connected to the frame to control the front wheels (4, 4'). The motor vehicle (1) further comprises a suspension assembly (71, 72) inserted between the front wheels (4, 4') and the articulated roll quadrilateral (10) to allow the wheels to bounce relative to the quadrilateral. The quadrilateral comprises a lower lateral member (11) and an upper lateral member (12) hinged to the frame (2A-2B) to oscillate about an intermediate roll axis (101, 102) parallel to and substantially located on the central plane of the motor vehicle (1). The articulated roll quadrilateral (10) further includes a first pillar (21) and a second pillar (22) hinged to the lateral members (11, 12) for rotation about other roll axes (212, 212', 221, 221') parallel to the intermediate roll axes (101, 102). The motor vehicle according to the invention is characterized by including a front fairing (50) directly and rigidly connected to one of the lateral members (11, 12) of the articulated roll quadrilateral (10), wherein the fairing (50) includes two wheel arch portions (51, 51') arranged above the front wheels (4, 4').

Description

Technical Field

[0001] This invention belongs to the field of production of tilting motor vehicles, namely, motor vehicles that have tilting motion about a central plane extending longitudinally along the vehicle. In particular, the invention relates to tilting vehicles with three or four wheels, in which the fairing in the front end portion does not tilt when the vehicle is in motion, i.e., does not experience tilting motion. Background Technology

[0002] Currently, various types of vehicles on the market include three-wheeled vehicles, in which the two front wheels are steering wheels and the rear wheels are drive wheels. In these vehicles, the two front wheels are connected to the vehicle's frame so that they can tilt or lean sideways, thereby following a roll motion about an axis oriented according to the direction of motion and located on the mid-plane of the vehicle's longitudinal development.

[0003] Figure 1 Figure 3 relates to a known type of three-wheeled rollover vehicle (100). The vehicle (100) includes a front section (30) and a rear section (60), the rear section supporting a saddle (70) and drive wheels (90) via a swing fork (80) that swings about a lateral axis. The front section (30) includes a front fairing (500), the term "front fairing" referring to a rigid cover or shell mounted to reduce the vehicle's air resistance during motion. As is known, the front fairing (500) is designed with an aerodynamic profile that is adapted to reduce the drag coefficient and thus contribute to increased speed while simultaneously reducing fuel consumption. It is also known that the front fairing (500) includes two wheel arch sections (501, 501') defined above the front wheels (40, 40'), which are positioned approximately symmetrically about the vehicle's centerline plane AA.

[0004] Referring specifically to Figure 2, to allow for front wheel roll, a hinged quadrilateral mechanism is typically provided, inserted between the front wheel and the front portion of the frame. Typically, the quadrilateral mechanism includes a pair of lateral members, each hinged to the frame at the longitudinal centerline plane to allow oscillation about a parallel axis. The quadrilateral mechanism also includes a pair of posts, each hinged at both ends to a corresponding lateral member, thereby defining an axis of rotation parallel to the axis of rotation of the lateral members relative to the frame. The two posts are connected to wheel support elements, allowing the wheel to rotate about a steering axis, wherein the steering motion is controlled by a steering system operatively independent of the quadrilateral mechanism.

[0005] Referring again to Figure 2, the motor vehicle (100) includes a suspension assembly. For each front wheel (40, 40'), the suspension assembly includes a suspension device inserted between the wheel and a corresponding pillar of the quadrilateral mechanism. For each front wheel (40, 40'), the corresponding suspension device includes at least one shock absorber (750, 750') that allows the front wheel (40, 40') to bounce relative to the quadrilateral mechanism (10).

[0006] In this regard, Figure 3 shows the vehicle (100) during roll motion, whereby the vehicle tilts to the right, taking into account the page plane. However, considering the rider's position on the saddle and therefore his / her perspective, the situation in Figure 3 arises from the vehicle tilting to the left. As can be seen, during roll, the front fairing (500) tilts as a whole with the vehicle frame, such that the right wheel housing portion is positioned substantially adjacent to the front right wheel, while the left wheel housing portion is positioned furthest from the left wheel. Thus, the axis of rotation of the front wheel lies on spaced-apart planes T1 and T2 (orthogonal to the centerline plane AA), and the distance (or displacement S) between planes T1 and T2 increases with the roll angle. These conditions are determined by the kinematics of the quadrilateral mechanism, and particularly by the oscillation about the longitudinal axis experienced by the two lateral members due to roll motion.

[0007] In the absence of roll, the degree of relative movement (approaching - moving away) of the wheel section (501, 501') relative to the corresponding front wheel (40, 40') is determined solely by the behavior (lengthening / shortening) of the shock absorber (750, 750'), i.e., by the bouncing motion of the front wheel (40, 40'). As roll increases, the degree of this movement depends not only on the shock absorber (750, 750') but also on the tilt of the front wheel (40, 40'), i.e., on the displacement between the axes of the wheels determined by the degree of roll.

