CA3167491A1

CA3167491A1 - A steering enhancement method characterized by the ability to apply stabilizing forces from flywheels concurrently and cooperatively with the drivers steering.

Info

Publication number: CA3167491A1
Application number: CA3167491A
Authority: CA
Inventors: Daniel PILON
Original assignee: Individual
Current assignee: Individual
Priority date: 2022-07-08
Filing date: 2022-07-08
Publication date: 2024-01-08

Abstract

The present invention relates to the general field of stabilizing method particularly adapted to enhance the stability, the agility and the control of roll unstable system such motorcycles, narrow track vehicle and robot

Description

BACKGROUND OF THE INVENTION
Non tilting vehicles usually have their stability and cargo capacity limited by the maximum lateral force they can apply without being at risk of getting in an undesirable rollover or other handling difficulties. This limit is a known problem of narrow track vehicle, all terrain vehicle, truck and other types of vehicles. It limit their maximum speed, agility, safety and cargo carrying capacity. It also limit the comfort and the handling of the cargo and the passengers of the vehicle.
Roll bar, tilting mechanism, low centre of gravity, steering system, suspension system and other solutions have been developed to reduce the negative impact of lateral forces on the vehicle dynamics but room for improvement justify search for new solutions. One example is the need for narrow vehicle to reduce the environmental impact of larger vehicle.
In typical tilting vehicle like bicycle and motorcycle in motion, the trajectory and the balance of the vehicle is controlled at least in part with the steering of the vehicle. This is usually at least in part achieved with the use of steering and counter steering to initiate a turn or tilt to compensate for the centrifugal forces or other external forces.
The steering method intuitively applied by most user to steer this type of vehicle travelling at a forward speed in its stable range is to apply a steering torque in a direction opposite to the desired trajectory and to remove the steering torque to return the trajectory to a straight line. The countersteering is usually at least in part produced automatically by the weight distribution and the steering geometry of the typical assembly composed of the vehicle and it's driver. This said typical assembly enable the driver to control the trajectory and the balance but have many know problem associated with their limited stability.
Theses vehicle are known to have limited stability and issues like a limited speed range of stable operation and a limited ability to compensate for an external force or a lost of traction. The requirement to lean before to steer in a direction is known and the time required tio initiate a lean before to turn is sometime a problem. Many problems of oscillation like head-shake, tankslapper-style and steering kickback are also known. Stability control systems for improving the road stability and agility of wheeled vehicles exist. In some instances, known stability control systems include one or more rotating gyroscope assemblies mounted in the wheels or in the chassis of the vehicles.
Rotating gyroscopes may impacts positively the dynamic stability of the wheeled vehicle in which they are mounted. For more then 100 years, people tried to integrate gyroscopes in two wheeled vehicle to increase their stability but with limited success.
While these known stability control systems can in some conditions provide some level of improved stability to a wheeled vehicle, they generally offer limited performance and safety and added complexity and cost. They also had, in some conditions, oscillation problem and a negative impact on the driver's control of the balance and steering of the trajectory.
Thus, there is a need on the market for an improved flywheel based stability control method that is significantly more efficient, intuitive and reliable at providing stability, agility and control.
In a broad aspect, the present invention provides improved stability control methods, different embodiment using theses methods and methods of operating sames.
Date Regue/Date Received 2022-07-08 SUMMARY OF THE INVENTION
In a broad aspect, a proposed steering enhancement method 801 is useful for improving the stability, agility and control of tilting vehicle 601, such as two or more wheel bicycles, motorcycles, tilting car and some all terrain vehicle (ATV).
Also, a proposed inertial compensation method 802 is useful for improving the stability, agility and control of roll unstable vehicles 600 is presented.
The inertial compensation method 802 and the steering enhancement method 801 may also be integrated together in a tilting vehicle 601 to produce a synergistic effect in a method called the dynamics enhancements methods 800.
Different embodiment integrating at least one of theses two method are presented in detail in this document. Also, a method for operating of the proposed embodiment is provided.
Many additional features are combined in an innovative way are in the descriptions and also constitute innovation.
Date Regue/Date Received 2022-07-08 Brief Description Of The Drawings Fig. 1 in a front perspective view, illustrates an embodiment of a bicycle that may be used to apply the steering enhancement method 801, the inertial compensation method 802 or the two method in combination as the dynamics enhancements methods 800;
Fig. 2 in a front perspective view, illustrates the bicycle in FIG. 1, here showing in exploded views the front and rear wheels including a flywheel assembly 100 in the front wheel as a device for the steering enhancement method 801;
Fig. 3 in a front perspective view, illustrates one embodiment of the bicycle in FIG. 1, here showing in exploded views the front and rear wheels including a flywheel assembly 100 in the rear wheel as a device for the inertial compensation method 802;
Fig. 4 in a front perspective view, illustrates one embodiment of the bicycle in FIG. 1, here showing in exploded views the front and rear wheels including a flywheel assembly 100 in the front and the rear wheel as a device for the dynamics enhancements methods 800;
FIG. 5, in a perspective, exploded view, illustrates one of the flywheel assembly 100 used in one embodiment;
FIG. 6, in a partial, rear perspective view, illustrates the stabilizing control system in FIG. 1, here showing an embodiment of a steering motor 142 mounted on the front end of the bicycle chassis;
Fig. 7 is a diagram of the stability enhancement method applied in one embodiment of the disclosure;
Fig. 8 in a front perspective view, illustrates an embodiment of a stabilizing control system, according to the present invention, here shown including two gyroscope assembly mounted in the chassis of a motorcycle;
Fig. 9 in a side perspective view, illustrates the stabilizing control system in FIG. 8, here shown when the steering handles of the motorcycle are oriented straight forwardly. The flywheel assembly 100 mounted in the chassis is shown operatively connected to the steering assembly 815 and the steering motor 142 of the motorcycle through a steering linkage 816 arrangement;
Fig. 10 illustrates the stabilizing control system in FIG. 8, here shown when the steering handles of the motorcycle are oriented rightwardly;
Fig. 11 illustrates the stabilizing control system in FIG. 8, here shown when the steering handles of the motorcycle are oriented leftwardly;
Fig. 12 in an enlarged, side partial view, illustrates the stabilizing control system in FIG. 8, here shown with the gimbal's ratio actuator 864 fixing a neutral gimbal's ratio adjustment 863.
Fig. 13 in an enlarged, side partial view, illustrates the stabilizing control system in FIG. 8, here shown with the gimbal's ratio actuator 864 fixing a positive gimbal's ratio adjustment 863.
Fig. 14 in a side perspective view, illustrates an embodiment with a system to apply the dynamics Date Regue/Date Received 2022-07-08 enhancements methods 800, including multiple steering motor 142 as the steering actuator 818 and as the steering linkage 816 to steer the flywheel's gimbal 112 mounted in the chassis of a motorcycle, the steering handle 522 and the steered wheels.
Fig. 15 in a front perspective view, illustrates an embodiment of a system, according to the present invention mounted on a three-wheel motorcycle provided with a side tilting rear axle, and with the steering handle 522 oriented straight forwardly. The three-wheel motorcycle includes a flywheel assembly 100 in the front wheel 506 spinning forward, one flywheel assembly 100 in in each rear wheel 508 spinning backward and one steering controller 850 mounted on the front end of the motorcycle chassis;
Fig. 16 in a rear view, illustrates the three-wheel motorcycle in FIG. 15;
Fig. 17 illustrates the stabilizing control system in FIG. 15, here showing the three-wheel motorcycle having its steering handle 522 oriented rightwardly and the motorcycle chassis tilted sidewardly to the right;
Fig. 18 in a rear elevational view, illustrates the three-wheel motorcycle in FIG. 15;
Fig. 19 illustrates the stabilizing control system in FIG. 15, here showing the three-wheel motorcycle having its steering handle 522 oriented leftwardly and the motorcycle chassis tilted sidewardly to the left;
Fig. 20 in a rear elevational view, illustrates the three-wheel motorcycle in FIG. 15;
Fig. 21 in an enlarged, side partial view, illustrates the steering handle 522 of the three-wheel motorcycle in FIG. 15 oriented straight forwardly and operatively connected to the vehicle steering assembly and power steering actuator of the motorcycle through an elongated steering extension link adjusted with a steering ratio of 1;
Fig. 22 , illustrates the steering handle 522 of the three-wheel motorcycle in FIG. 15, here shown when with the steering handle 522 are oriented righwardly;
Fig. 23 illustrates the steering handle 522 of the three-wheel motorcycle in FIG. 15, here shown when the steering handle 522 are oriented leftwardly;
Date Regue/Date Received 2022-07-08 Detailed Description Of The Invention Description of the steering enhancement method 801 The steering enhancement method 801 The steering enhancement method 801 contain a tilting wheeled vehicle 601, a steering controller 850, a steering assembly 815, a driver 855 and a stability enhancement controller 809.
The steering enhancement method 801 is used to enhance the control of the stability and the agility of the vehicle. This may improve the user experience and functionalities. The added stability may enable the driver to stop without to put a foot on the ground, to skid without to fall, to take turn with more agility and to absorb impact without falling.
The steering enhancement method 801 interconnect and operate the components in a new method enhancing the individual ability of each one to control the trajectory, the stability and the comfort of the vehicle.
The steering enhancement method 801 use a control scheme where the steering controller 850, the driver 855 the flywheel's gimbal 112 and the stability enhancement controller 809 concurrently and cooperatively steer steering assembly 815. This interconnection create a new and unexpected result since it allow the driver 855 to steer and countersteer the steering assembly 815 in cooperation with the steering from flywheel's gimbal 112, from the steering controller 850 and from the stability enhancement controller 809. Theability of the driver 855 to steer contribute to an increased safety since it enable the driver 855 to control the stability and the trajectory with an intuitive driver's steering command 898 even if the stability enhancement controller 809 or the steering controller 850 fail. This method may also increase the driver's stability and agility at low speed.
The embodiment of component used in the steering enhancement method 801 also contain innovations in the way they operate and are integrated in the vehicle.
