A tilting motorcycle
Patent Information
- Authority / Receiving Office
- EP · EP
- Patent Type
- Applications
- Current Assignee / Owner
- Filing Date
- 2024-05-23
- Publication Date
- 2026-04-08
AI Technical Summary
Three-wheeled tilting motorcycles experience increased aerodynamic resistance due to their wider front end, which affects their forward travel efficiency compared to traditional two-wheeled motorcycles.
The implementation of a tilting motorcycle design featuring a four-bar linkage device connecting steered front wheels to the frame, along with a shield and deflectors positioned behind the wheels, which channels air flow to reduce aerodynamic drag by directing air pressure from the front surface laterally along the sides of the motorcycle.
This design effectively reduces aerodynamic resistance by minimizing flow vorticity and turbulence, enhancing the motorcycle's forward movement efficiency.
Smart Images
Figure IB2024055036_05122024_PF_FP_ABST
Abstract
Description
A TILTING MOTORCYCLEDESCRIPTIONTECHNICAL FIELD
[0001] The present invention relates to the field of tilting motorcycles, i.e., tilting motorcycles with a ride-on saddle, with at least one rear driving wheel and two tilting as well as steered front wheels.BACKGROUND ART
[0002] In the field of motor vehicles, there is a growing offer of vehicles which combine the features of two-wheeled vehicles with a saddle (motorcycles and scooters, for example) in terms of handling, with the stability of four-wheeled vehicles. These vehicles include three-wheeled motorcycles provided with two steered front wheels and a rear driving wheel, and four-wheeled motorcycles, typically called QUADs.
[0003] In more detail, the three-wheeled motor vehicles mentioned above are provided with two steered front wheels, i.e., adapted to steer the vehicle controlled by the driver by means of the handlebar, and rolling, i.e., tilting or tiltable laterally with a rolling movement. The rolling movement is a tilting movement around an axis substantially oriented in the direction of forward movement. The three-wheeled vehicles further comprise a rear driving wheel, mechanically connected to the motor and having the purpose of providing the driving torque and therefore allowing traction, while the paired front wheels have the purpose of providing the directionality of the vehicle.
[0004] The paired front wheels, in addition to the steering movement, are provided with a tilting movement and are connected to the vehicle frame by means of shockabsorbing suspensions, which allow a springing movement. Thanks to the use of two paired front wheels, a tilting vehicle has, relative to a motor vehicle with a single front wheel, greater stability ensured by the double support of the pair of front wheels on the ground, similar to that provided by a car.
[0005] The front wheels are connected to each other by means of kinematic mechanisms which ensure the wheels themselves can tilt and steer substantiallysynchronously, for example by means of the interposition of one or two four-bar linkages connecting the front wheels to a front-end frame. Such motor vehicles are also frequently provided with two independent shock-absorbing suspensions, one for each front driving wheel. Each suspension is equipped with an elastic element (spring) and a viscous element (shock absorber).
[0006] Three-wheeled tilting motor vehicles (motorcycles) have numerous advantages compared to more traditional two-wheeled motorcycles, but they also have some drawbacks. In particular, the greater width of the motorcycle in the front area determines greater resistance to forward travel, relative to a traditional motorcycle with a single steered front wheel.
[0007] It would therefore be desirable to adopt measures aimed at reducing the aerodynamic resistance of three-wheeled motorcycles, i.e., adapted to reduce what is known as the aerodynamic drag coefficient.SUMMARY
[0008] Substantially, according to the invention, a tilting motorcycle with saddle is provided, comprising a frame with a saddle, at least one rear driving wheel and two steered front wheels. The motorcycle further comprises a tilting four-bar linkage device, which connects the left steered front wheel and the right steered front wheel to the frame, allowing said wheels to perform steering movements controlled by a steering system connected to the steered front wheels, as well as a tilting movement. The motorcycle further comprises a shield positioned behind the left steered front wheel, the right steered front wheel and the four-bar linkage device, relative to the direction of forward movement of the motorcycle. To improve the aerodynamic drag coefficient, a left deflector along a left edge of the shield and a right deflector along a right edge of the shield are applied to the shield. Each deflector forms, with the shield, a channel for conveying air from a front area of the shield towards the respective left and right sides of the motorcycle.
