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Stability Analysis of a Three-Wheeled Motorcycle

Article  in  SAE International Journal of Engines · April 2008

DOI: 10.4271/2008-32-0062

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 08SETC-0067

Stability analysis of a three-wheeled motorcycle

A. Sponziello, F. Frendo, M. Guiggiani
Dipartimento di Ingegneria Meccanica, Nucleare e della Produzione – University of Pisa (Italy)

Copyright © 2008 SAE International

ABSTRACT other hand, the front architecture is based on a four link

mechanism, which allows the vehicle to roll as an
In this work the modal analysis of a three-wheeled ordinary motorcycle.
motorcycle is presented. This new kind of vehicle has
two front wheels and a single rear wheel, and can be Even if the driving feel is much like that of motorscooter,
driven like a common motorcycle. the vehicle has some distinctive features, in particular
the two front wheels, which are expected to influence its
In order to study the stability of the system, for given dynamic behavior.
steady-state conditions, two models have been
developed: a simplified motorcycle model, with locked
suspensions and rigid and thin tyres and a more
accurate model having 14 degrees of freedom, in which
the stiffness and damping of suspensions and the radial
stiffness of tyres were also taken into account. In both
models the frame has been considered as rigid; the
Magic Formula with transient behaviour has been
employed for describing the tyre behaviour; the driver
was assumed to be fixed to the frame.

Both straight running and curves with different radii of

curvature have been considered.

A reference model of a two wheeler with similar inertial

characteristics has also been developed for comparison.

INTRODUCTION Figure 1. Piaggio MP3.

