WO2017194688A1

WO2017194688A1 - Leaning vehicle

Info

Publication number: WO2017194688A1
Application number: PCT/EP2017/061366
Authority: WO
Inventors: Geir Brudeli
Original assignee: Brudeli Tech Holding As
Priority date: 2016-05-13
Filing date: 2017-05-11
Publication date: 2017-11-16

Abstract

The present invention provides a leaning vehicle comprising a leaning frame (1), a suspension connecting element (3), a rear suspension assembly (4) and a front suspension assembly (2); the leaning frame (1) comprises a hand steering element (6), which is operatively connected to the front suspension assembly (2) via a steering system (37,38), and is pivotally connected to the suspension connecting element (3), such that the leaning frame may tilt in a sideways direction relative to the suspension connecting element; the rear suspension assembly (4) comprises at least one rear ground engaging member (23); the front suspension assembly (2) comprises two ground engaging members (13) and at least one shock absorber (20), and is operationally connected to the leaning frame (1) such that the ground engaging members (13) of the front suspension assembly will tilt in the same direction as the leaning frame; and wherein the leaning vehicle further comprises a tilt control assembly (39), and a power steering assembly (43); the tilt control assembly (39) is operationally connected to the leaning frame (1) and the suspension connecting element (3) and is arranged to prevent the leaning frame (1) from pivoting beyond a set pivot angle (PV) relative the suspension connecting element (3), the tilt control assembly induces a leaning-torque on the suspension connecting element (3) when the leaning frame is at the set pivot angle; and the power steering assembly (43) is operationally connected to the steering system (37,38) and is arranged to apply a steering-torque to the steering system, the steering-torque is controlled by a steering -torque control signal for at least partially compensating the effect the leaning-torque has on the steering system.

Description

Leaning vehicle Field of the invention

The present invention relates to the field of leaning vehicles, and in particular to motorized leaning vehicles.

Background

Leaning vehicles (also known as tilting vehicles) having 3 or 4 wheels are well known. A common feature of such vehicles is the presence of two front wheels connected such that both front wheels lean in the same direction when the leaning vehicle is tilted in a sideways direction. Leaning vehicles have a number of advantages in that two front wheels increase the braking efficiency, i.e. reduced stopping length, and further in that the risk of front wheel slip is substantially reduced. The latter is a common cause of motorcycle/scooter accidents.

To offer increased safety and control in such vehicles one of the solutions is to provide a counter-torque in the leaning part of the suspension. This counter-torque has a main function of supporting the vehicle to maintain the normal balance.

For motorcycles, the loss of balance in a sideways direction may occur in two different situations:

· Lowside fall, where the motorcycle typically falls to the inside of the curve.

The normal cause is that one of the wheels have lost the traction to the ground and that leaning angle becomes so large that a part of the main body of the motorcycle touches ground and that this further reduce traction so that the rider totally loses control of the motorcycle.

· Highside fall where the motorcycle falls typically to the outside of the curve.

The normal cause is that one of the wheels has lost traction (i.e. almost causing a lowside fall) and the traction is suddenly gained so that the bike flips around and falls to the outside of the curve. This sudden gained traction would normally come from a sudden reduced throttle opening by the rider. As is clear from the above, the safe handling of lowside fall situations would also lead to fewer highside situations.

Known systems for preventing lowside fall situations in leaning vehicles have a mechanical lean stop where leaning movement are blocked just before any part of the main chassis/body (i.e. foot pegs, exhaust pipes, engine etc.) of the leaning vehicle are touching ground. Such systems have not gained popularity because the mechanical lean stop changes the feedback in the steering mechanism/system when the leaning movement is blocked. The changed feedback in the steering system may be explained by considering a bicycle/motorcycle where you can ride with no hands on the handle bar by just balancing the bike, i.e. acting as a leaning vehicle before the mechanical lean stop is reached. By leaning the bike to the right, the bike will also turn to the right. A car will on the other hand always try to go straight forward and in a turn you will always need to hold the steering wheel with a torque to avoid the car to go straight forward in a turn. Very simplified you may say that when a leaning vehicle having 3 or 4 wheels hits a mechanical lean stop the steering of the leaning vehicle will shift from acting as a bike to acting as a car. The disadvantages of the known mechanical lean stops are that the introduction of torque in the leaning system occurs very sudden and that it substantially changes the steering behavior of the leaning vehicle away from what would normally be expected as a motorcycle-like behavior.