[0008] Therefore, the fairing (500) is constructed and mounted on the front end frame such that the wheel arch housings (501, 501') are positioned at a predetermined height (indicated by reference numeral H in Figure 2) relative to the front wheels (40, 40'), wherein this height is taken into account without roll and with the suspension fully extended relative to the front wheels. The value of this height (H) must be greater than or equal to the sum of the following: the allowable travel of the shock absorbers; and half of the maximum displacement (S) between the front wheels (40, 40').

[0009] As has been observed, the requirement to maintain this height (H) significantly constrains the design of the fairing and represents a limitation on the aerodynamic effects it provides. In fact, due to the vertical distance from the front wheel and therefore from the vehicle's support surface (PO), the fairing can only be formed in the area near or above the handlebars. Therefore, as can be seen from the front views in Figures 2 and 3, different sections of the front end (indicated by 300) remain "exposed," i.e., not covered by the fairing. This area is clearly aerodynamically critical.

[0010] As is known, in almost all cases, the fairing (500) must also support and / or incorporate other components useful for the operation of the motor vehicle (100), including headlights (810, 810') for illuminating the road surface when the motor vehicle (100) is in motion. On the one hand, the need to position the wheel arch portion at a certain height limits the space available for forming the fairing (500), and on the other hand, the design of the fairing is also complicated by the need to support / incorporate the lighting devices mentioned above, as well as any other accessories useful for the operation of the lighting devices.

[0011] In this respect, since the headlights (810, 810') are integrated with the fairing (500), the headlights follow the movement of the fairing in all operating conditions and therefore during roll movements. When the vehicle (100) tilts due to the roll effect (Fig. 3), the field of vision illuminated by the headlights is limited or weakened in any case compared to when the vehicle is straight. To address this problem, complex systems for the orientation of the headlight bulbs have been proposed, which move the headlight bulbs relative to the fairing to maintain constant illumination even during roll movements. These systems have proven to be complex, expensive, and difficult to apply, and in any case, increase the difficulty of designing the fairing.

[0012] Aside from the limitations mentioned above related to the "high" mounting position relative to the front wheels, the only other fact that the fairing tilts along with the frame during roll motion is that it negatively impacts aerodynamic behavior alone during the roll phase. A comparison between Figures 2 and 3 clearly shows that the vehicle's profile, evaluated in the front plane, is completely altered after the roll. The aerodynamic behavior of the motor vehicle is thus changed.

[0013] In view of the above, the applicant has therefore determined the need to provide a solution that allows for improved aerodynamic behavior of three-wheeled rollover vehicles and is also applicable to four-wheeled rollover vehicles. Summary of the Invention

[0014] The primary objective of this invention is to provide a tilting motorcycle that overcomes the aforementioned drawbacks. In the context of this objective, a first objective is to provide a tilting motorcycle with three or four wheels that exhibits substantially the same aerodynamic behavior under any operating conditions. Another objective is to provide a tilting motorcycle that simplifies the design of the vehicle's front fairing while simultaneously producing a more efficient aerodynamic profile. A further objective is to provide a solution that improves the behavior of the lighting device (headlight) associated with the front fairing without the aid of directional devices and / or other devices with similar purposes. Last but not least, another objective of this invention is to provide a tilting motorcycle with three or four wheels that can be readily manufactured at a competitive cost.

[0015] The applicant has determined that the tasks and objectives stated above can be achieved by connecting the front fairing to one of the two lateral members of the articulated quadrilateral section, thus making the fairing independent of the motorcycle frame. In this way, the fairing follows the movement of the lateral member to which it is connected, and due to the kinematics of the quadrilateral section, the fairing maintains a substantially unchanged fairing orientation relative to the surface on which the motorcycle rests. The fact that the front fairing does not tilt means that the height of the wheel arch section relative to the front wheel can be effectively reduced. Therefore, the fairing design is easier and more efficient, with the advantage of improved aerodynamic behavior of the motorcycle.

[0016] Specifically, the applicant has determined that the indicated tasks and objectives can be achieved by a saddle-type motorcycle comprising at least two steering and tilting front wheels and at least one tilt drive wheel, wherein the motorcycle further comprises:

[0017] - Framework;

[0018] - Motor assembly, which is supported by the rear portion of the frame;

[0019] - A hinged tilting quadrilateral that is connected to the front portion of the frame, wherein the hinged tilting quadrilateral supports the first front wheel and the second front wheel to allow the first front wheel and the second front wheel to tilt.

[0020] - A steering assembly rotatably connected to the front portion of the frame to control the front wheels, wherein the steering assembly acts on the support element to steer the front wheels;

[0021] - A suspension assembly inserted between the front wheel and the articulated roll quadrilateral to allow the wheel to bounce relative to the articulated roll quadrilateral.

[0022] According to the invention, the articulated tilt quadrilateral includes a lower lateral member and an upper lateral member, which are hinged to a front portion of the frame to swing about a central tilt axis parallel to and substantially located on the center plane of the motorcycle. The articulated tilt quadrilateral also includes a first post and a second post, which are hinged to the lateral members to rotate about a further tilt axis parallel to the central tilt axis.

[0023] In the motorcycle according to the invention, a front fairing is provided, which is directly and rigidly connected to one of the lateral members of the hinged tilt quadrilateral portion; furthermore, the front fairing includes two wheel arch portions arranged above the front wheel.