The tilting wheeled vehicle 601 The tilting wheeled vehicle 601 is a vehicle with a tilting assembly 602 tilting in the roll axis to enhance the stability, the agility or the user experience of the tilting wheeled vehicle 601. A regular bicycle or motorcycle may provide a suitable tilting wheeled vehicle 601 for the application steering enhancement method 801 since the whole vehicle is the tilting assembly 602 in the case of theses single track vehicle. A typical three or more wheeled vehicle with a tilting assembly 602 tilting in the roll axis to enhance it's stability, agility or user experience may also provide a suitable tilting wheeled vehicle 601 for the application steering enhancement method 801.
An already existing tilting wheeled vehicle 601 can be modified and equipped with a system providing a suitable steering assembly 815, driver 855, steering controller 850 and stability enhancement controller 809 for the application the steering enhancement method 801. The components required for the use of the steering enhancement method 801 may be provided as a kit compatible and ready to install on already existing tilting wheeled vehicle 601 such as bicycle and motorcycle.
Date Regue/Date Received 2022-07-08 The tilting wheeled vehicle 601 may be a vehicle designed and produced with all the components required to use the steering enhancement method 801.
The tilting wheeled vehicle 601 may be a vehicle powered by a thermal, an electrical or a hybrid drive train motor.
The driver 855 The driver 855 steer the steering assembly 815 to control the trajectory and the stability of the vehicle.
The driver 855 may be an occupant of the vehicle, a remote user of the vehicle, an autonomous driving system or a combination of theses.
The driver 855 transmit a driver's steering command 898 to the steering controller 850 to steer the steering assembly 815.
The driver 855 may transmit a driver's steering torque 857, a driver's signal 858 or a combination of both to the steering controller 850 to steer the steering assembly 815.
An embodiment may combine two type of driver 855 and combine two type of two driver's steering command 898. The said embodiment may be a human steering the vehicle with a driver's steering torque 857 manually applied in combination with an autonomous driving system steering with a driver's signal 858 if an imminent collision is detected.
In one embodiment, the driver's steering command 898 from the driver 855 is the driver's steering torque 857 manually applied on a steering handle 522 used as the manually operated steering input 890.
The driver can steer this embodiment with driver's steering command 898 similar the driver's steering command 898 used by typical driver of typical motorcycle to control the trajectory and the balance of two wheel vehicle travelling at a forward speed in its stable range.
One embodiment allow the driver 855 to balance the vehicle with driver's steering command 898 similar to the one used at higher speed on regular motorcycle even if the vehicle travel at low speed or standstill. It is usually difficult to balance at very low speed a typical single track vehicle not equipped with the steering enhancement method 801 since a forward speed is normally required to apply the roll torque necessary to balance theses vehicles. The steering enhancement method 801 enable the driver with the ability to steer the vehicle to apply a roll torque required to balance it even at low speed or standstill.
One embodiment using the steering enhancement method 801 in a vehicle travelling at a forward speed in its stable range can be manually steered by the driver by applying a steering torque in the direction opposite to desired trajectory. Thereby, the driver 855 can operate the system as a torque controlled system steering in the direction opposite to the applied torque and with a delay following the application of the steering torque.
In one embodiment, the driver 855 of the steering enhancement method 801, is a human driver manually operating a regular motorcycle steering handle 522 to steer the trajectory of the vehicle by applying a steering torque in the direction opposite to the desired trajectory and roughly proportional to the desired steering angle.
The driver 855 of the steering enhancement method 801, may also be a human driver using a remote Date Regue/Date Received 2022-07-08 controller to send a signal to the steering controller 850 corresponding to the steering torque to apply to the steering assembly 815 to control the trajectory and at least in part the balance of the vehicle.
Therefore, the driver may steer the trajectory as a torque controlled steering angle.
The driver 855 using the steering enhancement method 801 may be an autonomous driving system sending signal to the steering controller 850 corresponding to the steering torque to apply to the steering assembly 815 to control the trajectory and at least in part the balance of the two wheel vehicle.
Therefore, the driver may steer the trajectory as a torque controlled steering angle.
In one embodiment using the steering enhancement method 801, the driver 855 may receive a position feedback, a force feedback, a signal feedback or a combination of theses from the steering controller 850 enabling it to sense at least in part the state of the steering assembly 815.
In one embodiment, the driver 855 is a human driver manually steering a steering handle 522 and manually feeling the reaction torque and the position of the steering handle 522. This provide the driver with a mean to sense the state of the steering controller 850 and the steering assembly 815. This feedback from the steering assembly increase the ability of the driver 855 to manage the use of the limited precession torque in the roll axis 901 available to stabilize the vehicle.
The stability enhancement controller 809 The stability enhancement controller 809 steer the steering assembly 815 to increase the stability of the tilting assembly 602.
The stability enhancement controller 809 transmit a stability enhancement steering 810 as a mechanical forces, a signal or a combination of both to the steering controller 850 to steer the steering assembly 815.
The stability enhancement controller 809 determine the stability enhancement steering 810 based on signals received from sensors.
In one embodiment, the stability enhancement controller 809 determine the stability enhancement steering 810 based on an estimated the tilt angle error 885.
In an embodiment, the stability enhancement controller 809 determine the tilt angle error 885 as the difference between the angle where no lateral forces are applied on the tilting assembly 885 and the actual tilt angle of the tilting assembly 885.
In an embodiment, the tilt angle error 885 is estimated from the gravity, the centrifugal force and the other forces sensed on the lateral axis of the tilting assembly. In the case of the vehicle taking a turn with a balanced tilt angle of the tilting assembly 602, the gravity and centrifugal forces mostly cancel one another in the lateral axis and the tilt angle error 885 estimated is around zero. Furthermore, in the case of the vehicle going in a straight line on a flat ground and with a vertical angle of the tilting assembly 602, the gravity is perpendicular to the lateral axis and the tilt angle error 885 estimated is around zero.
In an embodiment, the lateral forces on the tilting assembly are estimated from the signal of a lateral acceleration sensor 805 and a roll acceleration calculated from a roll rate sensor 806. Theses two sensors are attached to the tilting assembly 885. The lateral forces generated by the roll acceleration are Date Regue/Date Received 2022-07-08 removed to the measured lateral force to determine the tilt angle error 885.
The lateral acceleration sensor 805 and the roll rate sensor 806 may be provided by typical MEMS
accelerometer sensor and MEMS gyroscope sensor.
In an other embodiment, the tilt angle error 885 may be estimated with a pendulum having it's axis of rotation pivotally connected to the tilting assembly 885 and oriented in the roll axis of the tilting assembly 885. An angle sensor measuring the angle between the pendulum and the tilting assembly 885 may provide an appropriate mean to determine the tilt angle error 885. The distance between the centre of mass and the axis of rotation of the pendulum may also be adjusted to improve the estimation of the tilt angle error 885. Spring and stopper limiting the angular range of motion of the pendulum may also be used to tune the sensor behaviour.
In an other embodiment, the tilt angle error 885 may be estimated by measuring the lateral forces applied on the tilting assembly with the flywheel assembly 100. The precession forces from the flywheel assembly 100 produced by the lateral forces applied on the tilting assembly 602 and it's flywheel assembly 100 can be measured with a force sensor. The force sensor measuring the precession forces is installed on the steering linkage 816 and may alternatively be installed on the flywheel's axle 105. The measurement of the precession torque is further improved by removing to it the forces from the angular acceleration of the flywheel's gimbal 112 axis of rotation. A
known application of of a similar method to determine the forces on the lateral axis of the tilting assembly and the tilt angle error 885 is the gyro monorail from Louis Philip Brennan U5796893A.
In an embodiment, the stability enhancement controller 809 determined more then one tilt angle error 885 and with different sensors to provide a redundancy.
In an embodiment, the stability enhancement controller 809 use two estimated tilt angle error 885 to determine the stability enhancement steering 810 command transmitted to the steering controller 850.
In an embodiment, a micro-controller and multiple sensors are used by the stability enhancement controller 809 to determine the stability enhancement steering 810 applied.
In an embodiment, the sensor's signal, the signal's filtering, the estimation of the tilt angle error 885 and the proportional correction can be tuned to optimize the performance, the comfort, the level of assistance or other aspects of the stability enhancement steering 810.
In an embodiment, the sensor signal, the signal filtering, the estimation of the angle error 885 and the level of assistance from the stability enhancement controller 809 is tuned and optimized by the user and one of the know automatic optimization and tuning method like artificial intelligence and mathematical optimization.
In an embodiment, the level of traction on the road is estimated with sensors to determine an additional traction assistance 883 applied by the stability enhancement steering 810 to compensate with a roll torque the the lateral slippage. The lateral slippage may be determined by comparing the roll acceleration measured by a MEMS gyroscope sensor with the lateral acceleration of two MEMS
accelerometer located at two different height on the tilting assembly 602. The difference between the reading of the two MEMS accelerometer not coming from the roll acceleration may be used to estimate the lateral slippage to compensate with the stability enhancement steering 810 Date Regue/Date Received 2022-07-08 The steering assembly 815, The steering assembly 815 provide the steering enhancement method 801 with a mean to apply the forces controlling the trajectory and the stability of the tilting wheeled vehicle 601 thru the steering of it's multiple steered components as a single steered assembly 899.
The steering assembly 815 is steered by the steering controller 850. The steering controller 850 combine and assist the driver steering 855 and the stability enhancement steering 810. The steering controller 850 apply the combined and assisted steering to the steering assembly 815. Thus, the steering assembly 815 is concurrently and cooperatively steered by the driver steering 855 and the stability enhancement steering 810 and the steering controller 850.
