Abstract:
Systems, methods and apparatus are provided through which in some implementations a motorized tricycle includes a lean mechanism and an active system that is operably coupled to the lean mechanism that receives an signal indicative of an interaction with human, that is operable to detect a lean of the body of the human and that is operable to receive a sensed movement on the seat via multisensory devices, and to generate and send a signal to the lean mechanism from the signal, the lean and the sensed movement.

Description:
FIELD 
     This disclosure relates generally to vehicles and more particularly to two, three and four-wheeled vehicles. 
     BACKGROUND 
     The three wheeler market kit/conversion industry is predominantly focused on vehicles having one front-wheel and two rear-wheels (1F2R), with a rapidly emerging focus on vehicles with two front-wheels and one rear-wheel (2F1R) for customs and production vehicle manufacturers. The market segment for conversions is nascent and includes a variety of potentially competing platforms, such as delta trikes; ‘ride-on’ reverse trikes, and open cockpit, ‘side-by-side’ reverse trikes. Current designs of three-wheeled motorcycles focus more on the 1F2R designs. The “delta trike” is a popular design that exemplifies this layout. However, the one-front-two rear design is inherently unstable and exhibits poor handling characteristics. However, none of the conventional designs are even robustly stable. The need for a stable design for a 1F2R or 2F1R vehicle has been recognized and long felt for over 80 years, and has been characterized by failure by many others to design a stable 1F2R or 1F2R vehicle using other designs. 
     BRIEF DESCRIPTION 
     The above-mentioned shortcomings, disadvantages and problems are addressed herein, which will be understood by reading and studying the following specification. 
     In one aspect, a motorized tricycle includes a lean mechanism and an active system that is operably coupled to the lean mechanism that receives an signal indicative of an interaction with human, that is operable to detect a lean of the body of the human and that is operable to receive a sensed movement on the seat via multisensory devices, and to generate and send a signal to the lean mechanism from the signal, the lean and the sensed movement. 
     The disclosure herein is applicable to, and can be implemented on, two front wheels and one rear wheel (2F1R) ‘reverse tricycle’ vehicles, one front wheel and two rear wheels (1F2R) ‘tricycle’ vehicles, one front wheel and one rear wheel (1F1R) ‘motorcycle’ vehicles and two front wheel and two rear wheel (2F2R) ‘quad’ vehicles. Apparatus, systems, and methods of varying scope are described herein. In addition to the aspects and advantages described in this summary, further aspects and advantages will become apparent by reference to the drawings and by reading the detailed description that follows. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is an isometric drawing of a three-wheeled two-front-one-rear tricycle with retractable cockpit canopy system, according to an implementation. 
         FIG. 2  is a block diagram of a three-wheeled two-front-one-rear vehicle, according to an implementation. 
         FIG. 3  is a block diagram of forces acting on a three-wheeled two-front-one-rear vehicle, in some implementations in which the forces acting on the center of gravity are in line to that of the central axis of the vehicle. 
         FIG. 4  is a block diagram of forces acting on a three-wheeled two-front-one-rear vehicle, in some implementations in which the vehicle is turning. 
         FIG. 5  is a block diagram of forces acting on a three-wheeled two-front-one-rear vehicle, in some implementations in which the vehicle is at rest, but leaning. 
         FIG. 6  is a block diagram of forces acting on vehicle that is three-wheeled two-front-one-rear, in some implementations in which the vehicle is turning. 
         FIG. 7  is an isometric drawing of the front of the tube frame under the body with wheels, according to an implementation. 
         FIG. 8  is a front view of the isometric drawing of the modular chassis with articulating suspension, according to an implementation. 
         FIG. 9  is a block diagram of the modular chassis with articulating suspension, according to an implementation. 
         FIG. 10  is a top view of the isometric drawing of the modular chassis with articulating suspension, according to an implementation. 
         FIG. 11  is an inset of the front axle of  FIG. 10 , according to an implementation. 
         FIG. 12  is a bottom view of the isometric drawing of the modular chassis with articulating suspension, according to an implementation. 
         FIG. 13  is an inset of the front axle of  FIG. 12 , according to an implementation. 
         FIG. 14  is a horizontal top view of the isometric drawing of modular chassis with articulating suspension, according to an implementation. 
         FIG. 15  is a side view of the isometric drawing of the modular chassis with articulating suspension, according to an implementation. 
         FIG. 16  is an inset of the front axle of  FIG. 17 , according to an implementation. 
         FIG. 17  is a front view of the isometric drawing of the modular chassis with articulating suspension set, according to an implementation. 
         FIG. 18  is an inset of the front axle of  FIG. 17 , according to an implementation. 
         FIG. 19  is an isometric drawing of the tube frame under the body, according to an implementation. 
         FIG. 20  is an inset of the front axle of  FIG. 19 , according to an implementation. 
         FIG. 21  is a side view of the front portion of the isometric drawing of the tube from under the body, according to an implementation. 
         FIG. 22  is an inset of the axle in  FIG. 21 , according to an implementation. 
         FIG. 23  is a front view of the isometric drawing of the tube frame under the body, according to an implementation. 
         FIG. 24  is a detailed isometric drawing of the front axle and front portion of the tube frame, according to an implementation. 
         FIG. 25  is an inset of the front axle of  FIG. 24 , according to an implementation. 
         FIG. 26  is a front view of the isometric drawing of the front axle of the tube from under the body, according to an implementation. 
         FIG. 27  is an isometric drawing of the modular chassis with articulating suspension and fail-safe apparatus, according to an implementation. 
         FIG. 28  is an inset of the front axle of  FIG. 27 , according to an implementation. 
         FIG. 29  is a top view of the isometric drawing of the modular chassis with articulating suspension and fail-safe apparatus, according to an implementation. 
         FIG. 30  is a side view of the isometric drawing of the modular chassis with articulating suspension and fail-safe apparatus, according to an implementation. 
         FIG. 31  is an apparatus of the modular chassis with articulating suspension and fail-safe apparatus, according to an implementation. 