[0024] According to possible implementations, the motorcycle includes an electrical power source directly or indirectly connected to the frame, wherein the front fairing supports at least one headlight such that the at least one headlight follows the movement of the lateral member to which the fairing is connected, and wherein at least one cable connects the electrical power source to the headlight.

[0025] Preferably, the cable passes through or near the intermediate tilt axis of the corresponding lateral member to which the front fairing is directly and rigidly connected.

[0026] According to a possible implementation, the front fairing includes two orientation indicators.

[0027] According to a possible implementation, a corresponding power supply cable is provided, which connects the direction indicator to the power source, wherein the power supply cable passes through or near the intermediate tilt axis of the corresponding lateral member to which the front fairing is directly and rigidly connected.

[0028] According to a possible implementation, the front fairing is cantilevered to one of the transverse members by means of a connecting frame.

[0029] According to another possible implementation, the front fairing is exclusively connected to one of the lateral members.

[0030] According to another possible implementation, the motorcycle includes a dashboard containing an odometer, which is attached to the frame so as to tilt together with the frame.

[0031] According to a possible implementation, the windshield is connected to the frame so that it tilts together with the frame.

[0032] According to a preferred embodiment, when the motorcycle is in an upright position, the height of the front fairing from the ground is less than the height of the top of the handlebars from the ground, wherein the height is assessed based on the motorcycle's supporting surface.

[0033] In a possible implementation, the front fairing includes a housing for accommodating an object, preferably a helmet.

[0034] Depending on the possible implementation, the distance between the front fairing and the front wheel depends entirely on the travel allowed by the suspension components. Attached Figure Description

[0035] Other features and advantages of the invention will become apparent from the following detailed disclosure of some preferred but non-exclusive embodiments of the motorcycle, which are illustrated by way of indicative and non-limiting example, supported by the accompanying drawings, in which:

[0036] - Figure 1 Figure 3 is a view relating to a known type of tilting motorcycle;

[0037] - Figure 4 Figures 5 and 6 are respectively a side view and a front view of the three-wheeled tilting motorcycle according to the present invention in the absence of tilting.

[0038] - Figure 6 is a front view of the vehicle in Figure 5 during a roll motion;

[0039] - Figure 7 This is a front view of the motorcycle in Figure 5 without a fairing at the front end;

[0040] - Figure 8 This is a side view of the motorcycle in Figure 5 without a front fairing during a roll motion, corresponding to the front view shown in Figure 6;

[0041] - Figure 9 This is a front view of a motorcycle during a side-squat motion, where the front fairing and associated headlights are schematically shown;

[0042] - Figure 10 It is a side view of a motorcycle, showing the power source and the connecting cable that connects the power source to the headlight and / or forward direction indicator, wherein the cable passes through the middle tilt hinge.

[0043] The same reference numerals and letters in the accompanying drawings represent the same elements or parts. Detailed Implementation

[0044] Referring to the accompanying drawings, the present invention therefore relates to a saddle-type motorcycle comprising at least two steering and roll front wheels 4, 4' and at least one drive and roll rear wheel 9. Thus, this definition also includes a four-wheeled motorized motorcycle comprising two steering front wheels and two drive and roll rear wheels. In the following description, the motorcycle 1 will also be referred to by the more general designation motor vehicle 1.

[0045] For the purposes of this invention, the term "longitudinal direction" or "front-to-back direction" refers to a direction parallel to the forward movement direction of the vehicle 1 and orthogonal to the rotation axis M of the drive wheel 9, while the term "lateral direction" or "left-to-right direction" refers to a direction approximately orthogonal to the longitudinal direction and parallel to the rotation axis M of the drive wheel 9. Finally, the term "normal direction" or "vertical direction" refers to a direction orthogonal to both the longitudinal direction L and the lateral direction. Figures 4 to 8 Includes a Cartesian reference axis, which indicates the front-back (FB) direction, the up-down (UD) direction, and the left-right (RL) direction as defined above.

[0046] Furthermore, the terms "longitudinal or longitudinal," "lateral or transverse," and "normal or normal" refer to the longitudinal direction (i.e., front-to-back FB), the transverse direction (i.e., left-to-right RL), and the normal direction (i.e., up-down UD), respectively. The terms "in front," "on the right," and "at the top" refer to the directions indicated by the semi-linear arrows F, R, and U visible in the diagram. The terms "at the back," "on the left," and "at the bottom" indicate the directions opposite to those indicated by the semi-linear arrows B, L, and D.

[0047] Figures 5 and 6 show the longitudinal centerline plane AA of vehicle 1. The plane AA extends mainly in the front-rear FB direction of motor vehicle 1, and when there is no lateral movement, it is orthogonal to the left-right RL direction, that is, the axis of rotation M of the drive wheel 9.

[0048] The central plane AA divides the vehicle 1 into two halves: the right half and the left half. (See Figure 5 to...) Figure 10 In the following sections of the specification, if a component, assembly, or element is arranged to the left of the central plane AA, then a component, assembly, or element symmetrical with respect to the central plane AA is indicated by the same reference numerals following a superscript ('), wherein said side (right and left) is considered to be on the plane of the pages of Figures 5 and 6.