The steering assembly 815 steer it's at least one steered wheel 817 and it's at least one flywheel's gimbal 112 as a single assembly. The steering assembly 815 interconnect the steering of the steered wheel 817 and the steering of the flywheel's gimbal 112 with a steering linkage 816. This allow the steering of the steering assembly 815 to simultaneously steer it's steered wheel 817 and it's flywheel's gimbal 112 in a single steering action. This provide the driver 855 and the stability enhancement controller 809 with a simplified steering interface compared to an independent steering of the steered wheel 817 and the flywheel's gimbal 112.
The steering assembly 815 make the steered assembly 899 easier to control, easier to sense and easier to predict for the steering controller 850, the driver 855 and the stability enhancement controller 809 because the component of the steering assembly are steered as an assembly. The increased ability to predict the impact from the steering of the components of the steered assembly 899 increase the driver's control of the trajectory and the balance in some conditions.
The flywheel's gimbal 112 The flywheel's gimbal 112 of the steering assembly 815 is attached to at least one flywheel assembly 100. The flywheel's gimbal 112 have it's gimbal's axis 845 pivotally attached to the tilting assembly 602. The gimbal's axis 845 of the flywheel's gimbal 112 is substantially perpendicular to a flywheel's axle 105 of the flywheel assembly 100. The normal orientation of the gimbal's axis 845 and the normal orientation of it's corresponding flywheel's axle 105 are selected to transfer a precession torque at least in part in the roll axis of the tilting assembly 602 when the flywheel's gimbal 112 is steered around it's normal orientation. This provide the steering assembly 815 with a mean to apply a roll torque from the steering of the flywheel's gimbal 112 and to receive a steering torque from the flywheel's gimbal 112 when a roll torque is applied on the tilting assembly 602.
Someone skilled in the art may find many combinations of normal orientation of the gimbal's axis 845 and normal orientation of it's flywheel's axle 105 able to provide the steering assembly 815 with a mean to apply a precession torque at least in part in the roll axis of tilting assembly 602 when steered around it's normal orientation.
In one embodiment, the steering enhancement method 801 use a vertical normal orientation of the axis of the flywheel's gimbal 112 and a lateral normal orientation of it's corresponding flywheel's axle 835.
In one other embodiment, the steering enhancement method 801 may use a lateral normal orientation of the axis of the flywheel's gimbal 112 and a vertical normal orientation of it's corresponding flywheel's axle 835 as a mean for the method to apply a roll torque on the tilting assembly 602 when steered Date Regue/Date Received 2022-07-08 around it's normal orientation.
The steering enhancement method 801 may use a steered assembly 899 with one or more flywheel's gimbal 112.
In one embodiment, two counter rotating flywheel assembly 100 located in two different flywheel's gimbal 112 are used to cancel one another's angular momentum in some conditions. This is a technique known in the art as exemplified in the patent US796893A.
The flywheel assembly 100 In it's normal operation, one or more flywheel assembly 100 are spinning continuously over the minimum speed required to apply a precession torque in the roll axis 901 when the flywheel's gimbal 112 is steered with the steering enhancement method 801.
In one embodiment, the steering controller 850 use an angular momentum controller 880 to adjust the rotational velocity of the one or more flywheel assembly 100 following the speed profile configured.
The speed profile configured may be changed based on the driver's configuration, the limit set by the factory setting and other vehicle's parameter.
The flywheel assembly 100 contain a flywheel's stator 104 and a flywheel's rotor 106 rotating the flywheel's rotating mass 118 around the flywheel's axle 105.
As seen in fig. 5, in one embodiment, the flywheel assembly 100 contain a motor composed of a flywheel's stator 104 and a flywheel's rotor 106 rotating the flywheel's rotating mass 118 around the flywheel's axle 105. The flywheel's rotating mass 118 is cowdally mounted on a cylindrical flywheel's rotor 106. The flywheel's rotor 106 is cowdally and rotatably mounted on a flywheel's axle 105 and around the flywheel's stator 104. The flywheel's stator 104 is coaxially mounted to the flywheel's axle 105 and inside the flywheel's rotor 106. In this embodiment, the proposed flywheel assembly 100 have some similarity with the well known design of electric wheel hub motor but with the difference that this embodiment replace the tire of the typical hub motor's with a flywheel's rotating mass 118. The flywheel's stator 104 may contain sensors to measure the position and the precession torque from the flywheel's rotating mass 118. In one embodiment the flywheel's stator 104 use the energy from the battery or from the vehicle's regenerative braking to power the rotation of the flywheel's rotating mass 118. Alternatively, the kinetic energy in the flywheel assembly 100 may be used to power the vehicle.
The flywheel's electric motor is also used as a regenerative brake to stop the flywheel's rotation if necessary.
In one embodiment, the flywheel's motor may be any other suitable type of motor like a hydraulic motor, a pneumatic motor or a mechanical system. In one embodiment, the wheel's or the engine rotation may be mechanically linked to power the rotation of the flywheel's rotating mass 118.
The flywheel's rotating mass 118 may be a uniform disc rotating around it's axis. It may also be shaped with more of it's weight at the periphery to increase the angular momentum stored for a given mass, angular velocity and diameter.
The flywheel's rotating mass 118 may be composed of alloy steel, aluminum alloy, carbon fibre, glass fibre or any other know material meeting the specific requirements.
Date Regue/Date Received 2022-07-08 The flywheel's rotating mass 118 may be composed of composite material with it's fibre oriented to increase the mechanical strength in the direction for the forces involved.
The flywheel's rotating mass 118 may be made of composite with an additive manufacturing process.
The flywheel's rotating mass 118 may be made of composite with a continuous filament winding process.
The flywheel's rotating mass 118 may be made of composite assembled by an automated fibre placement machine.
The steered wheel 817 The steered wheel 817 is the wheel directing the trajectory of the wheeled vehicle.
In an embodiment, the steered wheel 817 is the front wheel of a regular bicycle equipped with a tire and a valve stem accessible from the side of the wheel to inflate the tire.
The front wheel of a most bicycle and motorcycle may be suitable to provide the steered wheel 817 for the application of the steering enhancement method 801. In one embodiment, the spoke of the steered wheel have been replaced by a disc to free the space inside the rim for the flywheel assembly 100. In one embodiment, the wheel facing cover 524 replacing the spoke are attached to the rim with screws and to the flywheel's axle 835 with bearings.
The steering enhancement method 801 can be used with one or more steered wheel. In an embodiment, the vehicle may use two front wheel tilting with the tilting assembly 602 and steering the trajectory together.
One embodiment may be a motorcycle using a front steered wheel and a rear steered wheel linked together by a steering linkage 816 to determine the vehicle's trajectory.
The increased stability and agility provided by the proposed method enable more freedom in the selection of the steering geometry steering the steered wheel 817 because the method does not rely only on the steering geometry and the driver's steering to balance the vehicle. The steering enhancement method 801 also rely on the flywheel assembly 100, the steering controller 850 and the stability enhancement controller 809 controller to maintain the balance.
The steering enhancement method 801 can be used with the steered wheel 817 replaced by steered ski, steered float or other similar devices to control the vehicle's trajectory.
The flywheel assembly 100 and the wheel may also include a drive train assembly 512 mounted in parallel with the flywheel assembly 100, inside the wheel or outside the wheel to propel the wheel of the vehicle.
The steering linkage 816 The steering assembly 815 use one or more steering linkage 816 to interconnect the steering of it's one or more flywheel's gimbal 112 with the steering of the one or more steered wheel 817. The steered Date Regue/Date Received 2022-07-08 components of the steering assembly 815 are refereed to as a steered assembly 899.
The sum of the forces applied on the steered assembly 899 and from the steered assembly 899 determine the steering of the steered assembly 899. The steered assembly 899 is steered by the forces from the steering controller 850, from the flywheel's gimbal 112 and from the steered wheel 817.
In one embodiment, one or more steering linkage 816 may be provided by two or more steering motor 142 having their position and steering force linked to one another. This may enable the use of a steering motor 142 as a steering linkage 816 and as a steering motor 142 at the same time.
The one or more steering linkage 816 orient the at least one flywheel's gimbal 112, the at least one steered wheel 817 and the at least one steering controller 850 to be substantially centered when one of them is centered.
The steering linkage 816 orient the steering of the one or more flywheel's gimbal 112 to generate a roll torque on the tilting assembly 602 oriented substantially toward the right when the vehicle is steered toward the left and a roll torque on the tilting assembly 602 oriented substantially toward the left when the vehicle is steered toward the right. Whereby, the roll torque from the combined steering of the at least one flywheel's gimbal 112 and the at least one steered wheel 817 are enhancing the others effect on the stability and the agility of the vehicle.
When the tilting assembly 602 roll because an external lateral force is applied to it while the vehicle travel forward, the flywheel's gimbal 112 apply a steering torque that steer the one or more steered wheel 817 to direct the tilting wheeled vehicle 601 into the roll, therefore generating a roll torque on the tilting assembly 602 compensating at least in part for the external lateral force. This may contribute at least in part to increase the stability of the tilting assembly 602. In an embodiment, this effect contribute at least in part to the stability of the vehicle.
The one or more steering linkage 816 interconnecting the components of the steered assembly 899 can be suitably provided from the group consisting of belt with pulleys, gears, interconnected hydraulic actuator, interconnected electromechanical actuators, interconnected universal joint, connecting rod connected to steering arm or any other suitable mean to link the steering of the steered assembly 899.
The steering ratio 860 The steering ratio 860 is the ratio between the displacement of a steered component and the corresponding displacement of an other steered component linked to it. The steering ratio 860 may be adjusted to be positive or negative. The steering ratio 860 may be adjusted manually with a steering ratio adjustment 888. The steering ratio 860 may be adjusted by a command sent to a steering ratio actuator 862. The steering ratio 860 may be adjusted automatically by a steering ratio actuator 862 controlled based on the appropriate vehicle parameter such as it's speed and it's weight.
An embodiment may adjust the steering ratio 860 of the manually operated steering input 890, the steered wheel 705 or the flywheel's gimbal 112 to improve the steering feedback or the the control of the steering assembly 815.
Date Regue/Date Received 2022-07-08 The gimbal's ratio adjustment 863 The steering ratio 860 of the flywheel's gimbal 112 may be adjusted by a gimbal's ratio adjustment 863.