The goal of the present invention is to provide a leaning vehicle, wherein the occurrence of lowside fall situations are prevented while at least some of the disadvantages of the prior art solutions are avoided or alleviated.

Summary of the invention

The present invention is defined by the attached claims and in the following:

In one embodiment, the present invention provides a leaning vehicle comprising a leaning frame, a suspension connecting element, a rear suspension assembly and a front suspension assembly; the leaning frame comprises a hand steering element, which is operatively connected to the front suspension assembly via a steering system, and is pivotally connected to the suspension connecting element, such that the leaning frame may tilt/pivot in a sideways direction relative to the suspension connecting element;

- the rear suspension assembly comprises at least one rear ground engaging member;

- the front suspension assembly comprises two ground engaging members and at least one shock absorber, and is operationally connected to the leaning frame such that the ground engaging members of the front suspension assembly will tilt in the same direction as the leaning frame; and wherein the leaning vehicle further comprises a tilt control assembly and a power steering assembly;

- the tilt control assembly is operationally connected to the leaning frame and the suspension connecting element and is arranged to prevent the leaning frame from pivoting beyond a set pivot angle relative the suspension connecting element, the tilt control assembly induces a leaning-torque on the suspension connecting element when the leaning frame is at the set pivot angle; and

the power steering assembly is operationally connected to the steering system and is arranged to apply a steering-torque to the steering system, the steering-torque is controlled by a steering-torque control signal for at least partially compensating the effect the leaning-torque has on the steering system.

The effect of the leaning-torque on the steering system is that the force needed to turn the handle bar is noticeably increased.

In an embodiment of the leaning vehicle, the steering-torque control signal is obtained from a measured torque in the suspension connecting element, a calculated torque in an actuator in the tilt control assembly, a calculated torque obtained from measurements from devices such as accelerometer(s) and gyro(s), and/or a calculated torque obtained from measurements of vehicle velocity/wheel speed, steering angle and lean angle, or any combinations thereof.

In an embodiment of the leaning vehicle the steering-torque control signal will ensure an increased steering torque to the right when the tilt control assembly prevents the leaning frame from tilting further to the right and an increased steering torque to the left when the tilt control assembly prevents the leaning frame from tilting further to the left. The right/left direction is from a driver's perspective.

In an embodiment of the leaning vehicle, the tilt control assembly is arranged to provide an increasing counter-torque to the leaning frame when the leaning frame approaches the set pivot angle, the counter-torque has a direction opposite the leaning-torque. In other words, the leaning frame encounters an increased resistance against the pivot motion when approaching the set pivot angle.

In an embodiment of the leaning vehicle, the tilt control assembly is arranged to provide a maximum counter-torque to the leaning frame when the leaning frame tilts at the set pivot angle.

In an embodiment of the leaning vehicle, the power steering assembly is operatively connected to a steering column of the steering system.

In an embodiment of the leaning vehicle, the tilt control assembly comprises a first tilt controlling element arranged on the suspension connecting element and a cooperating second tilt controlling element arranged on the leaning frame, such that the leaning frame is prevented from pivoting beyond a set pivot angle relative the suspension connecting element. The first tilt controlling element is preferably rigidly fixed to the suspension connecting element, and the second tilt controlling element is preferably rigidly fixed to the leaning frame. In an embodiment of the leaning vehicle, the first or the second tilt controlling element comprises a hydraulic or electric actuator arranged to continuously interact with a cooperating element on the second or the first tilt controlling element, respectively. In one embodiment, the hydraulic or electric actuator is arranged to continuously interact with the cooperating element.

In an embodiment of the leaning vehicle, the first or the second tilt controlling element comprises a projection arranged to interact with a cooperating stopping element on the second or the first tilt controlling element, respectively, when the leaning frame is at the set pivot angle.

In an embodiment of the leaning vehicle, the power steering assembly comprises a hydraulic and/or electric actuator.

In an embodiment of the leaning vehicle, the suspension connecting element comprises a shock tower to which one end of the shock absorber is pivotally connected. In an embodiment of the leaning vehicle, the shock tower comprises the first tilt controlling element.

In an embodiment of the leaning vehicle, the front suspension assembly comprises at least one lower suspension arm, at least one upper suspension arm and at least one shock absorber, wherein the at least one upper suspension arm is pivotally connected to the leaning frame.

