DE102017211838B4 - Dynamically balancing vehicle - Google Patents

Abstract

Dynamically balancing vehicle (1), - with a chassis (2) which has at least two wheels (7) driven by an electric motor (21) and rotatable about a common axis of rotation (9), - with a chassis (2) arranged vehicle seat (6), - with a control device (33) for controlling the electric motors (21) for balancing, accelerating, braking and steering of the vehicle (1), characterized in that an emergency braking device (37) is provided, which at its actuation brakes the vehicle (1) automatically to a standstill and which has an actuating element (38) which can be actuated by the vehicle driver, - that the emergency braking device (37) when the vehicle (1) is traveling forwards when the actuating element (38) is actuated causes an adjustment of a seat surface ( 11) of the vehicle seat (6) relative to the chassis (2) in such a way that the center of gravity of the vehicle moves backwards.

Description

The present invention relates to a dynamically balancing vehicle having the features of the preamble of claim 1.

A dynamically balancing vehicle generally has a chassis, which is supported on a ground via at least one wheel, a drive for driving the at least one wheel, an inclination sensor system and a control device. These vehicles are used either with just a single wheel or with multiple wheels, preferably with exactly two wheels, which then rotate about a common wheel axis of rotation that extends parallel to a vehicle transverse axis. The chassis usually has a step surface on which a vehicle driver can stand. The control device controls the respective drive in such a way that the vehicle is automatically balanced. For this purpose, among other things, an angle of inclination of the longitudinal axis of the vehicle relative to a horizontal plane extending perpendicularly to the direction of gravity is determined. The control device now constantly tries to reset this angle of inclination to the value zero by appropriately controlling the drive. The vehicle driver can now change the inclination of the chassis relative to the horizontal plane by shifting his body's center of gravity, as a result of which the vehicle accelerates or brakes depending on the angle of inclination.

In such a vehicle, which has exactly two wheels that rotate about a common wheel axis of rotation, a separate drive is provided for each wheel. A steering device for generating steering commands is also provided. Depending on the steering command, the drives for the two wheels can be operated differently, resulting in a corresponding steering operation of the vehicle. Such a steering device can have, for example, a steering rod that can be actuated by the driver of the vehicle and is pivotably mounted via a steering bearing on the chassis about a steering axis that runs parallel to a longitudinal axis of the vehicle.

Such dynamically balancing vehicles have become known under the name “Segway” from the manufacturer Segway Incorporated.

From the U.S. 8,011,459 B2 a generic dynamically balancing vehicle is known which, instead of a running board with a step surface for a standing vehicle driver, is equipped with a vehicle seat on which the vehicle driver can sit. The vehicle seat is arranged on the chassis, which has at least two wheels which are driven by an electric motor and can be rotated about a common axis of rotation. A controller is used to drive the electric motors to balance, accelerate, brake, and steer the vehicle. It is clear that there is an inclination sensor system communicating with the control device, with the aid of which the control signals required for balancing, accelerating and braking can be generated. The control device then controls the electric motors as a function of these control signals in a suitable manner for balancing, accelerating and braking the vehicle. This known vehicle is also equipped with a joystick which can be operated to adjust a tilt of the vehicle seat so as to accelerate or brake the vehicle.

Another vehicle of this type, in which the vehicle seat is provided in addition to standing room, is from the U.S. 8,201,653 B2 out.

From the EP 2 017 172 A1 Another vehicle of this type is known in which the vehicle seat can be adjusted forwards or backwards using an actuator to support an acceleration process or a braking process.

From the DE 10 2015 217 327 A1 Another vehicle of this type is known, in which a steering rod interacts with a link bearing, which is equipped with a steering angle sensor.

Since the center of gravity of a driver who is seated is much lower than that of a driver who is standing, a shift in the center of gravity of the body has less of an effect on the center of gravity of the vehicle and thus significantly less on the angle of inclination of the vehicle. In addition, when the vehicle driver is seated, essentially only the upper body is movable in order to change the body's center of gravity and thus the center of gravity of the vehicle. Accordingly, the shifting of the body's center of gravity and thus the influence on the angle of inclination is significantly reduced in such a dynamically balancing vehicle with a vehicle seat. In order to remedy this, the known vehicle provides for the vehicle seat to be attached to the chassis so that it can be adjusted in the longitudinal axis of the vehicle. As a result, the vehicle driver can shift his body's center of gravity much better, which means that the influence on the angle of inclination is correspondingly increased. As a result, the vehicle reacts with increased dynamics.