The gimbal's ratio adjustment 863 may be remotely adjusted by a steering ratio actuator 862 to increase the steering ratio 860 when the vehicle travel at low speed or standstill and to provide increase the roll torque from a given displacement of the steered assembly 899. Furthermore, this may reduced the steering displacement of the steered wheel 705 and the manually operated steering input 890 necessary to apply the required roll torque to balance the vehicle at low speed.
In an embodiment, the gimbal's ratio adjustment 863 is automatically adjusted based on the vehicle's speed.
In an embodiment, the gimbal's ratio adjustment 863 is adjusted with a steering ratio actuator 862 changing the effective length of the torque arm of the flywheel's gimbal 112.
This decrease the amount of steering done by the steered wheel 705 and the manually operated steering input 890 to apply the required roll torque to balance the vehicle at low speed.
The steering controller 850 The steering controller 850 is a mean to steer the steered assembly 899 based on the received driver steering 855, the received stability enhancement steering 810 and the steering controller assistance 892.
The steering controller 850 have similarities with the known use of electric power steering seen in some car.
The steering controller 850 may use one or a combination of electronic or mechanical analog controller, microcontroller, FPGA or any other suitable means to determine the assistance to be applied by a steering actuator 818.
The steering actuator 818 is a device actuating the steered assembly 899 based on the steering controller assistance 892 and the other force applied to it. The steering actuator 818 may be a steering motor 142, a mechanical actuator 851 or a combination of the two type. By example, in one embodiment, the steering actuator 818 is provided by the combination of a mechanical actuator transmitting the forces from the manually operated steering input 890 to the steered assembly 899 and a steering motor 142 converting the steering controller assistance 892's signal into a steering torque from the steering motor 142 applied to the steered assembly 899.
The steering controller 850 is a mean to enhance the received driver steering 855 and the received stability enhancement steering 810 with a steering controller assistance 892.
The steering controller 850 apply a linearization gain 881 to the received driver steering 855 and the received stability enhancement steering 810 and add the result to the determined steering controller assistance 892. The steering controller 850 also determine a centring assistance 882 and a traction assistance 883 to add to the determined steering controller assistance 892.
In an embodiment, the steering controller 850 linearize the steering response of the steered assembly 899 based on a vehicle speed sensor's 808, a steering position sensor 954, the steering ratio 860, the angular momentum stored in the flywheel assembly 100 and other parameter affecting the steering Date Regue/Date Received 2022-07-08 response.
In one embodiment, to linearize the response of the steering controller assistance 892, the linearization gain 881 is reduced at high vehicle speed.
One embodiment may supplement the steering controller assistance 892 with a centring assistance 882.
The centring assistance 882 may be adjusted based on the vehicle's speed. The centring assistance 882 increase the comfort and maintain the steering assembly around the centered position when no steering input is applied by the driver 855. This improve the ability of the tilting assembly to remain upright because it maintain the steered assembly 899 away from the limit where it cannot apply a precession torque in the roll axis 901 to balance the tilting assembly.
The centring assistance 882 supplement the steering controller assistance 892 with a steering force away from the centred steering position. The steering torque steering away from the centered steering position is similar to the known force generated by the steering geometry of regular motorcycle travelling at forward speed in its stable range. This steering assistance away from the centered position generate a self centring effect when it's profile is adjusted properly because it produce a compensating tilt angle error 855 steering the direction toward the centred position.
In one embodiment, the centring assistance 882 from the steering controller 850 may be increased when the vehicle is at lower speed or in parking mode to increase the self balancing ability of the vehicle.
Many types of steering oscillation may be reduced by the steering controller 850 used as a steering damper 820. The steering controller 850 may measure the torque from the steered assembly 899 and limit it with a steering damper assistance 820 if an undesirable force is detected. The torque from the steered assembly 899 may be determined by comparing the angular acceleration of the steered assembly 899 with the steering torque applied to it. The type of oscillation of steered assembly 899 are well known by people in the field and the method to identify and limit them are also known.
The steering motor 142 of the steering controller 850 apply the determined steering controller assistance 892 to the steered assembly 899. The steering motor 818 may also be used as a brake or a generator to absorb the steering kickback or oscillation from steering assembly when necessary.
The steering motor 142 of the steering controller 850 may be a torque motor operated as a torque controlled motor to enable the torque from the manually operated steering input 890 or the torque from the steered assembly 899 to steer the steered assembly 899 with a reduced interference from the steering controller 850.
The steering motor 142 of the steering controller 850 may also be operated as a torque controlled motor with a steering feedback assistance 884 from the steering controller assistance 892 based on the angular speed and acceleration measured by the steering position sensor 954. The feedback loop may be used to limit the effect of the forces from the steered assembly 899. The steering feedback assistance 884 affecting the steering motor 142 may increase the linearization gain and apply a steering controller assistance 892 in the direction opposite to the angular speed and acceleration detected by the steering position sensor 954. The steering feedback assistance 884 is used in one of the embodiment to control the level of feedback from the road transmitted to the driver 855 thru the manually operated steering input 890. The steering feedback assistance 884 is also used as a damper to limit the steering oscillations at some vehicle's speed.
Date Regue/Date Received 2022-07-08 In one embodiment, while the vehicle move at low speed, the increased steering friction from the tire rubbing on the ground are compensated by the steering feedback assistance 884.
In this embodiment, at low vehicle speed, the steering feedback assistance 884 increase the linearization gain 881 and apply an increased steering controller assistance 892 in the direction opposite to the angular velocity and acceleration detected by the steering position sensor 954.
In one embodiment, the steering motor 142 of the steering controller 850 is operated as a torque controlled motor with an adjustable steering feedback assistance 884. The method used in this embodiment act like a PID loop reducing the speed and acceleration of the steering motor 142. where P
is the torque, I is the speed and D is the acceleration of the steering motor 142. In one embodiment, theses PID coefficient of the steering feedback assistance 884 are automatically adjusted by the steering controller 850 based on the vehicle's speed as determined by a predetermined profile.
In some embodiment, the steering controller 850 also adjust the steering ratio of the equipped components and the level of steering damping.
In the case where the driver steering 855 torque is manually applied to the steering controller 850, the steering controller 850 may measure the driver steering 855 torque with a steering torque sensor 953, and multiply it's measure with the linearization gain 881 to determine the corresponding steering controller assistance 892. The corresponding steering controller assistance 892 is applied by a steering motor 142 to the steered assembly 899 with the other steering controller assistance 892. The steering torque manually applied to the steering controller 850 may also be mechanically transferred to the steered assembly 899 by a mechanical actuator 851 to provide a redundant pathway for the driver to apply a steering torque. This enable the driver to steer the trajectory and to balance of the vehicle with a manually operated steering input 890 even in the case of a failure of the steering controller's assistance 892.
The steering controller 850 and it's steering controller assistance 892 may be made with components similar the well known electrical power steering from cars. This means that the steering assembly 815 failure to augment the manually applied steering torque still permits the vehicle to be steered manually by the driver steering 855. This also mean the detailed components and inner working of device providing driver's assistance are well known by expert in the field.
One embodiment use a steering controller 850 to apply a linearization gain 881 to the driver's steering command 898 measured and the stability enhancement steering 810 signal to determine the corresponding steering controller assistance 892. In this embodiment, the steering controller 850 also apply a centring assistance 882 a traction assistance 883, a steering feedback assistance 884 and a steering damper assistance 820. This embodiment also contain a mechanical path for the manually applied driver's steering command 898 to be transferred to the steered assembly 899.
One embodiment use a steering handle 522 similar to the one used on typical bicycle as the manually operated steering input 890 to receive the manually applied driver's steering command 898.
Many other type of interface such as side handle, steering wheel, foot steering and joystick may provide a suitable mean for the driver to transfer driver's steering command 898 to the steering controller 850.
As known for car and other type of vehicle, a steer by wire system may also be used as an intermediate Date Regue/Date Received 2022-07-08 step between the driver 855 and the steering controller 850.
In the case where the driver's steering command 898 is a signal sent to the steering controller 850, the signal may be interpreted as the measured steering torque of the previously described embodiment.
The steering controller 850 may use multiple steering actuator 818 transmitting steering forces from different steering motor 142 and mechanical actuator 851 at the same time.
In one embodiment, the steering controller 850 have it's components located in different location. In this embodiment the steering motor is located inside the vehicle and the manually operated steering input 890 is located outside the vehicle to receive the driver's steering command 898. Therefore, this embodiment have a steered assembly 899 steered by a mechanical actuator 851 receiving a manually operated steering input 890 and by a steering motor 142 controlled by a steering controller assistance 892.
The steering controller 850 may use more then one steering motor 142 to apply the steering forces. In the case where two or more motor are used, theses motor may also be used as a steering linkage 816 interconnecting the steered position of elements of the steered assembly 899.
In this case, the steering ratio between theses motor used as a steering linkage 816 and their position may be interconnected by a typical PID loop where P is difference in their position I is the speed and D
is the acceleration.
The steering motor 142 can be a purely mechanical system like a hydraulic or pneumatic actuator or a electromechanical system like a torque motor, a dc motor or a stepper motor in a direct drive configuration or via a suitable geared transmission.
The steering controller assistance 892 may be provided by a more simple system providing an assistance with only some of the proposed functionalities. In one embodiment, the more complex assistance described may be offerd only when desired. By example, in one embodiment, the steering controller assistance 892 may offer assistance from the stability enhancement controller 809 only when asked by the driver 855.