[0009] The channel is formed between the shield and the respective deflector.
[0010] In practice, the two deflectors placed behind the steered front wheels ensure that the flow of air generated by the forward movement of the motorcycle due to theeffect of the overpressure on the front surface of the shield is directed along the sides of the motorcycle, reducing the flow vorticity and thus reducing the aerodynamic resistance to forward movement. In practice, the flow of air is channelled between the shield and each deflector.
[0011] Further features and embodiments are described below and defined in the attached claims.BRIEF DESCRIPTION OF THE DRAWINGS
[0012] The invention will be better understood by following the description and the attached drawings, which illustrate exemplary and non-limiting embodiments of the invention. More in particular, in the drawings:Fig.l is a lateral view of a motorcycle according to the invention in an embodiment;Fig.2 is a local section along the line II-II of Fig.l;Fig.2A is an enlargement of a portion of Fig.2;Fig.3 is a front view according to III-III of Fig.1;Fig.4 is a front view similar to the view of Fig.3, but with the fairing (including the shield) removed;Fig.5 is a front view of a motorcycle in a second embodiment, from which the steered front wheels have been removed;Fig.6 is a front view of the motorcycle of Fig.5, with the fairing (including the shield) removed;Fig.7 is a front view similar to Fig.6, from which the steered front wheels have been further removed; andFig.8 is a lateral view of the motorcycle of Figs. 5 to 7 with the fairing removed.DETAILED DESCRIPTION
[0013] A first embodiment of a motorcycle according to the invention is illustrated in Figs. 1 to 4. The motorcycle is indicated overall with 1.
[0014] The motorcycle comprises a frame 3, a saddle 4 mounted on the frame 3, a rear driving wheel 5 and a pair of steered front wheels indicated with 7.1 (left steered front wheel) and with 7.2 (right steered front wheel).
[0015] “Right” and “left” indicate the sides of the motorcycle that are to the right and left of the driver when he / she is riding the motorcycle in the driving position. In the attached figures, the arrows L and R indicate the left and right sides of the motorcycle, respectively. F indicates the direction of forward movement (travel direction) and B indicates the direction opposite that of forward movement. U and D indicate the upwards direction and the downwards direction of the motorcycle 1.
[0016] The motorcycle 1 comprises a steering system 9 for controlling the rotation movement of the steered wheels 7.1, 7.2 around respective steering axes Al and A2 (Fig.4). The rotation movement of the steering system 9 is transmitted by means of a steering column 11 to which a tilting four-bar linkage device, indicated as a whole with 13, is connected. In the illustrated embodiment, the four-bar linkage device 13 comprises a single four-bar linkage with a left strut 13.1, a right strut 13.2, an upper cross member 13.3 and a lower cross member 13.4. (Fig.4). The cross members 13.3, 13.4 are hinged to the frame of the motorcycle 1 at a midpoint of each cross member. The hinge point of the upper cross member 13.3 is indicated with 13.5, while the hinge point of the lower cross member 13.4 is not visible in Fig.4 and is located behind a tilting locking device, indicated overall with 15.
[0017] In other embodiments the four-bar linkage device can be configured differently and / or positioned differently. For example, while in Figs. 1 to 4 the four-bar linkage device 13 is placed fully above the steered front wheels 7.1, 7.2, i.e., at a level higher than the highest point of the steered front wheels 7.1, 7.2, relative to the support point on the ground, in other embodiments the four-bar linkage device can be housed between the steered front wheels 7.1, 7.2, i.e., it can be at least partly contained in a cylindrical volume enveloping the two steered front wheels.
[0018] Furthermore, instead of a single four-bar linkage, the tilting four-bar linkage device can comprise two four-bar linkages, one for each steered front wheel 7.1, 7.2.