In an embodiment of the leaning vehicle, the front suspension assembly comprises a front left suspension assembly and a front right suspension assembly, and each of the front left suspension assembly and the front right suspension assembly comprises: one of the ground engaging members; one lower suspension arm and one upper suspension arm, each suspension arm comprises a first end and a second end, the second end pivotally connected to the ground engaging member; the first end of the upper suspension arm is pivotally connected to the leaning frame; and one shock absorber operatively connected to the suspension connecting element and the lower or upper suspension arm.

In an embodiment of the leaning vehicle, the shock absorber has an upper end operatively connected to the suspension connecting element and a lower end connected to the lower or upper suspension arm.

In an embodiment of the leaning vehicle, the suspension connecting element comprises a shock tower wherein the upper end of the shock absorber is pivotally connected to an upper section of the shock tower. In an embodiment of the leaning vehicle, a lower end of the shock absorber is pivotally connected to the lower suspension arm.

In an embodiment of the leaning vehicle, the first end of the lower suspension arm is pivotally connected to the leaning frame or the suspension connecting element. In an embodiment, the leaning vehicle comprises a first and a second pivot coupling between the leaning frame and the suspension connecting element, preferably the first pivot coupling and the second pivot coupling are arranged on opposite sides of the suspension connecting element.

In an embodiment of the leaning vehicle, the lower and the upper suspension arms are A-arms, each A-arm having two first ends and a second end connected to one of the ground engaging members.

In an embodiment of the leaning vehicle, the ground engaging members of the front suspension assembly and the rear ground engaging member is at least one wheel, or the ground engaging member of the front suspension assembly is at least two skis, and the rear ground engaging member is a drive belt.

In one embodiment, the leaning vehicle comprises a motor operationally connected to the rear ground engaging element.

The term «leaning vehicle)), also known as «tilting vehicle)) is intended to mean a vehicle having a front suspension assembly which comprises two ground engaging members, wherein the front suspension assembly is connected to a frame such that the two ground engaging members will tilt in the same direction as the frame, when the frame is tilted, while keeping contact with the ground.

Short description of the drawings

Embodiments of the invention are described in detail by reference to the following drawings:

Fig. 1 is a perspective side view of a leaning vehicle according to the invention comprising a mechanical tilt control assembly and a power steering assembly.

Fig. 2 is a perspective front side view of the leaning vehicle in fig. 1.

Fig. 3 is a perspective side view of the leaning vehicle in figs. 1 and 2.

Fig. 4 is a perspective side view of the leaning vehicle in figs. 1-3.

Fig. 5 is a perspective side view of a leaning vehicle according to a second embodiment of the invention comprising an actuator driven tilt control assembly and a power steering assembly.

Fig. 6 is a perspective side view of the leaning vehicle in fig. 5, wherein the vehicle is tilted in a sideways direction. Fig. 7 is a perspective side view of the actuator driven tilt control assembly and the power steering assembly of the vehicle in figs. 5 and 6.

Fig. 8 is a diagram showing a linear relationship between the leaning-torque and the steering-torque.

Fig. 9 is a front view of a leaning vehicle according to a third embodiment of the invention.

Fig. 10 is a perspective front view of the leaning vehicle in fig. 9, wherein the vehicle is tilted in a sideways direction.

Fig. 1 1 is a perspective side view of the leaning vehicle in fig. 10.

Fig. 12 is a perspective side view of the leaning vehicle in fig. 1 1 , tilted in an opposite direction.

Fig. 13 is a perspective front view of a leaning vehicle according to a fourth embodiment of the invention.

Fig. 14 is a perspective side view of the leaning vehicle in fig. 13.

Fig. 15 is a perspective front view of the leaning vehicle in fig. 13, wherein the vehicle is tilted in a sideways direction.

Fig. 16 is a perspective side view of the leaning vehicle in fig. 15.

Fig. 17 is a perspective side view of the leaning vehicle in fig. 16, wherein the left front wheel is removed for illustrative purposes.

Detailed description of the invention

The present invention alleviates or minimizes the above-mentioned disadvantages of leaning vehicles having the prior art solutions for mechanical lean stops. The invention is described in detail by reference to leaning vehicles having specific front suspension assemblies and suspension connecting elements as described below. However, the invention is not restricted to any specific type of front suspension assembly or suspension connecting element, and based on the present disclosure a skilled person is considered capable of modifying other suspension designs, for example those disclosed in EP3002200A1 , US2012248717A1 ,

WO2010015986A1 or US20060255550, to obtain a vehicle according to the present invention without any inventive effort.