An embodiment using the steering enhancement method 801 may be adjusted to be used with a reduced stability enhancement steering 810 and with only the force amplification of the steering controller 850 when the vehicle operate in some conditions. This would enable the driver 855 to have more control over the steering applied to the steered assembly 899 but with a reduced steering controller assistance 892 in theses conditions.
The steering motor 818 may be connected to the steered assembly 899 by belt and pulley, steering rod, gears or an equivalent.
In one embodiment, a timing belt is used to connect a high torque electrical motor, used as the steering motor 818 of the steering controller 850, to the steered assembly 899. This enable the system with a favourable reduction ratio, a backlash free operation, a low cogging torque, a low noise operation and an easy installation.
The driver ratio adjustment 861 A driver ratio adjustment 861 may be used to adjust the steering ratio 860 between the manually operated steering input 890 and the steering assembly 815.
Date Regue/Date Received 2022-07-08 In an embodiment, the said driver ratio adjustment 861 may be manually adjusted to the driver 855 preference.
The said driver ratio adjustment 861 may be automatically adjusted by a steering ratio actuator 862 based on the vehicle speed or other parameter suitable to improve the driver 855 experience. This may be used by example to reduce displacement of the manually operated steering input 890 made by the steered assembly 899 to balance the vehicle at low speed.
The driver ratio adjustment 861 may be provided by a system as seen in one embodiment or made like other known power steering system using an electrically variable gear ratio.
The flexible steering input 891 The manually operated steering input 890 link the driver 855 with the steering controller 850 and the steered assembly 899. In an embodiment, the rapid position change of the steering assembly 899 are transferred to the driver 855 and may be uncomfortable. The rapid position change of the steered assembly 899 may be caused by bump on the road, collision on the tilting assembly, head-shake and tankslapper-style oscillations or strong assistance from the steering controller 850. The flexible steering input 891 may be installed between the manually operated steering input 890 and the steering controller 850 to allow some flexibility between the position of theses parts. The flexible steering input 891 may be manually adjusted or automatically adjusted based on the road conditions or user preference.
Therefore, the flexible steering input 891 is a mean to provide the driver 855 with an improved comfort and protection from the rapid steering of the steered assembly 899 during event such as impact and lost of traction.
The flexible steering input 891 may be one of or a combination of spring, gas spring, rubber, torsion bar, compliant mechanism or any other known equivalent.
In an embodiment, the flexibility of the flexible steering input 891 can be manually adjusted by the user.
In an embodiment, the flexible steering input 891 may be automatically adjusted by the steering controller's 850.
In an embodiment, the flexible steering input 891 may be adjusted in a way similar to the known use of active suspension but with the objective of reducing the drivers steering when rapid position change of the steered assembly 899 are generated from uneven the road surface or other similar conditions.
Operation of the steering enhancement method 801 The figure 7 schematize the general operation of the steering enhancement method 801 as a whole.
The driver 855 and the stability enhancement controller 809 have their steering combined by the steering controller 850. The steering enhancement method 801 enable to driver 855 to operate the system with steering command similar to the one used to steer a regular motorcycle going forward in it's stable speed range. This mean the driver can steer and counter steer to maintain the balance and Date Regue/Date Received 2022-07-08 direct the trajectory at the same time. Unlike other system using an assistance and gyroscope, this control method can be operated with more predictable steering response and a more simple conventional steering control. Therefore, the system provide more control, more safety and some level of natural redundancy.
In one embodiment, the driver 855 may apply on the manually operated steering input 890 a torque in the opposite direction of the desired trajectory to steer the vehicle. This mean the driver 855 may steer the steering assembly 815 as a driver would steer typical bike, travelling at a forward speed in its stable range. This also mean, the driver's may apply a constant steering torque to the right to causes an initial steer angle to the right, a lean to the left, and eventually a steady-state lean to the left, a steer angle to the left, and thus a turn to the left. This also mean the driver steering 855 may gradually remove the steering torque applied to the steering assembly 815 to return the trajectory to a straight line.
One embodiment of a regular motorcycle equipped with the proposed steering enhancement method 801 and travelling at low speed or standstill may be balanced without to put a foot on the ground because the steering of the steered assembly 899 by the steering controller 850 and the stability enhancement controller 809,will produce a balancing roll torque even at theses speed. Furthermore, the steering of the steering assembly 899 done to balance the vehicle may be done at least in part automatically by the stability enhancement controller 809 and the steering controller 850.
Furthermore the steering from the precession of the flywheel assembly 100 in the flywheel's gimbal 112 may steer the steered wheel 705 to counteract at least in part the lateral forces on the tilting assembly 602 by steering the vehicle into the fall when the vehicle travel forward at sufficient speed.
The multiple embodiment presented show some possible combinations of the elements enabling the use and operation of the steering enhancement method 801. Someone skilled in the art should be able to determine multiple combinations, orientation and adjustments of the elements present in the proposed method to suit other application or improvement to the steering enhancement method 801.
The inertial compensation method 802 The proposed inertial compensation method 802 enable roll unstable vehicles 600 to compensate at least in part for the centrifugal forces 900 present while taking a turn. The compensation of the centrifugal forces 900 with the inertial compensation method 802 reduce the risk of tipping over for non tilting vehicle 603. The compensation for the centrifugal forces 900 with the inertial compensation method 802 reduce the lean angle necessary to compensate for the centrifugal forces on the tilting assembly 602 when used on tilting vehicle 601.
The non tilting vehicle 603 using the proposed inertial compensation method 802 may be a typical narrow track vehicle like narrow tandem car or small single occupant vehicle.
When a typical non tilting vehicle 603 is taking a turn, a weight transfer on the wheel at the outside of the turn of the vehicle is necessary to generate a roll torque compensating for the roll torque 900 from the centrifugal force's. In a typical non tilting vehicle 603, the weight transfer cannot compensate the centrifugal force with more then 100% of the weight of the vehicle applied on the wheel at the outside of the turn and without to risk a vehicle rollover. This limit the maximum roll torque 900 from the centrifugal force's a vehicle can safely compensate and the corresponding speed and agility of theses vehicles.
Most tilting wheeled vehicle 601 are suitable for the application of the proposed inertial compensation Date Regue/Date Received 2022-07-08 method 802. Typical tilting wheeled vehicle 601 tilt the tilting assembly 602 to counteract the centrifugal forces with the gravity forces applied on the tilting assembly and maintain the balance while the vehicle is taking a turn. Typical tilting wheeled vehicle 601 usually require time to initiate the leaning before to take a turn and time to stop leaning before to stop turning.
The time required to control the leaning angle before and after the turn can, in some situation, reduce the agility and the safety. A lost of traction while the vehicle is leaning and taking a turn can also be problematic because the lost of traction may suddenly remove the centrifugal forces counteracting the gravitational forces applied on the centre of mass of the vehicle and cause a fall. The maximum speed at witch a tilting wheeled vehicle 601 can take a turn may also be limited by the maximum tilt angle allowed before the vehicle or the passenger touch the ground. The use of the inertial compensation method 802 to reduce the lean angle required to counteract the centrifugal forces increase the maximum steer angle possible at a given speed and reduce the time required to control the inclination while taking a turn.
The proposed inertial compensation method 802 use one or more flywheel assembly 100 with it's axis of rotation oriented at least in part in the lateral axis of the vehicle. The axis of rotation of the flywheel assembly 100 used in that method rotate at least in part in the yaw axis with the vehicle when the vehicle is taking a turn. In this method, a total angular momentum in the backward direction 903 is stored in the one or more flywheel assembly 100 to generate a precession torque in the roll axis 901 compensating at least in part for the centrifugal force's roll torque 900 when the vehicle is taking a turn. The roll torque compensating at least in part for the centrifugal forces is produced by the flywheel assembly 100 spinning backward because it's angular momentum produce a precession torque in the roll axis 901 toward the inside of the turn when the vehicle and it's flywheel assembly 100 rotate in the yaw axis. The proposed inertial compensation method 802 compensate for the centrifugal forces with the precession torque in the roll axis 901 produced by the rotation of the vehicle and it's flywheel's axle 105 in the yaw axis when the vehicle is taking a turn while moving in the forward direction.
The proposed inertial compensation method 802 also adjust the total angular momentum in the backward direction 903 stored in the one or more flywheel assembly 100 with a angular momentum controller 880 to compensate at least in part the increased centrifugal force's roll torque 900 when the vehicle travel at higher speed.
In one embodiment, the flywheel assembly 100 used to apply this method is attached to the vehicle and it's axis of rotation is oriented laterally to provide a mean to use the inertial compensation method 802.
One embodiment also increase the total angular momentum in the backward direction 903 stored in the flywheel assembly 100 when the speed of the vehicle increase to compensate at least in part for the increased centrifugal force's roll torque 900 generated when taking a turn.
One embodiment use a flywheel assembly 100 spinning forward and an other flywheel assembly 100 spinning backward to control the total angular momentum in the backward direction 903. In this embodiment, to increase the total angular momentum in the backward direction 903, the angular momentum controller 880 may slow down the flywheel assembly 100 spinning in the forward direction. As done with typical hybrid or electric vehicle, the electric motor sniping the flywheel assembly 100 can be used to transfer and receive energy stored as kinetic energy in the flywheel's rotating mass 118.
In one embodiment, the total angular momentum in the backward direction 903 can be increased based on the measured forward speed of the vehicle by increasing the rotational velocity of the flywheel assembly 100 spinning backward.