[0019] In the illustrated embodiment, the rotation movement of the steered front wheels 7.1, 7.2 about the steering axes Al, A2 is transmitted from the steering column 11 to a left support arm 16.1 of the left steered front wheel 7.1 and to a right support arm 16.2 of the right steered front wheel 7.2 by means of a steering rod 18. 17.1 and 17.2 indicate the suspensions of the left steered front wheel 7.1 and of the right steeredfront wheel 7.2, respectively. Each suspension 17.1, 17.2 comprises a shock absorber (viscous element) 21.1, 21.2 and a spring (elastic element) 19.1, 19.2.
[0020] The motorcycle 1 comprises a front shield 31 constrained to the frame (Fig.3). The shield 31 is placed (with respect to the direction of forward movement, i.e., the travel direction F of the motorcycle 19) behind the steered front wheels 7.1 and 7.2. The shield is therefore "front" relative to the driver, but "rear" relative to the steered front wheels 7.1, 7.2. The shield 31 is removed in Fig.4 and is visible in particular in Figs. 2, 2A and 3. In the present description and in the attached claims, shield or front shield is intended as that part of the motorcycle fairing which is located (relative to the travel direction F) behind the steered front wheels 7.1, 7.2, and not the part of the fairing extending laterally to the motorcycle or in front of the steered front wheels 7.1, 7.2.
[0021] The shield 31 comprises a left lateral edge 33.1 and a right lateral edge 33.2 (Fig-2).
[0022] Characteristically, a left deflector 35.1 is applied along a portion of the left lateral edge 33.1 of the shield 31. A right deflector 35.2 is applied along a portion of the right lateral edge 33.2 of the shield 31. The left deflector 35.1 and the right deflector 35.2 are symmetrical to one another (with respect to a median plane M-M of the motorcycle with saddle, see Fig.2). In the following, reference will therefore also be made to a single deflector indicated generically with 35, indifferently intended as one or the other of the two right 35.2 and left 35.1 deflectors.
[0023] As can be seen in particular in Figs. 2 and 2A, each deflector 35 consists, in the illustrated embodiment, of a curved laminar component, i.e., a shaped sheet or wing. The sheet extends from a leading edge 37, positioned in front of a front surface of the shield 31 with respect to the direction of forward movement F of the motorcycle 1, to a trailing edge 39, positioned at the side of the motorcycle 1 and behind the front surface of the shield 31 with respect to the direction of forward movement F of the motorcycle 1. In practice, therefore, each deflector 35 extends around the respective lateral edge 33.1, 33.2 of the shield 31 and at a distance therefrom.
[0024] Thereby, a respective flow channel, or air conveyance channel, indicated with Cl and C2, is formed between the lateral edge 33.1, 33.2 of the shield 31 and therespective deflector 35.1, 35.2. During travel, the movement of the motorcycle 1 generates an overpressure of air on the front surface of the shield 31. The overpressure generates an air flow FA along the front surface of the shield 31 oriented towards the two lateral edges 33.1 and 33.2 of the shield itself. The presence of the two lateral deflectors 33.1, 33.2 causes the air flow FA to be channelled into the flow channels Cl and C2 formed between each lateral edge 33.1, 33.2 of the shield 31 and the respective deflector 35.1, 35.2. The air flow FA is then conveyed to the side of the motorcycle 1 with a main speed component parallel to the direction of motion of the motorcycle 1. This reduces the turbulence generated by the shield 31 and thus reduces the drag coefficient of the vehicle.
[0025] Each of the sheets or wings forming the right deflector 35.2 and the left deflector 35.1 can be constrained to the shield 31 by means of spacers 36 (see Fig.2A), which can have an aerodynamic shape, for example, an aerofoil section, with straight profile chord, so as not to generate lift.
[0026] As can be seen in the attached drawings, in a plan view (Fig.2) the left deflector 35.1 is located, at least in part, behind the left steered front wheel 7.1 with respect to the direction of forward movement F of the motorcycle. Similarly, the right deflector 35.2 is located, at least in part, behind the right steered front wheel 7.2.