         FIG. 32  is a top view of the modular chassis with articulating suspension and fail-safe apparatus, according to an implementation. 
         FIG. 33  is a schematic of an input power filter, according to an implementation. 
         FIG. 34  is a model of an accelerating vehicle, according to some implementation. 
         FIG. 35  is a block diagram of a LMC that uses a layered hierarchy, according to some implementation. 
         FIG. 36  is a block diagram of a single voltage system in some implementations in which the battery voltage is also the motor voltage. 
         FIG. 37  is a block diagram of a voltage conversion system, according to an implementation in which a primary battery voltage is converted to a higher secondary voltage for motor operation. 
         FIG. 38  is a schematic of an electrical circuit, according to an implementation. 
         FIG. 39  is a schematic of a decoupling capacitor, according to an implementation. 
         FIG. 40  is a schematic of a decoupling capacitor, according to an implementation. 
         FIG. 41  is a schematic of a decoupling capacitor, according to an implementation. 
         FIG. 42  is a schematic of an input circuit for motor current monitoring, according to an implementation. 
         FIG. 43  is a schematic of switches on the motor drive board, according to an implementation. 
         FIG. 44  is a schematic of current monitors for the switches on the motor drive board, according to an implementation. 
         FIG. 45  is a schematic of 3 phase motor controller, according to an implementation. 
         FIG. 46  is a schematic of motor current monitors, according to an implementation. 
         FIG. 47  is a block diagram of a control computer in which different methods can be practiced. 
     
    
    
     DETAILED DESCRIPTION 
     System Level Overview 
       FIG. 1  is an isometric drawing of a three-wheeled two-front-one-rear tricycle  100  with retractable cockpit canopy system  102 , according to an implementation. The vehicle is a versatile platform allowing multiple configurations and customizations to target varying consumer preferences. Entirely unique to the three-wheeled two-front-one-rear tricycle  100  is a retractable cockpit canopy system  102 , enabling the vehicle to be ridden in the full open/top off configuration, and either with or without doors  104 . The retractable cockpit canopy system  102  offers protection from foul weather opening up year-round use and making this attractive to everyone from workday commuters to recreational riders. Commuters can enjoy using the single occupancy HOV lane with the comfort of climate control. Entirely unique to the three-wheeled two-front-one-rear tricycle  100  is an interactive lean control (ILC) system described in greater detail below in  FIG. 2-47  that provides stability in situations where conventional vehicles would roll-over. 
     In some implementations, the three-wheeled two-front-one-rear tricycle  100  employs motorcycle type handlebars, with common motorcycle type controls (clutch, brake and throttle). Switches are mounted on each hand grip for initiating lean control. The right hand switch leans the three-wheeled two-front-one-rear tricycle  100  to the right and the left hand switch leans the three-wheeled two-front-one-rear tricycle  100  to the left. The switches may be a simple on/off type or may be used to initiate a preprogrammed lean profile (speed proportional, soft start, etc.) Alternatively, an additional axis of motion at each hand grip may be employed to initiate lean control, so that lean is initiated by bending the hand grip downward. This control may be a simple on/off type or may be proportional, the angle of the hand grip being proportional to the angle of the commanded lean. 
     The three-wheeled two-front-one-rear tricycle  100  employs an automobile type steering wheel. Switches are mounted at locations corresponding to the thumb when the driver&#39;s hands are placed at the common 10 o&#39;clock and 2 o&#39;clock positions. Alternatively, a trigger type switch may be employed mounted at locations corresponding to the forefinger when the driver&#39;s hands are placed at the common 10 o&#39;clock and 2 o&#39;clock positions. Alternatively, an additional axis of motion (yaw) at each hand location may be employed to initiate lean commands. These controls may have any of the characteristics noted in the motorcycle type section. Other implementations of the three-wheeled two-front-one-rear tricycle  100  that have a saddle seat and handlebars fall into the general category of motorcycle. An important distinction of the three-wheeled two-front-one-rear tricycle  100  that have a saddle seat and handlebars is that the three-wheeled two-front-one-rear tricycle  100  can include a saddle because of the interactive lean control (ILC) system. 
     In some implementations, the three-wheeled two-front-one-rear tricycle  100  employs a two axis joystick for acceleration/deceleration and turning. Two switches are mounted on the joystick for thumb operation. Alternatively, an additional axis of motion (yaw) may be employed to initiate lean commands. These controls may have any of the characteristics noted in the motorcycle type section. While the three-wheeled two-front-one-rear tricycle  100  is not limited to any particular three-wheeled two-front-one-rear tricycle  100  and retractable cockpit canopy system  102  for sake of clarity a simplified three-wheeled two-front-one-rear tricycle  100  and retractable cockpit canopy system  102  are described. 
     The three-wheeled two-front-one-rear tricycle  100  provides active control in a counter-steering leaning trike at performance speeds with human-rated safety system design and an intuitive/purest motorcyclist control. 
     Apparatus Implementations 
     In the previous section, a system level overview of the operation of an implementation was described. In this section, the particular apparatus of such an implementation are described by reference to a series of diagrams. 
       FIG. 2  is a block diagram of a vehicle  200  that is three-wheeled two-front-one-rear, according to an implementation. The vehicle  200  includes the following elements: a three-wheeled architecture  202 , a sliding canopy  204 , a lean mechanism controller  206 , and software  208 . For purposes of this description the term a lean mechanism controller  206  refers to all elements mechanical, electrical, electronic (including software). These include the lean mechanism controller  206  as well as other electronically controlled or assisted driving elements such as braking, steering and suspension, electrical distribution systems, batteries, motors, mechanical linkages and gearings, hydraulics and associated pumps and valves, etc., sensors, computers and software. 
     In order for the lean mechanism controller  206  to control the tilt of the vehicle some means of determining the tilt of the vehicle is required. This may be accomplished through any of the following means. 
     The Mechanical Position Sensor measures the mechanical motion of the lean actuator. This motion may be linear or rotational depending on the type of actuator used. 