Date Regue/Date Received 2022-07-08 In one embodiment, the total angular momentum in the backward direction 903 is adjusted based on the vehicle speed sensor's 808. In this embodiment, an angular momentum controller 880 adjust the speed of the flywheel rotating mass 118 to apply the proposed inertial compensation method 802. This embodiment transfer energy between the drive train assembly 512, the vehicle's battery 513 and the flywheel assembly 100 to control total angular momentum in the backward direction 903 stored in the flywheel assembly 100.
The proposed inertial compensation method 802 may use a flywheel assembly 100 rotatably linked with the propulsion motor or a wheel to ensure the flywheel's angular momentum increase proportionally with the vehicle's speed.
The inertial compensation method 802 may be used in vehicle using ski, steered float or similar devices to steer the trajectory of the vehicle.
The inertial compensation method 802 may be used on boat, snowmobile, personal watercraft and other types of vehicle to improve their dynamic stability.
Operation of the Inertial compensation method 802 The proposed inertial compensation method 802 may be operated as a regular vehicle but with improved dynamic characteristics and improved power characteristics like regenerative braking and maximum peak power output.
The dynamics enhancements methods 800 The dynamics enhancements methods 800 combine steering enhancement method 801 and the inertial compensation method 802 to combine the advantages of each and may share the components used by one another.
A tilting vehicle 601 may be equipped with flywheel assembly 100 oriented and spinning in the proper direction and speed to be used for the application of steering enhancement method 801 and for the application of the inertial compensation method 802 a the same time. One or more flywheel assembly 100 may be steered by the flywheel's gimbal 112 to be used for the application of the steering enhancement method 801 while being used to control the total angular momentum in the backward direction 903 for the application of the inertial compensation method 802.
This enable the dynamics enhancements methods 800 to apply the balancing forces and to reduce the lean angle necessary to take a turn at the same time. Therefore, the dynamics enhancements methods 800 provide an increased agility, stability and control with the combination of the steering enhancement method 801 and the inertial compensation method 802 while using at least one flywheel assembly 100 in combination for the two methods.
A flywheel assembly 100 used to apply the steering enhancement method 801 can be used or not at the same time to apply the inertial compensation method 802. A flywheel assembly 100 can be used to apply the inertial compensation method 802 but without necessarily be used for the steering enhancement method 801. The proposed dynamics enhancements methods 800 enable someone skilled with vehicle dynamics to determine the amount of flywheel assembly 100, the angular momentum stored in the flywheel assembly 100 and the use of it by based on the vehicle design, the required Date Regue/Date Received 2022-07-08 stability, the required agility and level of control desired.
One proposed embodiment apply the dynamics enhancements methods 800 with more then one flywheel assembly 100 spinning in substantially opposite direction when vehicle travel at low speed to lower at least in part the total angular momentum in the backward direction 903. This embodiment also reduce the angular momentum of the flywheel assembly 100 spinning in the forward direction when vehicle travel at higher speed to increase at least in part the total angular momentum in the backward direction 903 and decrease the required lean angle. This embodiment also steer the flywheel's gimbal 112 of the flywheel assembly 100 as proposed with the steering enhancement method 801 to apply a roll torque on the tilting wheeled vehicle 601. In this embodiment, the steering controller 850 use the measured speed of the vehicle to adjust the speed of each flywheel assembly 100 to produce the total angular momentum in the backward direction 903 required to use the angular momentum compensation method 802. This embodiment also determine the angular momentum in the steered flywheel assembly 100 to adjust the linearization gain 881 applied by the steering controller 850. This embodiment use the stability enhancement controller 809 to adjust the centring assistance 882 to compensate for the tilt angle error 885 generated by the precession torque in the roll axis 901 based on the total angular momentum in the backward direction 903 stored in the flywheel's assembly 100 and the corresponding reduced lean angle.
Presentation of Embodiment from FIG 2 A typical electric bicycle visible in FIG. 2 is used as the tilting vehicle 601 equipped with the system required to apply the steering enhancement method 801.
As seen in FIG. 6, in this embodiment, the control box 140 containing the steering motor 142 of the steering controller 850 is attached to the bicycle's head tube to steer the front fork 514. The steering controller 850 use a steering motor 142 with it's rotary output shaft 144 connected with a belt and a pulley to the fork 514 to steer the fork 514.
In this embodiment, the fork 514 is used as the steering linkage 816 to interconnect the steering of the steered wheel 705 with the steering of the flywheel assembly 100 located inside the front wheel. The bicycle fork also act as the flywheel's gimbal 112 changing the orientation of the flywheel's axle 105 to apply a precession torque in the roll axis 901 of the tilting vehicle 601.
In this embodiment, the bicycle stem is equipped with a steering torque sensor 953 and is considered as a part of the steering controller 850. The steering handle 522 act as the manually operated steering input 890 and is also considered to be part of the steering controller 850.
The steering handle 522 and the bicycle stem equipped with a steering torque sensor 953 are a mean to provide the steering controller 850 with a manually operated steering input 890. The driver's steering torque 857 applied by the driver 855 on the steering handle 522 is measured by the steering torque sensor 953. The steering controller 850 use the steering torque sensor's 953 measurements to determine it's contribution to the steering controller assistance 892.
In this embodiment, the control box 140 containing a part of the steering controller's 850 components also contain the stability enhancement controller 809 and it's components. The control box 140 also contain a steering position sensor 954 connected to measure the steering angle of the steered assembly 899. The steering controller's 850 use magnets on the side of the wheel and a hall sensor on the front fork 514 measuring the rotation of the magnet as a mean for the vehicle speed sensor's 808 to Date Regue/Date Received 2022-07-08 determine the speed of the vehicle. The steering controller's 850 use multi turn encoder on the steering motor 142 as a mean for the steering position sensor 954 to detect the steering angle.
This embodiment use two wheel facing cover 524 to rotatably connect the rear wheel 508 on the rear wheel's axle of the bicycle. In this embodiment, the rear wheel 508 does not contain any flywheel assembly 100.
This embodiment use two wheel facing cover 524 rotatably connecting the front wheel 506 on the front flywheel's axle 105 of the bicycle. In this embodiment, the front flywheel's axle 105 is connected to the fork 514. The flywheel's axle 105 is a component of the flywheel assembly 100 located inside the front wheel 506 and between the two facing cover 524. The flywheel's rotating mass 118 normally spin in the forward direction. The flywheel's rotating mass 118 can rotate freely relative to the front wheel 506.
As visible in FIG. 5. the flywheel assembly 100 contain a flywheel's axle 105 with bearing 108 attached to bearing holder 109. The bearing holder 109 rotatably attach the flywheel's rotating mass 118 and the flywheel's rotor 118 on the flywheel's axle 105. The flywheel's stator 104 is fixed on the flywheel's axle 105 and apply the electromagnetic forces rotating the flywheel's rotor 106 and the flywheel's rotating mass 118.
The electric bicycle provide the electrical power from it's battery to the stability enhancement controller 809, the flywheel assembly 100 and the stability enhancement controller 809.
A drive train assembly 512 is mounted on the vehicle chassis 502 to drive the rear wheel 508.
As explained in the description of the stability enhancement method 801 and as seen in the FIG 7, the steering controller 850 supplement the driver steering 855 with a steering controller assistance 892 that may also be configured to include a stability enhancement steering 810, a centring assistance 882, a steering damper assistance 820 and a traction assistance 883.
Presentation of Embodiment from FIG 3 A typical electric bicycle visible in FIG. 3 is used as the roll unstable wheeled vehicles 600 equipped with the system required to apply the inertial compensation method 802.
This embodiment use two wheel facing cover 524 to rotatably connect the front wheel 506 on the front axle of the fork 514. In this embodiment, the front wheel does not contain any flywheel assembly 100.
This embodiment use two wheel facing cover 524 rotatably connecting the rear wheel 508 on the rear flywheel's axle 105 of the bicycle. In this embodiment, the rear flywheel's axle 105 is attached to the vehicle chassis 502. The flywheel's axle 105 is a component of the flywheel assembly 100 located inside the rear wheel 508 and between the two facing cover 524. The flywheel's rotating mass 118 spin in the backward direction. The flywheel's rotating mass 118 can rotate freely relative to the rear wheel 506.
The angular momentum controller 880 is located in the control box 140. The angular momentum controller 880 adjust the total angular momentum in the backward direction 903 by adjusting the Date Regue/Date Received 2022-07-08 angular velocity of the flywheel's rotating mass 118 in the rear wheel. The angular momentum controller 880 is electrically connected to the electric bicycle's battery 513. The angular momentum controller 880 use magnets on the facing cover 524 and a hall sensor as a mean for the vehicle speed sensor's 808 to detect the speed of the vehicle. The inertial compensation method 802 use the steering controller 850 with some of the functions used in the embodiment of figure 2 but without the precession torque from the steering of the front flywheel since no flywheel assembly 100 is installed in the front wheel of this embodiment.
In this embodiment, the steering controller 850 contain the angular momentum controller 880 adjusting the total angular momentum in the backward direction 903 and reducing the lean angle required to take a turn.
The driver may operate this embodiment as a regular electric bicycle but with a reduced lean angle when taking a turn.
The driver may program or adjust the total angular momentum in the backward direction 903 automatically applied by the angular momentum controller 880 based on the vehicle speed sensor's 808.
Presentation of Embodiment from FIG 4 The embodiment of FIG. 4 combine features of the embodiment shown in FIG. 2 and FIG. 3 to enable an electric bicycle with the application the dynamics enhancements methods 800.
In this embodiment, the control box 140 contain a part of the steering controller's 850 components including the stability enhancement controller 809 and it's angular momentum controller 880. Theses components are in operative communication with one another.
Signals from many sensor described to apply the steering enhancement method 801 and the inertial compensation method 802 and shared by the steering controller 850.
This embodiment use two wheel facing cover 524 rotatably connecting the front wheel 506 on the front flywheel's axle 105 of the bicycle. In this embodiment, the front flywheel's axle 105 is attached to the fork 514. The front flywheel's axle 105 is a component of the flywheel assembly 100 located inside the front wheel 506 and between the two facing cover 524. The flywheel's rotating mass 118 in the front wheel 506 normally spin in the forward direction. The flywheel's rotating mass 118 in the front wheel 506 can rotate freely relative to the front wheel 506.