[0027] Furthermore, again in a plan view (see Fig.2) and in a lateral view (see Fig.1 or Fig.8) the left deflector 35.1 is located (with respect to the direction of forward movement, i.e. the travel direction F of the motorcycle 1) at least in part in a rearward position with respect to the suspension 17.1 of the left steered front wheel 7.1. Similarly, the right deflector 7.2 is, at least in part, located in a rearward position with respect to the suspension 17.2 of the right steered front wheel 7.2, in the direction of forward movement, i.e., in the travel direction of the motorcycle. Similarly, in the same plan view the two deflectors 35.1 and 35.2 are located, at least in part, in a more rearward position with respect to the tilting four-bar linkage device 13, in the direction of forward movement F of the motorcycle.
[0028] In some embodiments, in a front view of the motorcycle 1 (see Fig.3) the left deflector 35.1 is partly visible above the left steered front wheel 7.1 and the right deflector 35.2 is partly visible above the right steered front wheel 7.2. In other words,each deflector 35.1, 35.2 extends upwards beyond the highest point of the respective steered front wheel, i.e., it is located at a height greater than the diameter of the steered front wheel. In detail, each deflector 35.1, 35.2 comprises an upper end, in the direction U, extending above the dimension of the respective steered front wheel 7.1, 7.2. At the same time, the upper end remains below the portion of the front fairing CF defining the wheel arch of each front wheel.
[0029] In the embodiment illustrated in Figs. 1 to 4, each deflector 35 extends for approximately half of the extension in the top-bottom direction of the corresponding lateral edge of the shield 31.
[0030] In other embodiments the deflectors can have a greater extension in the topbottom direction. An example is shown in Figs. 5 to 8, where equal numbers indicate parts or elements of the motorcycle which are equal or equivalent to those illustrated in Figs. 1 to 4 and which will not be described in detail again. The main difference between the embodiment of Figs. 1 to 4 and the embodiment of Figs. 5 to 8 consists in the fact that in the latter, the lateral deflectors 35.1, 35.2 extend from a higher level, substantially equal to that of Figs. 1 to 4 (at about the height of the lower cross member 13.4 of the four-bar linkage 13), up to a lower level than that of the deflector of Figs. 1 to 4. In Figs. 5 to 8 the deflectors extend almost up to the level at which the rotation axis of the steered front wheels 7.1, 7.2 is located. In practice in this embodiment, each deflector extends for most, i.e., for more than half, of the vertical extension of the lateral edges of the shield 31.
[0031] In both embodiments, the left deflector 35.1 and the right deflector 35.2 are arranged spaced apart from the shield 31, respectively around the left lateral edge 33.1 and the right lateral edge 33.2 of the shield. In this way, between the shield 31 and each of the deflectors 35.1,35.2, a respective channel is defined so as to collect air which tends to accumulate on the front surface of the shield 31 and divert it laterally and towards the rear onto the sides of the shield 31 and of the motorcycle 1.
[0032] The inlet of the air channel thus defined is at least partly directed and faces towards the center plane of the motorcycle 1, i.e. towards an area between the front wheels 7.1,7.2 and arranged behind them and in front of the front surface of the shield 31. The outlet of the air channel is directed at least in part towards the rear of themotorcycle 1, so as to graze the sides of the shield 31.
[0033] The deflectors 35.1,35.2 are therefore shaped to facilitate the flow of air from an area of overpressure that is created on the front of the shield 31, due to the advancement of the motorcycle 1, to an area of less pressure placed on the sides of the shield 31.
Claims
CLAIMS1. A tilting motorcycle (1), comprising:- a frame (3);- a saddle (4) constrained to the frame (3);- at least one rear driving wheel (5);- a left steered front wheel (7.1) and a right steered front wheel (7.2);- a tilting four-bar linkage device (13), which connects the left steered front wheel (7.1) and the right steered front wheel (7.2) to the frame (3);- a steering system (9) connected to the left steered front wheel (7.1) and to the right steered front wheel (7.2);- a shield (31) positioned behind the left steered front wheel (7.1), the right steered front wheel (7.2) and the four-bar linkage device (13), with respect to the direction of forward movement of the motorcycle; wherein the shield (31) is provided with a left deflector (35.1) along a left edge (33.1) of the shield (31) and with a right deflector (35.2) along a right edge (33.2) of the shield (31); wherein the left deflector (35.1) forms with the shield (31) a channel (Cl) for conveying air from a front area of the shield (31) toward a left side of the motorcycle (1); and wherein the right deflector (35.2) forms with the shield (31) a channel (C2) for conveying air from the front area of the shield (31) toward a right side of the motorcycle (1).