     With a Linear Lean Actuator the tilt angle of the wheels can be determined by measuring the length of the linear actuator. This may be done by employing linear potentiometers, string potentiometers, or a linear variable differential transformer (LVDT). 
     With a Rotary Lean Actuator the tilt angle of the wheels may be determined by measuring the rotational angle of the rotary actuator. This may be done by employing rotary potentiometers, resolvers, synchros, optical or electrically commutating encoders, or magnetic angle sensors. This measurement may be taken on the actuator shaft or at the wheel itself. 
     The tilt angle may be inferred from knowledge of the state of the actuator motor, specifically the number of rotations of the motor from some known position, and the turning ratio of the gearing in the actuator. One or more known positions can be detected with the use of limit switches or mechanical stops. Motor rotation may be measured using any of the rotational position sensors noted above. Alternatively, in the case of stepper motors, the number of rotations of the motor is known from the number of steps commanded by the control computer. Alternatively, in the case of brushless DC (BLDC) motors, the number of rotations of the motor is known from the angular feedback required for any BLDC motor. This feedback is in the form of reverse EMF, Hall effect sensors, or any of the rotary sensors noted above. 
     The tilt angle may be measured by employing inertial sensors such as gyroscopes and accelerators, in some implementations, based on micro-electro-mechanical systems (MEMS) technologies. In an implementation of this element the tilt angle would be measured by at least two of the above methods, one with high precision for the operation of the lean actuator control loop and others with less resolution as a means of ensuring the accuracy of the control loop sensor. 
     The TC employs Inertial Measurement Unit (IMU) sensors deployed in at least four locations. These locations include the vicinity of each of the three wheels and at the CG. At each location is a set of at least three identical IMU sensors. Each IMU measures acceleration in three axes, angular rate in three axes, and magnetic field in at least one axis. Each IMU may be one or multiple sensors acting together. The data from the IMUs is used to determine all the forces acting on the vehicle  200  at any moment. This allows for precise calculation of the lateral resultant force needed to calculate the tilt angle. IMU data also allows for the determination of magnetic heading, road incline and smoothness, braking and acceleration forces, aerodynamic forces, skid and hydroplaning and automatic CG calculation (see below). The data from each IMU is compared against the other IMUs in the set and made available to the lean mechanism controller  206  (LMC) software. In the event that the data from all sensors in the set do not match within the manufacturer&#39;s tolerance a fault is registered in the LMC software and displayed to the driver, and the faulty sensor is disabled. The sensor sets at the four locations are compared against each other. In the event that the data from all sensor sets do not match within expected characteristic parameters a fault is registered in the LMC software and displayed to the driver, and the faulty sensor set is disabled. 
     LMC is an umbrella term for the set of distinct and distributed electronics and software control functions that form the vehicle  200  driver interface. These include everything from low level signal processing to environment modeling and adaptive control. For purposes of this description “electronics” includes any electronic device used to manipulate electrical power and sensor signals at the analog level, and any means of communicating between sensors or processing functions. “Software” includes any mathematical of symbolic digital process whether encoded in as machine executable instructions or as reconfigurable digital logic circuits. 
     The lean mechanism controller  206  operates autonomously at all times to ensure adequate safety margins while the vehicle  200  is moving, but the driving experience is greatly enhanced when the driver has the ability to initiate lean action, especially when entering and exiting a turn. The vehicle  200  employs a variety of manual controls, described as follows. 
     The vehicle  200  employs sensors in the driver seat to detect when the driver leans to the left or right, as a motorcycle rider would lean to control the tilt of a motorcycle. The seat contains load cells to measure the differential in weight between the left and right side of the seat. Alternatively, the seat may pivot about the roll axis when the driver leans right or left and this pivot action is measured by any of the means noted earlier for measuring rotational movement. The seat control may be a simple on/off type, or may be used to initiate a preprogrammed lean profile (speed proportional, soft start, etc.,) or may be proportional, the angle of the seat being proportional to the angle of the commanded lean. 
     The vehicle  200  detects the driver leaning left or right directly using a video camera. The control is proportional, the commanded lean angle being proportional to the lean of the driver&#39;s body. Alternatively, the driver&#39;s body motion may be detected by employing an RGB camera and IR laser depth sensor (Kinect® device). Alternatively, the driver&#39;s body motion may be detected by an IMU sensor located on the driver&#39;s body, typically in a communications headset. The lean mechanism controller  206  and the software  208  in vehicle  200  provide a bionic electromechanical system that senses and enhances the Humans/Riders intuitive lean movements/motions while comparing with multiple electronic sensing and Kinematic systems for redundant safety, adaptive intelligence and optimized/extreme corning performance. The ILC system coupled with independent steering, hardware and science make the vehicle  200  an extreme exotic SuperTrike that rides like a bike. The ILC is interactive and bionically moves with the driver. The most significant aspects are that the ILC cause leaning that is independent of steering inputs, allowing countersteer. In some implementations, the ILC includes forward looking sensors and video analysis for virtually autonomous ride and lean control. The ILC is an autonomous equilibrium system that simulates the intuitive motorcycle rider&#39;s actions. 
       FIG. 3  is a block diagram of forces acting on a vehicle  200  that is three-wheeled two-front-one-rear, in some implementations in which the forces acting on the CG  302  are in line to that of the central axis  304  of the vehicle  200 . In a vehicle  200 , maximum stability is achieved when the forces acting on the vehicle center of CG  302 , such as the force due to gravity, FG  306  are in line with the central axis  304  of the vehicle  200 . 