This embodiment use two rear wheel facing cover 524 rotatably connecting the rear wheel 508 on the rear flywheel's axle 105 of the bicycle. In this embodiment, the rear flywheel's axle 105 is attached to the vehicle chassis 502. The rear flywheel's axle 105 is a component of the rear flywheel assembly 100 located inside the rear wheel 508 and between the two rear facing cover 524.
The rear flywheel's rotating mass 118 normally spin in the backward direction. The rear flywheel's rotating mass 118 can rotate freely relative to the rear wheel 506.
In this embodiment, the angular momentum controller 880 of the steering controller 850 adjust the total angular momentum in the backward direction 903 when the speed of the vehicle increase to improve Date Regue/Date Received 2022-07-08 the dynamic stability and reduce the leaning angle. The angular momentum controller 880 also ensure enough angular momentum spinning in the forward direction is stored in the front flywheel 506 to allow the desired level of enhancement from the stability enhancement method 801.
Presentation of Embodiment from FIG. 8 to 11 The embodiment of FIG. 8 and 11 combine features required for the application of the dynamics enhancements methods 800 in a motorcycle. This embodiment present other means to provide dynamics enhancements methods 800 with the required functions for it's application.
This motorcycle use a steering assembly 815 containing two flywheel assembly 100 located inside the vehicle chassis 502. Each flywheel assembly 100 is located inside a flywheel's gimbal 112. The front flywheel assembly 100 normally rotate forward and the rear flywheel assembly 100 normally rotate backward. The flywheel assembly 100 and the flywheel's gimbal 112 are oriented to apply a precession torque in the roll axis 901 on the motorcycle when the steering assembly 815 is steered.
The two flywheel's gimbal 112 are steered in opposite direction by a counter-rotating gimbal steering linkage 134 and are mutually centred. A steering motor 142 is located in the control box 140. The control box is connected to the vehicle chassis 502. A motor steering linkage 132 interconnect the steered position of the steering motor 142 with the steered position of the flywheel's gimbal 112. The steering motor 142 steer the motor steering linkage 132 with a steering motor arm 145. The steering motor arm 145 have one end connected to the rotary output shaft 144 of the steering motor 142. The the rotary output shaft 144 of the steering motor 142 have it's shaft protruding outside the centre of the top of the control box 140. The second end of the steering motor arm 145 is pivotally connected to the motor steering linkage 132.
To operate this embodiment, a driver 855 use the manually operated steering input 890 to steer and balance the vehicle. The manually operated steering input 890 contain a steering handle 522. The steering handle 522 is equipped with a steering torque sensor 953 sending signal to the steering controller 850.
The multiple steering linkage 816 ensure the roll torque from the steering of the multiple components contribute to one another by being in the same direction and in the direction opposite to the steered trajectory. The multiple steering linkage 816 also ensure the steering torque from the components of the steered assembly 899 steer away from the roll of the tilting assembly 602.
This embodiment may also be equipped with flywheel assembly 100 installed inside the front wheel 506 and the rear wheel 508 like the one in the figure 4.
The same embodiment may be used with ski or float instead of the actual wheels while maintaining the ability to apply the dynamics enhancements methods 800.
This embodiment and the possible one using ski and floats may be operated as a regular motorcycle but with the added control over the agility and stability.
Presentation of embodiment from FIG. 12 and 13 In the embodiment from figure 13 and 14, the embodiment from FIG. 8 to 11 is equipped with a steering ratio actuator 862. The steering ratio actuator 862 is connected to the extremities of the motor Date Regue/Date Received 2022-07-08 steering linkage 132 on the side of the flywheel's gimbal 112. This enable the flywheel's gimbal 112 to be steered with the rest of the steering assembly 850 while benefiting of an adjustable steering ratio 860. The gimbal's ratio actuator 864 reduce the distance between the extremity of the motor steering linkage 132 and the gimbal's axis 845 to increase the steering ratio 860 of the flywheel's gimbal 112 and increase the distance to reduce the steering ratio 860. The steering controller 850 may use the steering ratio actuator 862 to automatically increase the steering ratio 860 of the gimbal's ratio actuator 864 or to reduce it based on the configured driver's preference, the speed of the vehicle and other vehicle's parameter. This embodiment increase the gimbal steering ratio 860 when the vehicle is travelling at low speed to increase the roll torque applied to balance when the vehicle is steered while travelling at low speed or standstill. In this embodiment, the steering controller 850 increase the linearization gain 881 applied on the steering controller assistance 892 and increase the flywheel's gimbal 112 steering ratio 860 when travelling at low speed to make the vehicle more stable, easy to operate and comfortable. The steering ratio actuator 862 may be a lead screw, a rack and pinion, a hydraulic pump, interconnected servo motor or any other known mean to adjust the ratio between two rotary motion.
Presentation of Embodiment from FIG 14 The motorcycle of FIG. 8 may be equipped with multiple steering motor 142 to link and steer the position of the components of the steered assembly 899. The use of multiple steering motor 142 to replace the mechanical steering linkage between the components may preserve the ability to apply the steering enhancement method 801, the inertial compensation method 802 and the dynamics enhancements methods 800. The synchronization of the multiple steering motor 142 and the high power requirements necessary to achieve the linkage of the steered components 899 is possible with proper tuning and sizing of the linked steering motor 142.
In some special conditions like collision and lost of traction, the use of multiple steering motor may enable the independent steering of the flywheel's gimbal 112 to apply a precession torque in the roll axis 901 without to affect the steering of the steered wheel 705.
Presentation of Embodiment from FIG 15 to 23 Referring to FIGS. 15 to 23 inclusively, in another embodiment of the invention, a system is mounted on a three-wheel motorcycle 560 to enable it with the application of the dynamics enhancements methods 800. The three-wheel motorcycle 560 includes a pair of rear wheels 508 mounted on a tilt mechanism 562 connected to the rear end of the vehicle chassis 502. The three-wheel motorcycle 560 is used as a tilting vehicle 601.
Each wheel of the pair of rear wheels 508 mounted on the tilt mechanism 562 contain a flywheel assembly 100 located at the centre of it and normally rotating in the backward direction.
The tilt mechanism 562 is suitably configured so as to tilt the rear wheels 508 parallel to the chassis 502 as the three wheel motorcycle 560 tilt relative to the ground and with the rear wheels in contact with the ground. The motion of the tilt mechanism 562 is visible in the FIG.
16, 18 and 20.
The three-wheel motorcycle 560 include a steered assembly 899 containing of a front fork 514, a front wheel 506 and a flywheel assembly 100 located inside the front wheel 506 and normally rotating in the forward direction.
Date Regue/Date Received 2022-07-08 As illustrated in the enlarged views of figures 21, 22 and 23, the steering handles 522 of the three-wheel motorcycle 560 is mounted on a steering handle axle 564 pivotally mounted on the vehicle chassis 502 to enable the driver to steer the front fork 514 while being sit.
In this embodiment, the driver 855 is provided with a flexible steering input 891 from the steering controller 850. The flexible steering input 891 is composed of a flexible steering handle linkage 574 connecting the steering of the steering handle 522 with the steering of the front fork 514.
The flexible steering input 891 is suitably configured for transmitting the steering movement applied on the steering handles 522 to the front fork 514 with at least a slight linear flexibility there between. The linear flexibility of the flexible steering handle linkage 574 may be provided by a gas in a pneumatic cylinder, an elastomer, a coil spring or any other component able to deform itself and take back it's original shape when the force is applied is removed. The flexibility of the flexible steering handle linkage 574 may be adjusted by the driver. The use of a pneumatic cylinder with an adjustable pressure may provide the driver with a mean to adjust the flexibility of the flexible steering input 891.
In this embodiment, the flexible steering handle linkage 566 includes a first end pivotally connected to an adjustable fork leaver 568 extending laterally from the vehicle front fork 514. The adjustable fork leaver 568 is configured for allowing the user to selectively adjust the driver's ratio adjustment 861 between the steering handles 522 and the front fork 514. The second end of the flexible steering handle linkage 566 is pivotally connected to a steering handle lever 570 extending laterally from the steering handle axle 564. The driver's ratio adjustment 861 is illustrated as a sliding nut adjustment 572 within an elongated slot along the adjustable fork leaver 568.It is to be understood that other known means may be used to provide the driver with a driver's ratio adjustment 861.
General benefit of the method On embodiment described in this document allow a simple integration of added forces enhancing the vehicle dynamic stability and the driver's steering.
Compared with many other system using flywheel and gyroscope to modify the stablity, the proposed method increase the ability to provide redundancy and to integrate it with the driver's steering.
The proposed method also provide a simplified control and a reduced part count compared to many system using flywheel and gyroscope to increase the stability.
Compared to most system not using the precession from flywheels to balance the vehicle, the proposed method enable an increased assistance in low speed and reduced traction conditions The proposed method may be used to extend the range of application of vehicle.
It may enable the use of a roof and door for an improved comfort and aerodinamic. It may also be used to increase the safe cornering speed and road conditions.
The proposed method may be used to limit the possibly catastrophic oscillation mode of tilting vehicle and ensure the collaborative steering of the system's components.
The proposed method may be used to enhance the balance or the steering of vehicle on the water, on Date Regue/Date Received 2022-07-08 the snow and moving at low speed or reverse.
The proposed facilitate the transition of rider since it provide an intuitive steering similar to a regular bicycle or motorcycle travelling forward in it's stable speed range.
The failure of the steering controller 850 or of the flywheel assembly 100 may be safely recovered by the driver using the same control mode to balance and steerthe vehicle but with an increased steering torque.
It is to be noted that present invention may be suitably sized and configured so as to be implemented in small or toy models of various wheeled vehicles, and in remotely controlled and autonomous versions.
It is easy to imagine the proposed method used in small and effiscient autonomus delivery vehicle or personal transportation system.
Although the present invention has been described with embodiments thereof, it can be modified, without departing from the spirit and nature of the subjects means and methods.
Date Regue/Date Received 2022-07-08