[0049] Referring to Figure 6, the reference numeral PVL denotes a generally vertical longitudinal reference plane that coincides with the centerline plane MM when the vehicle 1 is not experiencing a roll. In the following sections of the specification, the phrase "with upright wheels" refers to the state of the vehicle 1 without steering or roll motion (the state shown in Figure 5).

[0050] The motor vehicle 1 includes frames 2A-2B, the structure of which is formed primarily in the longitudinal (FB) direction of the motor vehicle 1. Frames 2A-2B include a front portion 2A and a rear portion 2B that respectively support the front end 3 and rear end 5 of the motor vehicle 1. For the purposes of this invention, the term "front end 3" refers to the portion of the motor vehicle 1 in front of a vertical reference plane 300, which passes through the rearmost portion of the handlebars 66 of the motor vehicle 1, i.e., the point closest to the rear wheel 9 (see [link to relevant documentation]). Figure 4 The term "rear end 6" refers to the portion of the motor vehicle 1 located behind the reference plane 300.

[0051] The rear portion 2B of frames 2A-2B supports a motor assembly (not shown), which includes at least one engine that generates driving force to propel the motor vehicle 1 and at least one transmission, which generally represents a set of components that transmit the driving force from the engine to the rear wheels 9. According to solutions known per se, a swing arm 8 is also provided in the rear end 6 of the motor vehicle 1, the swing arm 8 being hinged at a first end to the rear portion 2B of frames 2A-2B. The swing arm 8 supports the at least one drive wheel 9 at a second end. Shock absorber devices (not shown) are arranged in the rear portion 2B of frames 2A-2B according to known principles.

[0052] Generally, the configuration of the motor assembly is irrelevant to the purposes of this invention. In fact, the motor can be an internal combustion engine or an electric motor, and in either case, it has a configuration and operating principle known in itself. In one embodiment, the motor assembly can be hybrid, comprising both an internal combustion engine and an electric motor, which cooperate to propel the vehicle according to known principles. Therefore, the configuration of the transmission described above is irrelevant for the purposes of this invention.

[0053] The front end 3 of the motor vehicle 1 includes an articulated tilting quadrilateral portion, which is generally indicated by reference numeral 10, and with reference to this reference numeral... Figure 7 and Figure 8Possible implementations are illustrated. The quadrilateral portion 10 includes a lower transverse member 11 (or a first transverse member 11) and an upper transverse member 12 (or a second transverse member 12), the lower transverse member 11 and the upper transverse member 12 being hinged to the front portion 221 of the front portion 2A of the frame 2A-2B, so as to swing about intermediate roll axes 101, 102 (defined by roll hinges), wherein the intermediate roll axes 101, 102 are longitudinal and located on the aforementioned centerline plane AA. In particular, for the purposes of this invention, the terms "lower" and "upper" used to distinguish the two transverse members 11, 12 of the quadrilateral portion 10 refer only to the position of the point where the transverse members 11, 12 are hinged to the front portion 2A of the frame 2A-2B, wherein the position is evaluated in the vertical UD direction with the vehicle having upright wheels.

[0054] The quadrilateral portion 10 also includes a first post 21 and a second post 21' (e.g. Figure 7 As indicated in the diagram), the first column 21 and the second column 21' are hinged to the transverse members 11 and 12 to rotate about corresponding other tilt axes (defined by other tilt hinges 211, 211', 212, 212') parallel to the intermediate tilt axis. In particular, each column 21, 21' is hinged to the upper transverse member 12 to rotate about the upper axis (tilt hinges 212, 212') and to the lower transverse member 11 to rotate about the lower lateral axis (tilt hinges 211, 211').

[0055] Two transverse members 11 and 12 extend laterally, such that the upper shaft (tilt hinges 212, 212') is symmetrically arranged about the centerline plane AA. Similarly, the lower shaft (tilt hinges 211, 211') is also symmetrical about the same plane AA. This arrangement defines the quadrilateral geometry required to accommodate the roll motion of the vehicle 1. The “symmetrical” position is evaluated with the vehicle having upright wheels.

[0056] Each of the columns 21, 21' in the quadrilateral portion 10 and the supporting elements 7, 7' (see...) Figure 8 The support elements 7 and 7' directly or indirectly support the corresponding front wheels 4 and 4'. More precisely, the first support element 7 is associated with the first pillar 21 and supports the first front wheel 4, while the second support element 7' is associated with the first pillar 21' and supports the second front wheel 4'. The two support elements 7 and 7' can rotate freely relative to the corresponding pillars 21 and 21' about the corresponding steering axes (not shown in the figure) of the corresponding front wheels 4 and 4'. The two steering axes of the front wheels 4 and 4' are parallel to each other and symmetrically arranged about the centerline plane AA.