       FIG. 4  is a block diagram of forces acting on a vehicle  200  that is three-wheeled two-front-one-rear, in some implementations in which the vehicle  200  is turning. Consider a vehicle  200  at rest: The force due to gravity, FG  306 , acts on the CG  302  and is in line with the central axis  304  of the vehicle. There are no lateral forces present. Now, consider the case where the vehicle is turning right: In this case, a second force, the FC  402  (centrifugal force), acts laterally on the CG  302 . Here the direction of the resultant force, FR  404 , is no longer in line with the central axis  304  of the vehicle, deviating by the angle θ  406 . This causes a counter clockwise torque to develop about the CG  302  which tends to tip the vehicle to the left. (For a left hand turn a clockwise torque will tend to tip the vehicle  200  to the right.) 
       FIG. 5  is a block diagram of forces acting on a vehicle  200  that is three-wheeled two-front-one-rear, in some implementations in which the vehicle  200  is at rest, but leaning. Now, consider the vehicle  200  again at rest, but leaning at an angle, φ 406 : Here the CG  302  has moved to the right and the force of gravity, FG  306 , is no longer in line with the central axis  304 . This causes a clockwise torque to develop about the CG  302  tending to tip the vehicle  200  to the right. (A lean to the left will create a counter clockwise torque that will tend to tip the vehicle to the left.) 
       FIG. 6  is a block diagram of forces acting on a vehicle  200  that is three-wheeled two-front-one-rear, in some implementations in which the vehicle  200  is turning. Finally, consider the vehicle  200  making a right hand turn which creates a resultant force, FR  404 , acting through the CG  302  at an angle θ (not shown), while the vehicle  200  is tilted at the angle φ=θ. It can be shown that the counter clockwise torque produced by the centrifugal force, FC  402 , of the turn is exactly canceled by the clockwise torque produced by the lean. The resultant force acting through the CG  302  is once again in line with the central axis  304  of the vehicle  200  and the vehicle  200  is stable. 
     The function of the Lean mechanism controller  206  is to ensure that the vehicle  200  remains stable by tilting the vehicle in response to lateral forces so that the resultant force acts through the CG in line with the central axis. While developed particularly for turning forces, the lean mechanism controller  206  is also effective in countering the destabilizing effects of wind or unlevel terrain. 
     The vehicle  200  is tilted by means of a Lean Actuator. The Lean Actuator may be a single actuator connected to both front wheels through a mechanical linkage, or it may be independent actuators mounted to each wheel. Each Lean Actuator may be of two types, either rotary or linear. These are described below. 
     The Linear Lean Actuator includes a linear actuator connected at one end to the frame of the vehicle  200  and at the other end to one or both front wheels so that the plane of the wheel rotates as the linear actuator extends and retracts. The linear actuator may be electrical or hydraulic. 
     The Hydraulic Linear Lean Actuator is a system including a single or double acting hydraulic cylinder, pump and valves to control the direction of the cylinder piston. The pump may be driven by an electric motor, or may be driven via a power take off (PTO) either coupled directly to the vehicle  200  engine or by an accessory pulley and fan belt or chain. 
     The Electric Linear Lean Actuator includes a mechanical linear actuator driven by a motor. The mechanical linear actuator may be of several common types, including Acme screw, ball screw, or roller (planetary) screw. The motor may be electric, of any common type including brushed DC, brushless DC, stepper, AC inductance, reluctance or axial rotor (pancake). Alternatively the actuator may be driven via a PTO as described above in conjunction with a mechanical or magnetic clutch and reversible motion transmission. Alternatively, the actuator may be driven by the rotation of the wheels, through a suitable clutch and reversible motion transmission system. Typically the motor speed will be reduced (and torque correspondingly increased) through a gearing system before driving the linear actuator screw. This gearing may be of any common type, including spur or helical worm gears, planetary gears or strain wave gearing. Alternatively, the Electric Linear Lean Actuator may employ a rack and pinion, driven by a motor of any type described above. The rack may be straight or curved to accommodate the geometry of the mechanical system. 
     Alternatively, a linear motor may be used where the motor itself becomes the linear actuator. The linear motor may be any common type including induction or synchronous types. 
     The Rotary Lean Actuator includes a rotary actuator connected at one end to the frame of the vehicle  200  and at the other end to one or both front wheels so that the plane of the wheel rotates as the rotary actuator turns. The rotary actuator may be electrical or hydraulic. 
     The Hydraulic Rotary Lean Actuator is a system including a rotary hydraulic motor, pump and valves to control the direction of the rotation. The pump may be driven by an electric motor, or may be driven via a power take off (PTO) as described above. 
     The Electric Rotary Lean Actuator includes a rotating mechanical actuator driven by a motor. The mechanical actuator is a speed reducing gear box of any common type, including spur or helical worm gears, planetary gears or strain wave gearing. The motor may be electric, of any common type including brushed DC, brushless BC, stepper, AC inductance, reluctance or axial rotor (pancake). Alternatively the actuator may be driven via a PTO as described above in conjunction with a mechanical or magnetic clutch and reversible motion transmission. Alternatively, the actuator may be driven by the rotation of the wheels, through a suitable clutch and reversible motion transmission system. The mechanical linkage between the rotary actuator and the wheel(s) may be direct coupling (the wheel mounted on the shaft of the actuator), or through any common type of mechanical linkage, including sprocket and chain. 
     In addition to tilting the vehicle through the use of the Lean Actuator, an electronic suspension system on the front wheels may be employed, either separately of in conjunction with the Lean Actuator, to provide a tilt by raising the vehicle  200  body at one wheel and lowering it on the other. In particular, the Lean Actuator may be used for the majority of the tilt angle, in response to centrifugal force, while the electronic suspension applied smaller deviations about the tilt angle in response to road or engine vibration. 
     In addition, independent lean actuators on each front wheel may be employed to apply a camber to the wheels (both wheels leaning outward or inward) during straight ahead driving to provide stability in certain road or weather conditions. This can only be achieved while the vehicle is moving 
     In an implementation of the Lean mechanism controller  206  one or more electric motors are employed to drive the lean actuator. Electrical power for the motor(s) is derived from one or more vehicle storage batteries making use of any of the following electrical distribution topologies. For purposes of the following the term “battery” may refer to a single battery or a parallel or serial combination of batteries, of any rechargeable type, including lead acid or lithium ion batteries. In any case, a battery is not necessarily required if the vehicle is equipped with a high current alternator, or other generator type, however in an implementation of this element the battery supplies the relatively large lean actuator motor currents for the short duration of each turning maneuver and is continuously recharged by the alternator. 