2. The motorcycle (1) of claim 1, wherein the channel (Cl) for conveying air from the front area of the shield (31) towards the left side of the motorcycle (1) is formed between the shield (31) and the left deflector (35.2); and wherein the channel (C2) for conveying air from the front area of the shield (31) towards the right side of the motorcycle (1) is formed between the shield (31) and the right deflector (35.2).
3. The motorcycle (1) of claim 1 or 2, wherein in a plan view the left deflector (35.1) is located, at least in part, behind the left steered front wheel (7.1), with respect to the direction of forward movement (F) of the motorcycle, and the right deflector (35.2) is located, at least in part, behind the right steered front wheel (7.2), with respect to the direction of forward movement of the motorcycle.
4. The motorcycle (1) of claim 1 or 2 or 3, wherein in a plan view theleft deflector (35.1) is located, at least in part, in a more rearward position with respect to a suspension (17.1) of the left steered front wheel (7.1) and the right deflector (35.2) is located, at least in part, in a more rearward position with respect to a suspension(17.2) of the right steered front wheel (7.2), in the direction of forward movement (F) of the motorcycle.
5. The motorcycle (1) of any one of the preceding claims, wherein in a plan view the left deflector (35.1) and the right deflector (35.2) are located, at least in part, in a more rearward position with respect to the tilting four-bar linkage device (13), in the direction of forward movement (F) of the motorcycle.
6. The motorcycle (1) of any one of the preceding claims, wherein in a front view of the motorcycle the left deflector (35.1) is located, at least in part, behind the left steered front wheel (7.1) and the right deflector (35.2) is located, at least in part, behind the right steered front wheel (7.2).
7. The motorcycle (1) of claim 6, wherein in a front view of the motorcycle the left deflector (35.1) is partly visible above the left steered front wheel (7.1) and the right deflector (35.2) is partly visible above the right steered front wheel (7.2).
8. The motorcycle (1) of any one of the preceding claims, wherein in a side view the left deflector (35.1) is located, at least in part, in a more rearward position than the suspension (17.1) of the left steered front wheel (7.1), and the right deflector(35.2) is located, at least in part, in a more rearward than the suspension of the right steered front wheel (7.2), in the direction of forward movement (F) of the motorcycle.
9. The motorcycle (1) of any one of the preceding claims, wherein in a side view the left deflector (35.1) and the right deflector (35.2) are located, at least in part, in a more rearward position than the tilting four-bar linkage device (13), in the direction of forward movement (F) of the motorcycle.
10. The motorcycle (1) of any one of the preceding claims, wherein each of said left deflector (35.1) and right deflector (35.2) comprises a shaped sheet extending from a leading edge (37), positioned in front of a front surface of the shield (31) relative to the direction of forward movement (F) of the motorcycle, to a trailing edge (39), positioned at the side of the motorcycle (1) and behind the front surface of theshield (31) relative to the direction of forward movement of the motorcycle; each deflector extending around and along a respective lateral edge (33.1, 33.2) of the shield (31) and at a distance therefrom.
11. The motorcycle (1) of claim 10, wherein the sheet of each said left deflector (35.1) and right deflector (35.2) is connected to the shield through spacers(36).
12. The motorcycle (1) of claim 11, wherein each spacer is structured to comprise a cross section having the form of an aerofoil extending from a leading edge to a trailing edge along the channel for conveying air in the direction of air flow.
13. The motorcycle of any one of the preceding claims, wherein the left deflector (35.1) extends along most of the left lateral edge (33.1) of the shield (31) and the right deflector (35.2) extends along most of the right lateral edge (33.2) of the shield (11).