In order to be able to move the vehicle seat relative to the chassis, is from the WO 2011/106767 A2 another dynamic balan Cendes vehicle known with a vehicle seat, which is equipped with a lever assembly comprising a main lever with a handle and an auxiliary lever. The main lever carries the handle at its upper end and is pivotally connected at its lower end to a footrest plate which is fixedly attached to the chassis and which serves to raise the feet of the seated driver. The additional lever now connects the main lever between its ends to the vehicle seat. By pulling and pressing on the handle, the vehicle driver can shift forwards or backwards together with the vehicle seat, which entails a corresponding change in the center of gravity. Here, all the forces introduced by the vehicle driver into the main lever are absorbed by the bearing on the foot mounting plate, as a result of which it is exposed to particularly high loads.

It has been shown that the use of such dynamically balancing vehicles with a vehicle seat is made more difficult for certain groups of people. People who are particularly affected are those who can only use a little force to shift their center of gravity and/or pivot the handlebars required for acceleration or braking, such as people with paraplegia or multiple sclerosis. In addition, there is an increased risk of accidents for these groups of people when using the vehicle because the body's center of gravity cannot be shifted quickly enough. This can lead to dangerous situations, for example if you want the vehicle to brake quickly to avoid a collision.

The present invention deals with the problem of specifying an improved embodiment for a dynamically balancing vehicle of the type described above, which is distinguished by simplified handling and, in particular, by a reduced risk of accidents.

According to the invention, this problem is solved by the subject matter of the independent claim. Advantageous embodiments are the subject matter of the dependent claims.

According to a first aspect, the invention is based on the general idea of equipping the dynamically balancing vehicle with an emergency braking device which, when actuated when the vehicle is traveling forwards, causes the vehicle's center of gravity to be shifted backwards. As a result, the vehicle inclines backwards and the control device responds with a braking command. This is achieved in that when the emergency braking device is actuated, at least one seat surface of the vehicle seat is adjusted relative to the chassis, namely in such a way that this results in the vehicle's center of gravity being shifted to the rear. Optionally, the emergency braking device can also be designed in such a way that, when the vehicle is reversing, it causes the vehicle's center of gravity to be shifted forward. The shifting of the vehicle's center of gravity forward also causes the vehicle to brake when reversing.

It is clear that the vehicle's center of gravity always means the center of gravity of the entire vehicle, that is to say of the vehicle with the driver and possibly with luggage. Likewise, the center of gravity always means the driver's center of gravity with clothing and possibly with a bag or backpack.

The seat is always designed as a part of the vehicle seat, such as a seat board or preferably a seat cushion. It is clear that in order to adjust the seat surface, the associated component of the vehicle seat, i.e. in particular the seat cushion, as well as another component that may be permanently connected thereto, such as a seat cushion frame, is always adjusted.

According to the invention, the emergency braking device is designed in such a way that, when it is actuated, it automatically brakes the vehicle to a standstill. This increases operational safety. The vehicle is preferably still in the balance mode at the end of such an emergency braking process, but is at rest. This measure also increases operational reliability.

For example, it can be provided that the seat surface tilts backwards about a tilting axis running parallel to the transverse direction of the vehicle in order to adjust the center of gravity of the vehicle. When tilting backwards, the rear end of the seat moves down. This embodiment can be implemented particularly inexpensively. For the option of emergency braking when reversing, however, it can be provided that the seat tilts forward. When tilting forward, the front end of the seat moves down.

Additionally or alternatively, it can be provided that the seat surface is arranged on the chassis such that it can pivot about a tilting axis running parallel to the transverse direction of the vehicle, with the emergency braking device having a locking device which prevents the seat surface from pivoting about the tilting axis when the emergency braking device is not actuated and prevents the seat surface from pivoting when the emergency braking device is actuated around the tilting axis. is expedient the tilting axis is arranged on the vehicle so that it is in front of the center of gravity of the vehicle driver when the vehicle driver is substantially properly seated in the vehicle seat. The tilting axis is therefore preferably located in the area of the front half, in particular in the area of the front third or fourth, of the seat surface or of a seat cushion having the seat surface. As a result, the weight of the vehicle driver can be used as a drive for tilting the seat backwards and downwards.

An alternative embodiment proposes that the seat surface be adjusted backwards parallel to the longitudinal direction of the vehicle in order to adjust the center of gravity of the vehicle. This embodiment is characterized by increased comfort. In addition, further additional functions can be integrated particularly easily in this way, which will be explained in more detail below.

By moving the seat backwards, the vehicle driver sitting on it is also moved backwards, as a result of which the body's center of gravity and subsequently also the vehicle's center of gravity are shifted backwards. This rearward shift of the vehicle's center of gravity adjusts the vehicle's rearward inclination and ultimately generates a braking command, which the control device implements by activating the electric motors for braking the vehicle.