       FIG. 7  is an isometric drawing of the front of the tube frame under the body with wheels  700 , according to an implementation. The tube frame  702  under the body provides an added level of safety and protection for increased peace of mind compared to completely exposed riders of two wheeled motorcycles. 
       FIG. 8  is a front view of the isometric drawing of the modular chassis, according to an implementation. 
       FIG. 9  is a block diagram of the modular chassis with articulating suspension, according to an implementation. The modular chassis is capable of mating up to other OEM motorcycles as a kit conversion and/or a rear chassis extension enabling various drive train configurations in single or double rear wheel drivetrains with numerous power options from electric, alternative fuel, and combustible engines. The modular chassis may be tubular, moncoque, or space-frame 
       FIG. 10  is a top view of the isometric drawing of the modular chassis with articulating suspension, according to an implementation. The modular chassis may be tubular, moncoque, or space-frame. 
       FIG. 11  is an inset of the front axle of  FIG. 12 , according to an implementation. The modular chassis may be tubular, moncoque, or space-frame. 
       FIG. 12  is a bottom view of the isometric drawing of the modular chassis with articulating suspension, according to an implementation. The modular chassis may be tubular, moncoque, or space-frame. 
       FIG. 13  is an inset of the front axle of  FIG. 14 , according to an implementation. The modular chassis may be tubular, moncoque, or space-frame. 
       FIG. 14  is a horizontal top view of the isometric drawing of modular chassis with articulating suspension, according to an implementation. The modular chassis may be tubular, moncoque, or space-frame. 
       FIG. 15  is a side view of the isometric drawing of the modular chassis with articulating suspension, according to an implementation. The modular chassis may be tubular, moncoque, or space-frame. The suspension set may also be traditional fixed independent suspension. 
       FIG. 16  is an inset of the front axle of  FIG. 17 , according to an implementation. The suspension includes an axle spindle, a spring, an upper A-Arm, a lower A-Arm. Both the Upper and Lower A-Arms may be H-Arms, strut, trailing and or leading arm type suspension configuration. 
       FIG. 17  is a front view of the isometric drawing of the modular chassis with articulating suspension set, according to an implementation. The suspension set may also be traditional fixed independent suspension. 
       FIG. 18  is an inset of the front axle of  FIG. 17 , according to an implementation. This suspension system may be fixed like conventional automobile or articulate to provide lean-in turns, counter-balancing, and lateral G-forces. This system may be incorporated into the front, rear, or both front and rear of a motorcycle and autocycle. 
       FIG. 19  is an isometric drawing of the tube frame under the body, according to an implementation. 
       FIG. 20  is an inset of the front axle of  FIG. 19 , according to an implementation. 
       FIG. 21  is a side view of the front portion of the isometric drawing of the tube from under the body, according to an implementation. 
       FIG. 22  is an inset of the axle in  FIG. 21 , according to an implementation. 
       FIG. 23  is a front view of the isometric drawing of the tube frame under the body, according to an implementation. 
       FIG. 24  is a detailed isometric drawing of the front axle with tilting independent suspension system on a modular chassis, according to an implementation. This system is typical of reverse trike 2F1R or quad 2F2R configurations. The suspension system shown is leaning to the right. 
       FIG. 25  is an inset of the front axle of  FIG. 24 , according to an implementation. The front axle with tilting independent suspension includes an actuator, lower tower frame mount, a pivot point for the lower tower frame mounter, a pivoting shock tower, and a tower link. The shock tower serves as the shock mount linking the high misalignment long travel A-Arm independent suspension assembly. The shock tower pivots from the lower frame mount. The optional tower link may connect the pivoting shock towers to provide tandem articulation of both left and right independent suspension. One actuator may be linked to the tower link or either tower to control the entire suspension actuation. Alternatively, this member is removed when two actuators are used for independent lean control. 
       FIG. 26  is a front view of the isometric drawing of the front axle of the tube from under the body, according to an implementation. 
     In regards to  FIG. 27-32 , an independent secondary fail-safe tilt brake and dampening system is shown. The independent secondary fail-safe tilt brake and dampening system may be a solenoid and gear power off system as illustrated in  FIG. 27-32 . Alternatively the independent secondary fail-safe tilt brake and dampening system may be a linear friction, electromagnetic, caliper or rotary brake and dampening system. The independent secondary fail-safe tilt brake and dampening system may serve both as an independent secondary safety system and a parallel dampening system that additionally manages and mitigates impact and fatigue of primary control system hardware. 
       FIG. 27  is an isometric drawing of the modular chassis with articulating suspension and fail-safe apparatus, according to an implementation. 
       FIG. 28  is an inset of the front axle of  FIG. 27 , according to an implementation. 
       FIG. 29  is a top view of the isometric drawing of the modular chassis with articulating suspension and fail-safe apparatus, according to an implementation. 
       FIG. 30  is a side view of the isometric drawing of the modular chassis with articulating suspension and fail-safe apparatus, according to an implementation. 
       FIG. 31  is an apparatus of the modular chassis with articulating suspension and fail-safe apparatus, according to an implementation. 
       FIG. 32  is a top view of the modular chassis with articulating suspension and fail-safe apparatus, according to an implementation. 
       FIG. 33  is a schematic of an input power filter  3300 , according to an implementation. The input power filter  3300  includes two 12V battery terminals. The terminals include a positive terminal, BATT+3302, and negative terminal, BATT−3304. The input power filter  3300  also includes a bidirectional transient voltage suppression (TVS) diode  3306  which prevents noise on the main battery bus  3308  from propagating into the electric circuits. Connector  3310  connects the power from either the battery or another external power source to the rest circuit. A fuse  3312  is included on the input power filter  3300  to protect from a catastrophic failure. The input power filter  3300  also includes a pi type low pass filter  3314 , which prevents motor noise from interfering with the electric circuit. LED 1   3316  and LED 2   3318  are light emitting diodes which indicate whether power is present on the circuit. 