[0057] The front end 3 of the motor vehicle 1 also includes a steering assembly (not shown) for controlling the steering of the two front wheels 4, 4'. Specifically, according to a known solution, the steering assembly acts on two support elements 7, 7', thereby determining the rotation of the support elements about corresponding steering axes 301, 301'. The steering assembly is activated by rotation of the handlebars 66 of the motor vehicle 1, which are also part of the front end 3.

[0058] The front end 3 also includes a suspension assembly operatively inserted between the front wheels 4, 4' and the quadrilateral portion 10 to allow the wheels to bounce relative to the quadrilateral portion. More precisely, the suspension assembly includes a first suspension device 71 operatively associated with the first front wheel 4' and a second suspension device 71' operatively associated with the second front wheel 4'. The phrase "operatively associated" means that the first and second devices are operatively inserted between the corresponding front wheels 4, 4' and the corresponding pillars 21, 21' of the quadrilateral portion 10 to allow the wheels to rise and fall (i.e., bounce).

[0059] The first suspension device 71 and the second suspension device 71' include at least one shock absorber element 75, 75', which, according to known principles, suppresses the relative movement of the corresponding front wheels 4, 4' relative to the quadrilateral portion 10. Typically, the support elements 7, 7' of the front wheels 4, 4'—rotatably connected to the pillars 21, 21' of the quadrilateral portion 10—directly or indirectly support the corresponding front wheels 4, 4', depending on the configuration of the provided suspension devices 71, 72'. For the purposes of this invention, the term "shock absorber element" generally refers to an assembly formed by a damping component (i.e., a damping component providing viscous damping) and an elastic component (spring), wherein the components are coaxial.

[0060] Reference Figure 4 As shown in Figure 6, the front end 3 includes a front fairing 50 (or front fairing 50). As described above, this designation represents a rigid covering or shell designed to reduce air resistance encountered by the motor vehicle 1 during motion. The profile of the front fairing 50 thus establishes the aerodynamic behavior of the motor vehicle 1 during motion.

[0061] According to the invention, the front fairing 50 is connected to one of the lateral members 11, 12 of the tilting quadrilateral portion 10, and is connected to the front portion 2A of the frame by means of this lateral member. In other words, the fairing 50 is rigidly connected to one of the two lateral members 11, 12, and is therefore unaffected by the frames 2A-2B. Contrary to known technical solutions, the front fairing 50 does not experience any roll movement because the front fairing 50 is integral with one of the lateral members 11, 12. In fact, due to the kinematics of the quadrilateral mechanism 10, similar to the two lateral members 11, 12, the front fairing 50 also always maintains the same orientation (approximately horizontal) relative to the support surface PO of the vehicle 1, thereby lowering or raising (i.e., moving toward or away from the support surface PO) together with the lateral member to which the front fairing 50 is connected. The degree of this movement corresponds to the degree of roll, i.e., the degree of tilt of the columns 21, 21' of the quadrilateral mechanism 10, i.e., the degree of tilt of the front wheels 4, 4'.

[0062] This behavior can be seen in Figures 5 and 6, which show a motor vehicle 1 without roll and a motor vehicle 1 with roll, respectively. Specifically, in the case of Figure 6, the roll is constructed as a tilt on the right front wheel 4 of the motor vehicle 1 (considering the page plane of Figure 6), but the same applies to the tilt on the left front wheel 4' (again, considering the page plane of Figure 6). In fact, regardless of the roll direction, except for the two lateral members 11 and 12 (see also...) Figure 8 Apart from the fairing 50, which is integral with one of the two transverse members 11, 12, all parts of the vehicle 1 are inclined toward the supporting surface PO. Advantageously, the fact that the fairing 50 does not rotate about the longitudinal axis results in the vehicle 1 maintaining a generally constant aerodynamic profile, regardless of the trajectory of motion (straight or curved).

[0063] Referring again to Figures 5 and 6, the front fairing 50 includes two wheel arch portions 51 and 51', each of which is positioned above one of the corresponding front wheels 4 and 4' when the vehicle 1 is in a non-rolling state (Figure 5). Specifically, in a preferred embodiment, the wheel arch portions 51 and 51' are located at a height H1, the value of which is between a first reference value and a second reference value. The first reference value corresponds to the travel of the shock absorbers 75 and 75', and the second reference value corresponds to the sum of the travel of the shock absorbers 75 and 75' and half of the maximum permissible displacement S between the axes of the front wheels 4 and 4' due to roll.

[0064] In this regard, the height H1 of the wheel arch portions 51, 51' is evaluated as the vertical distance between the horizontal plane tangent to the front wheels 4, 4' and the wheel arch portions 51, 51' in the absence of roll, wherein the distance is evaluated from the highest point of the front wheels 4, 4'. The aforementioned maximum displacement S is considered to be the distance between the axes of the front wheels 4, 4' during roll, wherein the distance is evaluated according to a direction orthogonal to the axes.

[0065] Preferably, the height H1 defined above is within the range between the first reference value and the third reference value, the third reference value being derived from the sum of the following two: the travel of the shock absorbers 75, 75'; and half of the maximum allowable displacement S between the axes of the front wheels 4, 4' due to roll.