This paper deals with the stability analysis of a novel
motorcycle: a three wheeled tilting vehicle, having two
front steering wheels. This work, which was carried out in
the framework of a co-operation between the Uiversity of
Pisa and Piaggio, is referenced to Piaggio MP3 (Fig.1), a
vehicle which has recently obtained a high success in the
Italian market; such vehicle represents an effort to
conjugate the advantages of a two wheeler, in terms of
dynamics and mobility, with some advantages, in terms
of safety, typical of automobiles.
A general description of this vehicle and the analysis of
some handling maneouvres have been already
discussed in previous works by the authors [1, 2]; the
rear body of the vehicle is typical of motorscooter and
consists of the engine suspension assembly; on the
The dynamic behaviour of two wheelers is a well
established subject in the technical literature (see for
example [3-9]); however, there is no technical literature
on the stability analysis of vehicles similar to MP3.
In order to analyze the stability of this kind of vehicle an
accurate model of the vehicle has been developed,
starting from technical drawings. The model has been
obtained by the Lagrange approach, i.e. by deriving the
dynamic equation starting from the kinetic energy of the
system. The model takes into account the compliance of
the suspension systems, the geometry and the radial
stiffness of tires; the frame has been assumed as rigid. A
much simpler model has also been set up having rigid
and thin tires and locked suspensions. In addition a
model of a similar (i.e. having similar geometric and
inertial properties) two-wheeler has also been obtained in
order to have a reference for a typical two wheeler.
VEHICLE MODEL
A kinematic analysis of the vehicle architecture has been
employed in order to select the Lagrangian coordinates,
representing the degrees of freedom of the system. With
reference to Fig. 2 the following 14 coordinates have
been defined: the rear wheel middle plane has been
used to define the forward direction i and the roll angle
φ ; the pitch angles ϑ2 and ϑ3 of the engine-rear
suspension assembly and of the main body (i.e. sprung
weight) of the scooter have been defined in the same
plane; with reference to the front suspension, the
steering angle (equal steering of front wheels) δ has
been defined, while the strokes of the two front
suspension have been identified by the rotations ϑ11 and
ϑ12 of the lever arms; the angle β represents the
angular position of the transverse arms of the four
linkage system (it is no longer a degree of freedom of the
system, and is determined by the roll angle, if we
assume rigid tires and locked suspensions); the angular
position of the wheels are represented by χ11 , χ12 and
χ 2 . In addition to the previous quantities, the vehicle
configuration is determined by the position ( x, y ) in the
horizontal plane, of the contact point P2 of the rear tire,
the yaw angle ψ and the distance r2 of the rear wheel
center C2 from the horizontal plane, as measured in the
middle plane of the rear wheel.
Figure 2. Model schematization and Lagrangian
coordinates.
The forward direction is the intersection between the rear
wheel middle plane and horizontal plane, while the
contact point P2 is the projection of the point C2 on the
forward direction. The unit vector i has been defined
along the forward direction, while the unit vector k is
normal to the horizontal plane (see Fig. 2). The unit
vector j is obtained by k × i ; the unit vectors i , j and k
represent the local reference frame moving with the
motorcycle. Let us to put all the Lagrangian coordinates
into the vector q :
q = [x, y, r2 , φ ,ϑ2 ,ϑ3 , β , δ ,ϑ11 ,ϑ12 , χ 2 , χ11 , χ12 ]
As regards the constitutive properties, the magic formula
with transient behaviour has been employed for tires
behaviour (the experimental characterization was carried
put by TNO automotive); in order to obtain the tire loads,
the camber angles and the wheel steering angle have
been obtained by kinematic analysis, starting from the
previously defined degrees of freedom of the system.
The non linear properties of the suspensions have been
experimentally obtained; a linear spring-damper has
been employed to take account of the tire radial
deformation.
The driver has been assumed as a rigid body, which is
rigidly connected to the vehicle mainframe.
A simpler model has also been developed, in which the
degrees of freedom representing the suspension strokes
and tire radial stiffness were not considered.
Finally a model representing a two wheeler has also
been set up, on the basis of a scheme similar to that
described in Fig. 2.
The equation of motion of the system have been
obtained by the well known Lagrange’s equations:
d  ∂T  ∂T
 − =Q (1)
dt  ∂qɺ  ∂q
in which T represents the kinetic energy of the system, q
the vector of the Lagrangian coordinates and Q the
vector of the Lagrangian components of active forces;
the generic components of vector Q is given by:
∂ OPi
Qh = ∑ F i (2)
i ∂qh
The kinetic energy of each body has been obtained as
the sum of the linear and angular contributions by:
1 1
Ti = mi v TGi v Gi + ΩTi I G Ω i (3)
2 2
in which the center of mass reference has been chosen.
Considering that the angular contribution of the kinetic
energy does not depend on the translational velocity, the
kinetic energy of the system can be written in the
following form:
 •
q B v (q )qɺ + qɺ T Bω (q )qɺ =
1 ɺT 1 the steering torque (whose reaction is on the
T = TV + Tω =
2 2 mainframe),
(4) • the aerodynamic drag force.
q B(q )qɺ
1 ɺT
In relation to equation (2), for the evaluation of the
2
contribution of active forces, it has been convenient to
write the generalized active forces by using the following
in which B(q ) is a matrix which depends on the expression:
configuration of the system and qɺ is given by:
∂ OPi ∂ (OP2 + P2 Pi )
Qhi = F i = Fi ⋅ =
 cosψ senψ 0  ∂qh ∂qh
(7)
ɺq = C qɺ = − senψ cosψ 0  qɺ (5) ∂ OP2 ∂P P
 Fi ⋅ + Fi ⋅ 2 i
∂qh ∂qh
 0 0 I12 

indeed, the following expressions hold:

where I12 is a 12 rows and columns identity matrix; qɺ
and differs from qɺ , for having the longitudinal u and ∂ OP2 ∂ P2 Pi ∂ P2 Pi
= [i 0 j0 03 ⋯ 03 ] , = = 0,
lateral v components of the velocity of point P2 , with ∂q ∂x ∂x
reference to the local frame, instead of the absolute ∂ P2 Pi
components xɺ and yɺ (see Fig.3). = xi j − yi i (8)
∂ψ

where i 0 and j0 represent the unit vectors of the

absolute frame ( x0 , y0 , z0 ) , Fig. 3, and 03 is a null three
components vector. By using the previous relations, the
vector CQ becomes:

 Fxi 
 i 
 Fy 
 
 Fy xi − Fx yi
i i

 ∂x ∂ ∂  (9)
CQ = ∑  i F + i F + i F 
i y i z i

 ∂φ ∂φ ∂φ 
x y z
i

 ∂x ∂y ∂z 
 i Fxi + i Fyi + i Fzi 
 ∂r2 ∂r2 ∂r2 
 ⋮ 
 

where the first three components are respectively the

Figure 3. Absolute and local reference systems. resultant of the external forces in longitudinal and lateral
direction and the vertical component of the resultant of
By using equations (4) and (5) the following general the moment of the external forces around the point P2 .
expression can be obtained for the dynamic equations: All the other components are due to both external and
internal forces.
ɺɺ + 1 ɺ T dB ɺ ɺ T B qɺ = CQ
Bq q q + CC (6)
2 dq The developed models have been implemented in the
MatLab/Simulink environment.
where the expression for C is given in equation (5).
STABILITY ANALYSIS
The following active forces have been considered for
determining the second term of equation(1): In order to analyse the stability of the system it is
necessary to linearize the equations of motion around
• the gravity force, the steady-state configurations.
• the tires forces (including those related to the radial
deformation), In order to find the equilibrium point on straight running, a
• the elastic and damping forces of suspensions, simple static equilibrium of the vehicle is sufficient. On
• the traction and braking forces, the other hand, a virtual driver (acting on the handlebar
and on the driving force) has been implemented [1,2] to
obtain the equilibrium points for steady-state curve
running.
Once the radius of the curve has been chosen, the
virtual driver reaches the equilibrium on that circular path
at a low forward speed. After that, the controller
increases very slowly the speed following the same
circular path so that it is possible to think to be in steady-
state condition at each time. By this way, the
approximated steady-state conditions have been
obtained as a function of the velocity. For example, the
figure 4 and 5 show some variables (roll angle, steering
angle, steering torque) as a function of the forward
speed in steady-state conditions, for a circular path of
radius of 13 m. That plots have been obtained by using
the simplified model with locked suspensions and rigid
tyres.
After the estimation of the equilibrium points of the
vehicle, the system (6) has been linearized and the
eigenvalues of the dynamic matrix have been calculated.
Obviously, a different dynamic matrix was obtained for
each equilibrium condition.
Figure 4. Roll and steering angle as a function of the
forward speed in steady-state conditions, for a curve with
radius of 13 m.
Figure 5. Steering torque as a function of the forward
speed in steady-state conditions for a curve with radius
of 13 m.
RESULTS
Figures 6 and 7 show a comparison between the three
wheeled vehicle and a similar two wheeler. Such plots
has been obtained with the simple models (i.e. models
with locked suspension and rigid and thin tires) and give
the real and imaginary part of the eigenvalues for
different forward speed in straight running.
The three main modes of a motorcycle, i.e. capsize,
weave and wobble, can be easily recognized. It is
interesting to observe how the weave mode for the three
wheeled motorcycle result stable for the whole examined
range of forward speed, while, for the two wheeler it
becomes unstable at a forward speed of about 40 m/s.
On the other hand, the wobble mode becomes unstable
at lower speed, with respect to what happen for the two
wheeler. The imaginary part of the eigenvalues shows
how the wobble mode for the three wheeler has a
somewhat higher frequency above 20 m/s forward
speed.
Figure 6. Real part of eigenvalues for straight running;
results obtained with simple models.
Figure 7. Imaginary part of eigenvalues for straight
running; results obtained with simple models.
Previous analyses show an unexpected wobble instability
at a relatively low speed, which had not an experimental
evidence. It was observed that the stability analysis
shown in Figs. 6 and 7, and in particular the wobble
mode is strongly influenced by the damping of the
steering system. In fact, it has to be considered that the
three wheeled motorcycle has two steering system
(steering tube, bearings etc.) and, therefore, it is
reasonable to expect that also the damping is twice the
damping of a single steering system.
With this regard, Figs. 8 and 9 show the real and
imaginary parts of the eigenvalues for the case in which
the whole damping of the steering system of the three
wheeler is twice that used for the two wheeler.

Figure 10. Real part of eigenvalues for running on a

Figure 8. Real part of eigenvalues for straight running curve with a radius of 100m; results obtained with simple
with double Csteer; results obtained with simple models. models.

Figure 9. Imaginary part of eigenvalues for straight Figure 11. Imaginary part of eigenvalues for running on a
running with double Csteer; results obtained with simple curve with a radius of 100m; results obtained with simple
models. models.