An embodiment of a leaning vehicle according to the invention is shown in fig. 1-3. The leaning vehicle comprises a leaning frame 1 having a handlebar 6 (i.e. a hand steering element). The leaning frame is operationally connected to a front left suspension assembly 2a and a front right suspension assembly 2b (or simply a front suspension assembly 2). The left or right is referring to the direction as seen from a drivers perspective. Each of the front left suspension assembly 2a and the front right suspension assembly 2b comprises a lower suspension arm 14, an upper suspension arm 15 and a wheel 13 (i.e. a ground engaging member, the left wheel 13 is removed for illustrative purposes), and are arranged such that both wheels will tilt in the same direction as the leaning frame 1 when said frame pivots or tilts in a sideways direction. Each of the lower and upper suspension arms 14, 15 have a first end 16, 17 pivotally connected to a leaning frame connecting assembly 35, and a second end 18, 19 pivotally connected to one of the front wheels 13 via a spindle 28 (also called an upright). The leaning frame is further pivotally connected to a suspension connecting element 3 comprising a shock tower 9 to which one end of each of the shock absorbers 20 are connected. In this particular embodiment, the other end of each shock absorber is further connected to one of the lower suspension arms 14. The leaning frame 1 is connected to a rear suspension assembly 4 comprising a rear wheel 23 (i.e. a rear ground engaging element), such that the leaning frame, the two front wheels 13 and the rear suspension assembly 4 may move in a sideways direction independent of the suspension connecting element 3.

The leaning vehicle has a mechanical lean stop 39 (i.e. a tilt control assembly) to prevent the leaning frame 1 from tilting too far in a sideways direction, that is, preventing the leaning frame 1 from pivoting beyond or more than a set pivot angle (PV) relative the suspension connecting element 3 (or relative the neutral position in which the leaning vehicle is vertical, i.e. the leaning frame and front suspension assembly is not tilted relative the suspension connecting element 3). The

mechanical lean stop comprises a projection 40, such as a rib or knob (i.e. a second tilt controlling element) connected to the leaning frame 1 and a cooperating stopping element 41 (i.e. a first tilt controlling element) arranged on (or rigidly connected to) the suspension connecting element 3. The stopping element 41 features a set of stoppers 42 which interact with the projection 40 when the leaning frame is at the set pivot angle and prevents the leaning frame from tilting further away from the vertical plane, see fig. 2. When at the set pivot angle, the leaning vehicle will no longer be able to turn further by leaning the vehicle. So, to obtain an even tighter turn, or to counter steer as in a powerslide/drift, the driver must turn the handle bar 6 in the desired direction.

However, due to the leaning-torque, i.e. the torque induced on the suspension connecting element 3 by the leaning frame 1 when the leaning frame is prevented from leaning/tilting further due to the mechanical lean stop, there is also induced a counterforce acting on the front wheels. The counterforce will try to steer the leaning vehicle in a more straightforward direction than the direction which is a result of the leaning angle where gravity and centrifugal forces are in balance. The effect of the leaning-torque is consequently that the force needed to turn the handle bar is noticeably increased the moment the mechanical lean stop kicks in. To achieve a smooth transition in the steering response of the vehicle when reaching the set pivot angle, a steering servo 43 (i.e. a power steering assembly) is arranged on the steering column 38 of the leaning vehicle. The steering servo provides a steering-torque to the steering system to counteract the above-mentioned effect of the leaning-torque and consequently the counterforce. The direction and amount of steering-torque is controlled by a steering -torque control signal. The steering -torque control signal may be obtained directly from the following measurements or any combination thereof, or indirectly via a control algorithm wherein the input may be any of the following measurements or any combination thereof:

a measured torque in the suspension connecting element;

a calculated torque in a hydraulic and/or electric actuator of the tilt control assembly as described below;

- measurements from devices such as accelerator(s) and gyro(s); and

a calculated torque obtained from measurements of vehicle velocity/wheel speed, steering angle and lean angle. The steering-torque control signal may provide a linear relationship between the leaning-torque and the steering-torque as illustrated in fig. 8. However, a non-linear relationship may be preferred in some instances.

The steering-torque control signal will ensure an increased steering torque to the right (i.e. in the clockwise direction) when the tilt control assembly prevents the leaning frame from tilting further to the right and an increased steering torque to the left (in the counterclockwise direction) when the tilt control assembly prevents the leaning frame from tilting further to the left.