[0066] Advantageously, in the motor vehicle 1 according to the invention, the height H1 at which the wheel arch portions 51, 51' of the fairing 50 are located can be lower than the value determined in conventional solutions. In fact, due to the connection with one of the two lateral members 11, 12 provided by the invention, the height H1 can advantageously depend only on the travel of the shock absorbers 75, 75' of the suspension assembly. In other words, since the fairing 50 is no longer tilted relative to the support surface PO, the displacement S between the axes of the front wheels 4, 4' during roll does not substantially affect the position where the wheel arch portions 51, 51' can be positioned.

[0067] Will Figure 1 To the known solutions in Figure 3 and Figure 4 Comparing the solution to that in Figure 6, it can be seen that the aerodynamic behavior of vehicle 1 is improved. In fact, as the mounting height H1 of the wheel arch sections 51, 51' is reduced, the fairing 50 can be lowered, thereby providing greater coverage of the suspension components 71, 72 associated with the front wheels 4, 4'. In effect, this solution allows for a reduction in the area of ​​the front portion not covered by the fairing.

[0068] In any case, when having the same form and / or configuration as other components of the motor vehicle 1, particularly the front end 3, the connection of the front fairing 50 to one of the two lateral members 11 or 12 allows the fairing to extend further above and / or in front of the front wheels 4, 4'. The larger area available for the fairing 50 simplifies its design. In this respect, the positioning of the lighting device, preferably supported by the fairing, can also be advantageously simplified and improved. The extension of the headlights can also be advantageously increased.

[0069] According to possible implementations, in order to connect the fairing 50 to a selected transverse member (lower transverse member 11 or alternative upper transverse member 12), a connecting frame 95 is provided, the connecting frame 95 including a plurality of structural elements 95A, 95B (e.g., ...). Figure 4 (as shown in the diagram), wherein at least one structural element 95A of the plurality of structural elements is connected to the fairing 50, and at least another structural element 95B of the plurality of structural elements is connected to a selected lateral member 11 or 12. Alternatively, the front fairing 50 may include the shaped portion 151 schematically shown ( Figure 10 The forming portion 151 is configured to be directly or indirectly fixed to the selected transverse member 11 or 12 by means of fastening devices such as screws, bolts, brackets and other equivalent devices.

[0070] According to a preferred embodiment, the front fairing 50 supports two headlights 81, 81', which are symmetrically arranged about the center plane AA of the vehicle 1. Due to the present invention, the design and positioning of the headlights 81, 81' can also be advantageously simplified and / or improved. Furthermore, referring to Figures 5 and 6, it can be seen that the two headlights 81, 81', integrated with the front fairing 50, also maintain the same orientation relative to the surface PO during the roll phase. This configuration also allows for a constant illumination range over the road surface during roll, providing a significant advantage in terms of safety.

[0071] In particular, such as Figure 9 and Figure 10 As shown, an energy source 200 is provided. Figure 10 The energy source 200 is directly or indirectly connected to the frames 2A-2B. The energy source 200 is, for example, a vehicle battery located under the seat 7. In the following text, the energy source will be referred to as battery 200.

[0072] Cables were also installed, particularly a pair of cables 181 and 181'. Figure 9 For each headlight 81, 81', there is a cable that connects battery 200 to headlight 81, 81'. Figure 10 ).

[0073] Specifically, each of these cables 181, 181' passes through or near the central tilt axis of the quadrilateral portion 10, which is directly and rigidly connected to the central tilt hinge 101 or 102 of the corresponding lateral member 11 or 12 of the front fairing 50. Therefore, as... Figure 10As shown, if the fairing 50 is integrally mounted to the upper transverse member 12 by means of the bracket 151 schematically shown, then the intermediate tilt hinge (through which the cable passes) is the upper hinge 102. Alternatively, if the fairing 50 is integrally mounted to the lower transverse member 11, then the hinge is the lower hinge 101.

[0074] In this way, the passage of cables 181, 181' through the intermediate tilt hinges 101 or 102 allows the cables to maintain a nearly fixed length relative to the intermediate hinge itself. In other words, the cables passing through the intermediate hinges do not experience length changes due to the movement of the quadrilateral 10. Therefore, the cables remain in a substantially fixed position and are not subjected to tensile, torsional, or compressive forces generated by the deformation of the articulated quadrilateral during the vehicle's driving phase.

[0075] According to a preferred embodiment, the fairing 50 also supports two direction indicators 61, 61' arranged symmetrically about the central plane AA. Based on the same principle repeatedly mentioned above, the direction indicators 61, 61' will not change their orientation relative to the supporting surface of the vehicle 1 during the roll of the vehicle 1.

[0076] Specifically, similarly, power supply cables 161 and 161' are provided for the direction indicators 61' and 61, which are used to connect the direction indicators 61' and 61 to the battery 200. Figure 10 Similarly, the power cables 161, 161' advantageously pass through or near the intermediate tilt axis (intermediate tilt hinge 101, 102) of the respective lateral members 11, 12, which are directly and rigidly connected to the front fairing 50. Likewise, the same advantages described above apply to these power cables 161, 161', namely, that when passing through the intermediate hinge, the power cables are unaffected by the movement of the quadrilateral portion 10, and thus maintain a constant length relative to the hinge.