       FIG. 34  is a model of an accelerating vehicle, according to some implementation. The vehicle is moving from left to right driven by the force, F. This force causes a counterclockwise torque to act about the CG, tending to pull the front of the vehicle up and push the rear of the vehicle down. The force F1 adds to the force of gravity and causes an increase in acceleration to be measured by IMU1. F2 subtracts from the force of gravity and causes a decrease in acceleration to be measured by IMU2. Force is related to torque by the relation T=F1×R1=F2×R2, where F and R are vectors and x is the cross product. Knowing F1 and F2 we can calculate R1 and R2 (R1+R2 being a known value) and fix the position of the CG between the front and rear of the vehicle. Similarly by measuring the centrifugal forces at the two front wheels we can fix the location of the CG between the left and right sides of the vehicle. This allows the vehicle  200  to calculate in real time any change to the CG from, for instance, various drivers and cargo. With this capability the Lean mechanism controller  206  is better able to calculate safety margins for braking and turning maneuvers. 
       FIG. 35  is a block diagram of a LMC  3500  that uses a layered hierarchy, according to some implementation. 
     The lowest layer is the Sensor Layer. This layer includes of electronic and electro-mechanical sensors and the additional signal processing circuitry that is required to convert the sensor measurements into serial digital data. 
     The next level is the Verification Layer. This layer determines the veracity of the sensor data by comparing redundant sensor measurements. Once the data is verified, additional processing is employed to extract the data required for the various elements of the higher layers. For instance, the output of an IMU sensor may be correlated with engine vibration data to remove the engine vibration from the acceleration data. Data is sampled and averaged at different rates depending on the end disclosure for the data. For instance, wheel rotation may be sampled at a very high rate to detect wheel slipping, but at a much lower rate to provide vehicle speed information to the HUD. 
     The next level is the Processing Layer. This layer utilizes the data from the Verification Layer to perform high level processing functions, such as driving the Lean Actuator, controlling the HUD, adjusting the sound quality and volume of the audio system, generating operating status and caution and warning alarms, etc. 
     The highest level is the Modeling Layer. This layer creates a virtual model of the entire environment of vehicle  200 , analogous to the driver&#39;s sensory experience. This model includes knowledge of the operation of all elements of the vehicle  200  as well as knowledge of the immediate environment around the vehicle from both real time information (from cameras, radar, etc.) and stored information from previous trips (by this vehicle  200  or any other vehicle  200 ), augmented by available disclosures such as GPS, traffic and weather reporting, etc. 
     The knowledge accumulated in the Modeling Layer is passed back down to the Processing Layer to augment the sensor based processing to adapt intelligently to environmental conditions. Examples of this behavior may include warning the driver of imminent traffic problems, tuning down the Lean Actuator in high wind conditions or adjusting the suspension for an upcoming section of rough road. 
     The vehicle  200  employs a variety of sensors to monitor the environment in and around the vehicle. This allows the LMC to create and maintain a computer model analogous to what the driver experiences. In this way the LMC can adapt various control parameters to changing requirements. These sensors are described below. 
     The vehicle  200  MEMS sensors have already been noted above as providing inputs to the calculation of the tilt angle and automatic CG calculation. These sensors include the IMU, with triaxial angular rate and acceleration measurement. In addition to providing inputs for the calculation of the tilt angle, these sensors provide information on road incline and banking, road surface smoothness, engine vibration, and aerodynamic effects such as wind gusting. 
     Each wheel of the vehicle  200  is equipped with a rotational speed sensor. These may be in the form of magnetic proximity encoders, resolvers, or magnetic rotation sensors. Knowing the rotational speed of each wheel allows the vehicle  200  to detect wheel lock for anti-lock braking, and wheel slip for active traction control on wet or icy road surfaces. In addition wheel speed is used for calculating vehicle speed, acceleration and deceleration, also inputs to the tilt angle calculation. 
     The vehicle  200  employs magnetic sensors to detect the geomagnetic field of the Earth in order to determine compass heading. This is used in conjunction with the GPS and map system to create a model of the location and direction of the vehicle on the road. Corrections to the magnetic heading are applied from a look up table based on the latitude and longitude coordinates from the GPS in order to provide compass headings. 
     The vehicle  200  employs various video cameras to aid in driving and navigation. A forward looking camera is used to adjust the adaptive headlight system, allowing individual lighting elements to be dimmed to protect the drivers of nearby vehicles from glare, while maintaining the brightest lighting for driver of the vehicle  200 . The forward looking camera is also used in conjunction with the GPS and map systems to anticipate upcoming turns and curves in the road. The vehicle  200  employs a rear facing camera to provide maximum rearward visibility while driving, and to facilitate parking. The rear facing camera is one element of the Heads Up Display (HUD). Both the forward facing and rear facing cameras are used in conjunction with the Radar System for detecting potentially dangerous traffic and obstacles. The video cameras may be sensitive to either visible or infrared light. 
     The vehicle  200  has the capability of transferring sensor data to and from remote third party servers (commonly referred to as “the cloud”) via wireless cellular telephony. This capability has at least two disclosures, described below. The cloud data is configurable and can include anything from location or speed information to a complete record of all vehicle  200  sensors, including video. This data includes inputs from all sensors noted above, as well as common engine functions such as tachometer, fuel consumption, battery voltage, coolant temperatures and oil pressure. This allows the driver a complete record of trips, and most usefully, racing track information. Use of the cloud also allows the vehicle  200  to download sensor and route information in real time from previous trips, and from other vehicle  200  owners. 