A more even/smoother mechanical lean stop may also be obtained by for instance use of spring loaded stoppers on the stopping element providing an increased resistance as the leaning frame approaches the set pivot angle.

For illustrative purposes, the vehicle in figs. 1-3 is shown without the tie rods 37 connecting the steering column 38 to the wheels of the front suspension assembly, see fig. 4 for a complete steering system.

A further leaning vehicle according to the invention is shown in figs. 5-7. The main features are similar or identical to the embodiment in figs. 1 -4, and are numbered accordingly. However, instead of a mechanical lean stop, the vehicle in figs. 4-6 features an actuator driven/controlled lean stop comprising an electrically driven or controlled actuator 44 connected to the leaning frame 1 , and a cooperating stopping element 45 connected to the suspension connecting element 3. In this embodiment, the actuator features a drive wheel 46 or drive shaft interacting with the stopping element. Both the drive wheel and the stopping element is illustrated having substantially even interacting surfaces providing sufficient friction there between to allow control of the maximum tilt (i.e. the set pivot angle) of the leaning frame. In other embodiments, the drive wheel may for instance be a gear wheel interacting with a toothed surface on the stopping element. The actuator may be controlled such that an even lean stop is obtained by providing a gradually increased resistance before the leaning frame reaches the set pivot angle. A more even (or less abrupt) lean stop provides a smoother transition in the steering response of the vehicle compared to the mechanical lean stop of figs. 1-4. The same effect on the steering response, as described in connection with the mechanical lean stop, will occur when the actuator fully or partially controls the lean stop.

In alternative embodiments (not shown) the rear suspension assembly may be connected to the suspension connecting element 3 instead of the leaning frame 1. In such embodiments, the rear wheel 23 will not tilt/lean together with the leaning frame and the front suspension assembly, but remain substantially vertical.

A third embodiment of the invention is illustrated in figs. 9-12. The main

differentiating feature of the third embodiment, compared to the embodiments described above, is the design of the suspension connecting element. In the embodiments of figs. 1 -7, the suspension connecting element 3 comprises a shock tower 9, while the suspension connecting element of the third embodiment comprises a shock connecting beam 47. When the leaning vehicle is in a neutral position, i.e. not tilting, the shock connecting beam 47 is horizontal. The beam is pivotally connected to the two shock absorbers 20 at opposite ends 48,49 of said beam, and pivotally connected at its center point to the electronic tilt actuator 50 (i.e. a tilt control assembly 39). The electronic tilt actuator pivotably connects the shock connecting beam 47 to the leaning frame, such that the leaning frame may tilt/pivot in a sideways direction relative to the shock connecting beam.

When the leaning frame or vehicle is tilted, see figs. 10-12, the shock connecting beam 47 is tilted in a sideways direction relative to the leaning frame, such that the beam pivots relative to the leaning frame around the point at which the leaning frame is pivotably connected to the shock connecting beam. Consequently, the electronic tilt actuator provides an actuator driven/controlled lean stop as described for the embodiment in figs. 5-7.

Apart from the design of the suspension connecting element, the features and function of the leaning vehicle of the third embodiment are the same as described for the embodiments disclosed above, including the presence of a steering servo 43 for compensating at least parts of the effect of the leaning torque.

A fourth embodiment of the invention is illustrated in figs. 13-17. As opposed to the previously described embodiments, the illustrated vehicle is not based on a front suspension assembly comprising lower and upper A-arms (see fig. 1 , 14,15). In this embodiment, the suspension assembly is made up of two front wheels 13, each wheel connected to a shock absorber 20 via a hub element 51. An upper end 52 of each shock absorber is further connected to a suspension connecting element 3 comprising two vertical shock connecting beams 53 pivotably interconnected by an upper suspension connecting beam 54 and a lower suspension connecting beam 55. An upper section of the shock connecting beams and the suspension connecting beams form a parallelogram. The function and design of a suitable suspension assembly and suspension connecting element is disclosed in European patent application EP 3002200 Al , the content of said application relating to the suspension assembly and the suspension connecting element is incorporated herein by reference.

Contrary to the prior art vehicle disclosed in EP 3002200 Al , in the fourth embodiment a front section 56 of the leaning frame 1 is pivotably connected to the lower suspension connecting beam 55 via an electronic tilt actuator 50.