Claims

What is claimed is:

1. A steering enhancement method comprising a tilting vehicle with a system comprising;
-a steered assembly comprising;
-one or more flywheel assembly mounted on one or more flywheel's gimbal normally oriented and spinning to precess substantially in the roll axis of the vehicle when the flywheel's gimbal is steered around it's normal position -one or more steered wheel controlling at least in part the trajectory of the said vehicle; and -a steering linkage interconnecting the steering of the steered wheel with the steering of the flywheel's gimbal in the proper orientation to substantially add one another's roll torque -a steering controller actuating the steered assembly based on a steering assistance determined at least in part from;
-a driver's steering command from the driver steering and countersteering to control the balance and the trajectory of the vehicle; and -a stability enhancement steering from a stability enhancement controller steering to compensate for the tilt angle error.

2. The method defined in claim 1, wherein the steering linkage is mechanically interconnecting the steering of the steered components.

3. The method defined in claim 1 wherin the steering linkage is electromechanically interconnecting the steering of the steered components.

4. The method defined in claim 1 wherin the steering controller actuating the steered assembly add a centring assistance to the steering assistance.

5. The method defined in claim 1 wherin the steering controller actuating the steered assembly add a traction assistance 883 to the steering assistance.

6. The method defined in claim 1 wherin the steering controller actuating the steered assembly add a steering damper assistance 820 to the steering assistance.

7. The method defined in claim 1 wherin the steering controller actuating the steered assembly add a linearization gain based at least in part on the vehicle's speed, the total angular momentum in the backward direction, the angular momentum in the steered flywheels assembly and the position of the steered assembly.

8. The method defined in claim 1 wherin the steering controller actuating the steered assembly enable the steering from the driver to concurrently and cooperatively steer and countersteer the steering assembly to control the stability and the trajectory along with the other steering assistance.

9. The method defined in claim 1 wherin the steering ratio can be automatically adjusted to increase or decrease the control and feedback of the steered components or the driver based at least in part on the vehicle speed and the required steering rate.

10. The method defined in claim 1 wherin a flexible steering input 891 can be manually or automatically adjusted to increase or decrease the control and feedback of the steered components on the driver operating a manually operated steering input

11. The method defined in claim 1 wherin the driver is composed at least in part of a remote driver or an autonomous driving system.

12. The method defined in claim 1 wherin the driver can steer the steered assembly as a torque controlled device with command similar to the one used in a regular motorcycle travelling forward in it's stable speed range.

13. The method defined in claim 1 wherin tilt angle error and the centring assistance is used to make the vehicle self balancing in an extended speed range.

14. A inertial compensation method for a tilting vehicle or a non tilting vehicle with a system comprising;
-one or more flywheel assembly with it's axis of rotation oriented at least in part in the lateral axis of the vehicle; and -an angular momentum controller adjusting the total angular momentum in the backward direction based on the vehicle speed to compensate at least in part for the centrifugal forces to compensate when taking a turn

15. A dynamics enhancements methods for a tilting vehicle comprising;
-The steering enhancement method of claim 1 and it's sub-claims and the inertial compensation method of claim 14 combined in a single vehicle

16. The method defined in claim 15 wherin the signal from the sensor used for the application of the two method are shared

17. The method defined in claim 15 wherin one or more flywheel assembly used by one of theses two method is also used to apply the other method

18. A fabrication method produce the flywheel assembly comprising;
-a continuous filament of one or more material -a binding material selected from the group consisting of thermoplastic, thermoset resin or other known type of binder -a continuous filament winding process orienting and crossing the fiber to orientate and increase the mechanical stength of the flywheel

19 A wheel assembly with a motor generator coaxially mounted inside the flywheel's rotating mass and the flywheel's rotating mass coaxially mounted inside the wheel assembly.

20 The method defined in claim 15 wherin the vehicle steer it's trajectory with a component selected from the group consisting of ski, blade, float, track or other known equivalent device.