Previous graphs clearly show that, by increasing the

damping in the steering system, the weave mode has not
been greatly influenced; the weave mode is still stable
over the examined speed range. On the contrary, the
wobble mode has become very similar to that of the two
wheeler; this also explains why there has not been any
experimental evidence of wobble instability between 30
and 40 m/s.

The imaginary part of the eigenvalues is such that the

frequencies for the two vehicle architectures are very
similar (Fig.9).

On the basis of previous results, it can be concluded that

the gyroscopic effect of front wheels influences the
eigenvalues of all modes, while the damping of the Figure 12. Real part of eigenvalues for running on a
steering system appears to affect mainly the wobble curve with a radius of 13m; results obtained with simple
mode. models.

Figures 10-13 show the comparison between the two

vehicles with reference to two curves having different
radii of curvature.

Figure 13. Imaginary part of eigenvalues for running on a
curve with a radius of 13m; results obtained with simple
models.
On the basis of those figures it can be concluded that, at
low speed (Fig.12 and Fig.13) the eigenvalues of the
three wheeler are close to the eigenvalues of the two
wheeler; in other words at low speed the gyroscopic
effect of the front wheels have not a great influence on
stability. On the other hand, at high speed (for the radius
of 100m) the two motorcycle have different eigenvalues.
CONCLUSION
The stability analysis of a three wheeler has been
analysed and discussed in this work; Piaggio MP3, which
has a front system with two steering wheels, was taken
as a reference for this study. Two different models of the
vehicle have been set up, by taking or not into account
the compliance of suspensions and tires. In order to
compare the stability of such vehicle a model for a
similar two wheeler has been also developed.
The stability analysis showed that in straight running the
three wheeled motorcycle has a higher stability of the
weave mode if compared to the two wheeler; indeed it
appeared stable in the whole examined speed range. On
the other side, it has been found that the stability of the
wobble mode would by lower if similar steer damping is
assumed for the two vehicles. However, by considering a
steer damping, which is twice that assumed for the two
wheeler, the wobble mode become very close to that
obtained for the two wheeler, while the weave mode
seems not to be affected.
The stability analysis in a curve revealed that for small
turning radii, when the forward speed is low, the
eigenvalues for the three wheeler are close to the
eigenvalues obtained for the two wheeler. At higher
forward speed, i.e. far larger turning radii, due to the
gyroscopic effects the eigenvalues for the three wheeler
become different from those of the two wheeler.
This work is still in progress; the influence of the
compliance of suspensions and tire on the stability of
both the two and three wheeler will be added in the final
paper.
ACKNOWLEDGMENTS
The authors wish to thanks Piaggio for their support and
for having supplied the technical data useful for the
model development.
REFERENCES
1. F.Bartaloni, O.Di Tanna, F.Frendo, M.Guiggiani,
M.Parenti, A.Sponziello, “Dynamic simulation of a
new three wheeled motorcycle”, Multibody dynamics
2007, ECCOMAS thematic conference, Milano
(Italy), june 2007.
2. F.Bartaloni, O.Di Tanna, F.Frendo, M.Guiggiani,
M.Parenti, A.Sponziello, “Dynamic analysis of a
novel three-wheeled tilting vehicle”, poster
th
presentation at IAVSD 20 Symposium, Berkeley
CA, August 2007.
3. R.S. Sharp, C.J. Jones, “Straight-running stability of
single-track vehicles”; IEEE Electromagnetic
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7. R.S. Sharp, “Stability, control and steering responses
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8. V. Cossalter, Motorcycle dynamics, Race Dynamics,
Greendale, 2002.
9. V. Cossalter, R. Lot, F. Maggio, “The modal analysis
of a motorcycle in straight running and on a curve”,
Meccanica, 39, pp.1-16, 2004.
CONTACT
Antonio Sponziello got his master degree in mechanical
engineering at the University of Pisa in 2004. In 2008 he
got his PhD in Ground Vehicles Engineering. His main
research interests are vehicle and motorcycle dynamics.
Contact e-mail: antonio.sponziello@ing.unipi.it
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