When the leaning frame or vehicle is tilted, see figs. 15-17, the lower suspension connecting beam 55 is tilted in a sideways direction relative to the leaning frame, such that the beam pivots relative to the leaning frame around the point at which the leaning frame is pivotably connected to the lower suspension connecting beam. The electronic tilt actuator provides an actuator driven/controlled lean stop as described for the embodiment in figs. 5-7.

As described for the embodiments of figs. 1-7, the effect of the leaning torque induced by the electronic tilt actuator is at least partly compensated by the steering servo 43 connected to the steering column 38.

In further embodiments, the electronic tilt actuator 50 may be replaced by any type of suitable actuators, for instance spring-loaded or hydraulic actuators.

The same reference numbers are used in all disclosed embodiments when referring to identical or substantially equal features.

Claims

1. A leaning vehicle comprising a leaning frame (1), a suspension connecting element (3), a rear suspension assembly (4) and a front suspension assembly

(2);

the leaning frame (1) comprises a hand steering element (6), which is operatively connected to the front suspension assembly (2) via a steering system (37,38), and is pivotally connected to the suspension connecting element (3), such that the leaning frame may tilt in a sideways direction relative to the suspension connecting element;

- the rear suspension assembly (4) comprises at least one rear ground

engaging member (23);

- the front suspension assembly (2) comprises two ground engaging

members (13) and at least one shock absorber (20), and is operationally connected to the leaning frame (1) such that the ground engaging members (13) of the front suspension assembly will tilt in the same direction as the leaning frame;

and wherein the leaning vehicle further comprises a tilt control assembly (39), and a power steering assembly (43);

the tilt control assembly (39) is operationally connected to the leaning frame (1) and the suspension connecting element (3) and is arranged to prevent the leaning frame (1) from pivoting beyond a set pivot angle (PV) relative the suspension connecting element (3), the tilt control assembly induces a leaning-torque on the suspension connecting element (3) when the leaning frame is at the set pivot angle; and

the power steering assembly (43) is operationally connected to the steering system (37,38) and is arranged to apply a steering-torque to the steering system, the steering -torque is controlled by a steering-torque control signal for at least partially compensating the effect the leaning- torque has on the steering system.

2. The leaning vehicle according to claim 1 , wherein the steering-torque control signal is obtained from a measured torque in the suspension connecting element, a calculated torque in an actuator in the tilt control assembly, a calculated torque obtained from measurements from devices such as accelerator(s) and gyro(s), and/or a calculated torque obtained from measurements of vehicle velocity/wheel speed, steering angle and lean angle, or any combinations thereof.

The leaning vehicle according to claim 1 or 2, wherein the steering-torque control signal will ensure an increased steering torque to the right when the tilt control assembly prevents the leaning frame from tilting further to the right and an increased steering torque to the left when the tilt control assembly prevents the leaning frame from tilting further to the left.

The leaning vehicle according to any of the preceding claims, wherein the tilt control assembly (39) is arranged to provide an increasing counter-torque to the leaning frame (1) when the leaning frame approaches the set pivot angle (PV), the counter-torque has a direction opposite the leaning-torque.

The leaning vehicle according to any of the preceding claims, wherein the tilt control assembly (39) is arranged to provide a maximum counter-torque to the leaning frame when the leaning frame tilts at the set pivot angle.

The leaning vehicle according to any of the preceding claims, wherein the power steering assembly (43) is operatively connected to a steering column (38) of the steering system.

The leaning vehicle according to any of the preceding claims, wherein the tilt control assembly comprises a tilt actuator (50) pivotably connecting the leaning frame and the suspension connecting element (3).

The leaning vehicle according to any of the preceding claims, wherein the tilt control assembly comprises a first tilt controlling element (41 ,45) arranged on the suspension connecting element (3) and a cooperating second tilt controlling element (40,44) arranged on the leaning frame (1), such that the leaning frame is prevented from pivoting beyond a set pivot angle relative the suspension connecting element.

The leaning vehicle according to claim 8, wherein the first or the second tilt controlling element comprises a hydraulic or electric actuator arranged to interact with a cooperating element on the second or the first tilt controlling element, respectively.

10. The leaning vehicle according to claim 8, wherein the first or the second tilt controlling element comprises a projection arranged to interact with a cooperating stopping element on the second or the first tilt controlling element, respectively, when the leaning frame is at the set pivot angle.

1 1. The leaning vehicle according to any of the preceding claims, wherein the power steering assembly (43) comprises a hydraulic and/or electric actuator.