     The vehicle  200  has the ability to store sensor information recorded while driving. This data can be recorded locally in the memory of the LMC, or uploaded to the cloud. Utilizing this data in conjunction with the GPS and map system allows the vehicle  200  to create a detailed model of a particular route. In one instance this allows a driver to improve his track performance in real time lap to lap, as the LMC adapts control parameters and safety margins to take advantage of foreknowledge of the track geometry and conditions. In another instance this allows the commuter to improve fuel efficiency as the LMC adapts to a daily traffic routine with foreknowledge of typical traffic patterns and road speeds. In another instance this allows the LMC to adapt to the driving habits of a particular operator of vehicle  200 , adjusting control parameters and safety margins based on the driving habits (acceleration/deceleration, turning speed, reaction time, etc.) of the driver. In another instance this allows the LMC to detect an impairment of the driver (or a malfunction of the vehicle  200  itself), if the driver is having difficulty maintaining the typical driving pattern learned from previously driving the same route. The LMC can then adjust control parameters and increase safety margins to compensate, and even shut down if required. 
       FIG. 36  is a block diagram of a single voltage system  3600  in some implementations in which the battery voltage is also the motor voltage. The battery is discharged into the motor through a control computer and is recharged from an alternator powered by the vehicle engine. The battery voltage can be any practical value. In an implementation the battery voltage is 12V, 24V or 48V. In this system the battery acts as a reservoir supplying the lean actuator motor with short bursts of high current for turning, and is recharged continuously at a lower current. 
       FIG. 37  is a block diagram of a voltage conversion system  3700 , according to an implementation in which a primary battery voltage is converted to a higher secondary voltage for motor operation. In an implementation of system  3100  the secondary voltage would be 90 VDC to 300 VDC, or 200 VAC to 240 VAC, either 50 Hz or 60 Hz. The higher voltage makes it possible to use a smaller motor and smaller gauge wiring. In this system the battery acts as a reservoir supplying the lean actuator motor with short bursts of high current for turning, and is recharged continuously at a lower current. 
     In a dual battery system, the primary voltage (typically 12V) is converted to a higher voltage (typically 48 VDC to 96 VDC) for charging the secondary battery. The primary batter is optional in this system but is shown for completeness. The primary voltage alternator is used for continuous charging of the secondary battery through the voltage converter. The secondary battery supplies large amounts of current in short bursts to the motor during turns. 
     The vehicle  200  is equipped with a WIFI Ethernet capability for communicating with other nearby vehicles that are equipped with WIFI Ethernet capability. This allows the formation of traveling convoys of vehicle  200  for travel to cycling events or other purposes. By sharing sensor information from vehicle to vehicle speeds and spacing can be matched precisely, with one vehicle  200  being the “master” and the others being “slaves” as a form of convoy cruise control. In addition, road conditions from vehicles at the front of the convoy can be communicated to vehicles further back allowing the further back vehicles some foreknowledge or curves, rough road, sudden traffic stops, etc. The WIFI also allows owners of vehicle  200  to communicate using audio, and allows the transfer of the forward looking video from the leading vehicles to the HUD of vehicles further back. 
       FIG. 38  is a schematic of an electrical circuit, according to an implementation. 
       FIG. 39  is a schematic of a decoupling capacitor  3900 , according to an implementation. The decoupling capacitor  3900  provides instantaneous current to nearby circuitry. The instantaneous current prevents the inductance of the circuit board and wiring from creating noise in the circuitry. Every integrated circuit component on the board has one or more of these nearby its supply voltage pin. 
       FIG. 40  is a schematic of a decoupling capacitor  4000 , according to an implementation. The decoupling capacitor  4000  provides instantaneous current to nearby circuitry. The instantaneous current prevents the inductance of the circuit board and wiring from creating noise in the circuitry. Every integrated circuit component on the board has one or more of these nearby its supply voltage pin. 
       FIG. 41  is a schematic of a decoupling capacitor  4100 , according to an implementation. The decoupling capacitor  4100  provides instantaneous current to nearby circuitry. The instantaneous current prevents the inductance of the circuit board and wiring from creating noise in the circuitry. Every integrated circuit component on the board has one or more of these nearby its supply voltage pin. 
       FIG. 42  is a schematic of an input circuit  4200  for motor current monitoring, according to an implementation. The input circuit  4200  includes two current sense resistors,  4202  and  4204  for AUX1 motor  4206  and AUX2 motor  4208 . The input circuit of the single voltage system  3600  also includes two low pass filters,  4210  and  4212 , on each circuit. 
       FIG. 43  is a schematic of switches  4300  on the motor drive board, according to an implementation. The switches  4300  include an optocoupler  3702  which receives PWM signals from a control computer. The PWM signals control the single ended motor loads  4304  and  4306 . The switches  4300  also includes MOSFET switches  4308  and  4310 . With one terminal of a brushed motor connected to 12V through the circuit of  FIG. 42  and the other terminal connected to the drain  4312  of Q 1  or Q 2 , driving a positive voltage into the gate  4314  of the MOSFET switches  4308  and  4310  closes the switch and current flows through the motor. 
       FIG. 44  is a schematic of current monitors  4400  for the switches on the motor drive board, according to an implementation. The filtered current sense voltage is applied to the VIN+ and VIN− inputs of U 9 , where it is amplified by a gain of 20. The CMPOUT signal (pin  6 ) is a warning signal that indicates that the motor current has exceeded a threshold set by the ratio of resistors R 18  and R 19 . An identical circuit exists for the AUX2 motor. 