[0077] In possible variations of the implementation, the direction indicators 61, 61' and / or the headlights 81, 81' can be directly connected to one of the two lateral members 11, 12 via a connecting device that is completely independent of the connecting device that connects the fairing 50 to one of the two lateral members 11, 12.

[0078] In addition to the advantages already mentioned above, it can also be seen that the connection between the fairing 50 and one of the two lateral members 11, 12 of the quadrilateral portion 10 increases the overall mass of the fairing 50 and generally stabilizes the front end 3. In fact, due to the fairing 50, the increased inertia of the quadrilateral portion 10 offsets the bouncing motion of the front wheels 4, 4'—the bouncing motion is reflected to a lesser extent on the frame, thereby simplifying the driving of the motor vehicle 1.

[0079] Figure 7 and Figure 8 Possible and therefore non-exclusive embodiments of the quadrilateral portion and suspension assembly of a motor vehicle according to the present invention are shown. In particular, the embodiments described in application EP1484239 may be referenced. By way of example, the quadrilateral portion and suspension assembly of the motor vehicle may also adopt one of the configurations shown and described in patent applications IT102018000010942, IT102018000015908, IT102018000015911, WO2017 / 115273, or IT102018000015905.

[0080] In the solution described and illustrated in the patent application cited above, the quadrilateral portion can be defined as "high" because the configuration of the support element and suspension assembly allows the lateral member to remain in a position above the front wheels relative to the lateral viewing plane. However, the invention can also be implemented with the quadrilateral mechanism being "low," in which the lateral member (again relative to the same lateral viewing plane) is substantially contained between the two front wheels, and the support element and suspension components are adjacent to the front wheels.

[0081] Therefore, the present invention can also be implemented when the quadrilateral portion, the support element, and the suspension device are implemented according to one of the solutions described and / or shown in the patent applications WO2018 / 104906, WO2020 / 065577, WO2018 / 007911, WO2018 / 172908, WO2017 / 115297, WO2017 / 021905, WO2017 / 021906, WO2017 / 115274, WO2017 / 017639, and WO2017 / 017636, also under the applicant's name.

[0082] The configuration of the steering assembly is irrelevant to the purpose of this invention. By way of example only, the steering assembly may adopt one of the configurations described and / or shown in the applicant's patent applications WO2017 / 115296, WO2017 / 115274, WO2017 / 017636, WO2018 / 104862 and WO2018 / 172908.

[0083] The motor vehicle 1 according to the invention also includes an anti-roll device (not shown in the figure) for preventing relative movement between the quadrilateral mechanism 10 and the frames 2A-2B during actuation. Again, the configuration of the anti-roll device is irrelevant to the invention. By way of example only, if the suspension components (particularly shock absorbers) are at least partially integrated into the structure of the pillar, the anti-roll device may be, by way of example only, one of the configurations described and / or shown in the applicant's patent applications WO2017 / 115293, WO2017 / 115296, WO2017 / 115295, and WO2017 / 115294. On the other hand, if the suspension components of the front wheels are inserted between the pillar and the wheel (i.e., according to the appendix...) Figure 9 To be continued Figure 10 If the solution shown is conceptually similar to the solution, then the anti-roll device may be implemented in other ways, such as those shown and / or described again in the applicant's patent applications WO2018 / 116210, WO2018 / 116214, WO2018 / 158743 and WO2018 / 116211.

[0084] According to a possible implementation, the motor vehicle 1 includes an instrument panel 150, which includes at least an odometer. The instrument panel 150 (in...) Figure 4 (as indicated in the text) is connected to frames 2A-2B so as to tilt together with the frames, that is, to follow the tilting motion of the motor vehicle 1.

[0085] According to the implementation method, such as Figure 4 As shown in Figure 6, the motor vehicle 1 includes a windshield 160 connected to frames 2A-2B for tilting together with the frames, as can be seen by comparing Figures 5 and 6. Specifically, as can be seen from Figure 6, during the tilting phase, the windshield 160 tilts relative to the front fairing 50 according to the tilting motion, and the front fairing 50 maintains the same orientation relative to the support surface PO of the motor vehicle 1. According to this embodiment, the windshield 160 is therefore unaffected by the front fairing 50. In this way, the windshield 160 can perform its function of protecting the driver in any movement condition of the motor vehicle 1.

[0086] Reference Figure 4In a possible variation of the implementation, the height of the fairing 50 (denoted by H3) is lower than the height of the top of the handlebars 66 of the motor vehicle 1 (denoted by H4), wherein the heights H3 and H4 are relative to the surface PO of the motor vehicle 1 and are considered in the "upright wheel" configuration (the motor vehicle is in an upright position). More precisely, the expression "height H3 of the fairing 50" represents the distance (measured vertically) between the point on the fairing 50 furthest from the supporting surface PO and the supporting surface. The expression "top of the handlebars" represents the point on the handlebars 66 furthest from the supporting surface PO.