       FIG. 45  is a schematic of 3 phase motor controller  4500 , according to an implementation.  FIG. 45 —U 11  and U 12  are optocouplers. They receive the PWM signals for motor phases A, B and C from the control computer. The purpose of an optocoupler is to transmit a signal across an electrical boundary using a light emitting diode and photo sensitive receiver. This keeps switching noise from the motor windings from interfering with the voltages on the control computer. U 11  receives the PWM signals for phase A and phase B, U 12  receives the PWM signal for phase C, and the motor disable signal. U 13  is the PWM generator. It takes the three PWM signals and the disable signal from U 11  and U 12  and converts them into drive voltages for the three phase H-Bridge (Q 3  thru Q 8 ). An H-bridge is a common way of applying voltage to loads such as motors. Each of the three phases of the motor (A,B,C) is connected to one pair of MOSFET transistor switches. Phase A is connected to Q 3 , Q 4 ; Phase B is connected to Q 5 , Q 6 ; Phase C is connected to Q 7 , Q 8 . Turning on one (and only one) transistor in each pair allows each motor phase to be connected to either 12V or 0V. The different motor phases are exciting in the proper sequence to make the motor turn. This is a standard technique for driving brushless DC motors. The three low side transistors, Q 4 , Q 6 , and Q 8 , are each turned on by applying a voltage (˜10V) to the gate pin (pin  1 ). This voltage comes from U 13 , following the PWM inputs from the control computer. The diodes D 2 -D 4  and the capacitors C 21 -C 23 , form a bootstrapping circuit for U 13 . The purpose of this circuit is to create a gate voltage for the three high side transistors, Q 3 , Q 5 , and Q 7 . Since these transistors are on the high side of the motor winding, the output of each (the source, pin  3 ) is at 12V when the switch is on. In order to drive the gate 10V higher than the source and gate voltage of ˜22 volts is required. The bootstrap circuit creates this voltage in the following way: When Q 4  is closed, the pin AHS is pulled to 0V. This charges the capacitor C 23  through the diode D 2  to ˜10V. When Q 4  is opened and Q 3  is closed, the pin AHS is pulled to 12V and the voltage at pin AHB is now 10V+12V=22V. This voltage is made available in U 13  to drive the gates of the high side transistors. Phases B and C work likewise. The diodes D 9  thru D 14  are Schottky type high speed diodes. Their purpose is to supply a path to ground for the large negative voltages that occur when a (highly inductive) motor phase is switched off. They protect the low side transistors. The resistor R 31  is the current sense resistor for Phase A. With a value of 0.001 ohm, it generates a voltage of 0.001 times the current through Phase A, or 0.1V for 100 amps. The resistors R 34 , R 35  and the capacitor C 24  form a low pass filter to remove some of the high frequency switching noise from the current sense voltage. Phases B and C have identical circuits. 
       FIG. 46  is a schematic of motor current monitors  4600 , according to an implementation. Continuing with Phase A, the filtered voltage across R 31  in  FIG. 46  is applied between the VIN+ and VIN− inputs of U 6 . U 6  is a current sense amplifier and multiplies the current sense voltage by a factor of 20, so a 100 amp motor current (0.1V current sense voltage) will result in a 2V output. This output signal (CURRENT_A) is sent to the control computer board to be used in the control computer. Pin  6  is a comparator output that sends an over current warning signal in the event that the motor current is too high. The threshold for this warning current is set by the ratio of the resistors R 11  and R 16 . Phase B and C have identical circuits. 
     Hardware and Operating Environment 
     The description of  FIG. 47  provides an overview of electrical hardware and suitable computing environments in conjunction with which some implementations can be implemented. Implementations are described in terms of a computer executing computer-executable instructions. However, some implementations can be implemented entirely in computer hardware in which the computer-executable instructions are implemented in read-only memory. Some implementations can also be implemented in client/server computing environments where remote devices that perform tasks are linked through a communications network. Program modules can be located in both local and remote memory storage devices in a distributed computing environment. 
       FIG. 47  is a block diagram of a control computer  4700  in which different implementations can be practiced. The control computer  4700  includes a processor (such as a Pentium III processor from Intel Corp. in this example) which includes dynamic and static ram and non-volatile program read-only-memory (not shown), operating memory  4704  (SDRAM in this example), communication ports  4706  (e.g., RS-232 port  4708  COM1/2 or Ethernet port  4710 ), and a data acquisition circuit  4712  with analog inputs  4714  and outputs and digital inputs and outputs  4716 . 
     In some implementations of the control computer  4700 , the data acquisition circuit  4712  is also coupled to counter timer ports  4740  and watchdog timer ports  4742 . In some implementations of the control computer  4700 , an RS-232 port  4744  is coupled through a universal asynchronous receiver/transmitter (UART)  4746  to a bridge  4726 . 
     In some implementations of the control computer  4700 , the Ethernet port  4710  is coupled to the bus  4728  through an Ethernet controller  4750 . 
     With proper digital amplifiers and analog signal conditioners, the control computer  4700  can be programmed to drive coolant control gate valves, either in a predetermined sequence, or interactively modify coolant flow by opening and closing (or modulating) coolant control valve positions, in response to engine or coolant temperatures. The engine temperatures (or coolant temperatures) can be monitored by thermal sensors, the output of which, after passing through appropriate signal conditioners, can be read by the analog to digital converters that are part of the data acquisition circuit  4712 . Thus the coolant or engine temperatures can be made available as information/data upon which the coolant application program can operate as part of decision-making software that acts to modulate coolant valve position in order to maintain the proper coolant and engine temperature. 
     CONCLUSION 
     A tilting two-front-one-rear vehicle is described. A technical effect of the coordinated tilting of a vehicle during turns. Although specific implementations are illustrated and described herein, it will be appreciated by those of ordinary skill in the art that any arrangement which is calculated to achieve the same purpose may be substituted for the specific implementations shown. This disclosure is intended to cover any adaptations or variations. For example, although described in tricycle terms, one of ordinary skill in the art will appreciate that implementations can be made in automobiles or any other vehicle that provides the required function. 
     In particular, one of skill in the art will readily appreciate that the names of the methods and apparatus are not intended to limit implementations. Furthermore, additional methods and apparatus can be added to the components, functions can be rearranged among the components, and new components to correspond to future enhancements and physical devices used in implementations can be introduced without departing from the scope of implementations. One of skill in the art will readily recognize that implementations are applicable to future sensor devices, different tricycles, and new microprocessors. 
     The terminology used in this disclosure meant to include all transportation and vehicle environments and alternate technologies which provide the same functionality as described herein.