[0087] According to what can be Figure 4 As seen in the possible implementation, the front fairing 50 defines a housing 55 for receiving an object, preferably a housing 55 for receiving a helmet 58. For this purpose, the fairing 50 includes a movable portion 56 for allowing access to the housing 55. Figure 4 As indicated, the openable portion 56 can be configured as a door and thus hinged to the rest of the fairing 50, such that the openable portion 56 can be in a closed position or an open position to prevent or allow entry into the housing 55.

[0088] Alternatively, the openable portion 56 may be configured such that it can be removed and subsequently reattached to the front fairing 50. In any case, a locking device (e.g., a lock) may be provided to lock the movable portion 56 in the position where the movable portion 56 closes the housing 55.

[0089] The aforementioned technical solutions allow for the full realization of predetermined tasks and objectives.

Claims

1. A saddle-mounted motor vehicle (1), said motor vehicle (1) comprising at least two tilting front wheels and at least one drive wheel (9), characterized in that, The motor vehicle (1) also includes: - Frame (2A-2B); - Motor assembly (110), the motor assembly (110) being supported by the rear portion (2B) of the frame (2A-2B); - A hinged tilting quadrilateral (10) is connected to the front portion (2A) of the frame (2A-2B), wherein the hinged tilting quadrilateral (10) supports the first front wheel (4) and the second front wheel (4') respectively, so as to allow the first front wheel (4) and the second front wheel (4') to tilt. - Steering assembly (60), the steering assembly (60) being configured to steer the front wheels, - Suspension assembly (71, 72), which is inserted between the first front wheel (4) and the second front wheel (4') and the articulated roll quadrilateral (10) to allow the front wheels to bounce relative to the articulated roll quadrilateral (10); The articulated tilt quadrilateral (10) includes a lower transverse member (11) and an upper transverse member (12), which are hinged to the front portion (2A) of the frame (2A-2B) to swing about an intermediate tilt axis (101, 102) that is parallel to and substantially located on the center plane (AA) of the vehicle (1). The articulated tilt quadrilateral (10) also includes a first column (21) and a second column (21'), which are hinged to the transverse members (11, 12) to rotate about other tilt axes (212, 212', 221, 221') that are parallel to the intermediate tilt axis (101, 102). The motor vehicle (1) includes a front fairing (50) which is directly and rigidly connected to one of the lateral members (11, 12) of the articulated lateral tilt quadrilateral (10), and wherein the front fairing (50) includes two wheel arch portions (51, 51') arranged above the first front wheel (4) and the second front wheel (4').

2. The motor vehicle (1) according to claim 1, wherein, The motor vehicle (1) includes an electrical power source (200) directly or indirectly connected to the frame (2A-2B), wherein the front fairing (50) supports at least one headlight such that the headlight follows the movement of the one lateral member (11, 12) to which the front fairing (50) is connected, and wherein at least one cable (181, 181') connects the electrical power source (200) to the headlight (81, 81').

3. The motor vehicle (1) according to claim 2, wherein, The cables (181, 181') pass through or near the intermediate tilt axis (101, 102) of the corresponding lateral members (11, 12) to which the front fairing (50) is directly and rigidly connected.

4. The motor vehicle (1) according to claim 2 or 3, wherein, The front fairing (50) includes two direction indicators (61, 61').

5. The motor vehicle (1) according to claim 4, wherein, A corresponding power supply cable (161, 161') is provided to connect the direction indicator (61, 61') to the power source (200). The power supply cable (161, 161') passes through or near the intermediate roll axis (101, 102) of the corresponding lateral member (11, 12) to which the front fairing (50) is directly and rigidly connected.

6. The motor vehicle (1) according to any one of claims 1 to 3, wherein, The front fairing (50) is cantilevered to one of the transverse members (11, 12) by means of a connecting frame (95).

7. The motor vehicle (1) according to any one of claims 1 to 3, wherein, The front fairing (50) is exclusively connected to one of the transverse members (11, 12).

8. The motor vehicle (1) according to any one of claims 1 to 3, wherein, Includes an instrument panel (85) containing an odometer, the instrument panel (85) being connected to the frame (2A-2B) so as to tilt together with the frame (2A-2B).

9. The motor vehicle (1) according to any one of claims 1 to 3, wherein, The windshield (88) is connected to the frame (2A-2B) so as to tilt together with the frame (2A-2B).

10. The motor vehicle (1) according to any one of claims 1 to 3, wherein, When the motor vehicle (1) is in a vertical position, the height (H3) of the front fairing (50) above the ground is less than the height (H4) of the top of the handlebars (66) of the motor vehicle (1) above the ground, wherein the heights (H3, H4) are taken into account based on the support plane (PO) of the motor vehicle (1).

11. The motor vehicle (1) according to any one of claims 1 to 3, wherein, The front fairing (50) includes a housing (5) for containing an object.

12. The motor vehicle (1) according to any one of claims 1 to 3, wherein, The distance between the front fairing (50) and the front wheels (4, 4') depends entirely on the travel allowed by the suspension assembly (71, 72).

13. The motor vehicle (1) according to claim 11, wherein, The object is a helmet (58).

Images