Specifically, the emergency braking device can have an actuating element that can be actuated by the vehicle driver. Furthermore, the emergency braking device can be designed in such a way that when the vehicle is moving forwards, when the actuating element is actuated, it causes the seat surface of the vehicle seat to be displaced backwards relative to the chassis. Optionally, the emergency braking device can also be designed in such a way that when the vehicle is reversing, when the actuating member is actuated, it causes the seat surface to be displaced forwards relative to the chassis. The shifting of the vehicle's center of gravity forward also causes the vehicle to brake when reversing.

If the vehicle is equipped with an active seat adjustment, the emergency braking device can also be designed in such a way that it brings about a return adjustment of the seat surface to its neutral position towards the end of the emergency braking process.

The actuator of the emergency braking device can be actuated by a vehicle driver with little force and in particular with just a single finger, so that it is not necessary for the vehicle driver to push himself backwards to enable the vehicle to be braked quickly in an emergency. Accordingly, the handling and ultimately the operational safety of the vehicle is improved and the risk of accidents is reduced, especially for vehicle drivers who lack the strength to be able to push themselves back quickly enough when driving forward in order to bring about the desired emergency braking themselves.

According to an advantageous embodiment, the emergency braking device can control an electric seat adjustment motor for adjusting the seat surface. With the help of such an electric seat adjustment motor, the seat surface for the emergency braking process can be adjusted backwards comparatively quickly. Towards the end of the emergency braking process, the seat surface can be moved back to its original or neutral position with the help of the electric seat adjustment motor, and this can then be done at a significantly reduced speed.

In principle, the emergency braking device can generally have an actuator for adjusting the seat surface backwards, which is activated when the actuating element is actuated when driving forward. In this respect, the actuator can belong to the scope of construction of the emergency braking device.

For example, the actuator can have a spring arrangement which is prestressed when the actuator is in a ready state and whose spring force is used to drive the seat surface when the actuator is activated. Such a spring device can work with mechanical spring members or with pneumatic spring members.

As an alternative to this, the actuator can have an electric seat adjustment motor or be formed by one. The electrical embodiment of the actuator can be brought back into the starting position in a particularly simple manner, preferably automatically. As a result, the emergency braking device can be used several times during a journey.

In a preferred embodiment, the actuating element can be formed by a toggle of a joystick, which can be adjusted downwards and/or backwards and/or forwards by the vehicle driver in order to trigger the emergency braking. This allows the vehicle driver to trigger the emergency braking process by intuitively actuating the joystick. Such a joystick can also be actuated particularly easily and conveniently by the vehicle driver with little effort. The joystick can be part of the emergency braking device. It is also conceivable to integrate the emergency braking device into the joystick, namely as an additional functionality if the joystick on the vehicle is already used for one other function, such as steering and/or braking and accelerating, is present, which will be explained below.

In an advantageous development, the joystick for steering the vehicle can be coupled to the control device in such a way that adjusting the toggle to the left and right generates corresponding steering signals. The control device can now control the electric motors depending on the steering signals for steering the vehicle. This means that the vehicle driver can steer the vehicle using the joystick. A conventional steering rod is not required. This significantly improves the comfort of using the vehicle. Especially for people with walking disabilities, the lack of a handlebar makes it easier to get into and out of the vehicle.

Another development proposes that the vehicle be equipped with a steering bearing that has a rod mount for receiving a steering rod and a bearing bracket that is fastened to the chassis. The rod holder can be pivoted about a steering axis relative to the bearing bracket in order to generate steering commands. The steering bearing can also be equipped with a bearing sensor system that generates steering signals as a function of a swivel angle or steering angle between the rod mount and the bearing bracket. The steering bearing can now be coupled to the control device via a steering interface in order to transmit the steering signals. The control device is designed in such a way that it controls the electric motors as a function of the steering signals for steering the vehicle.

If the vehicle is now equipped with a joystick for steering the vehicle, the joystick can expediently be coupled to the control device via the steering interface. Accordingly, the control device now receives the steering commands not or not exclusively from the bearing sensors, but from the joystick. This measure simplifies the manufacture of the vehicle. As mentioned at the outset, vehicles with a vehicle seat are generally manufactured by converting vehicles with a running board, in which such a steering bearing is usually provided. By using the steering interface that is present anyway for coupling the joystick to the control device, the vehicle can be steered by the joystick in a particularly simple manner.

Another development proposes that the steering bearing and the joystick be coupled in parallel with the control device in such a way that the vehicle can be steered by adjusting the toggle and by adjusting the rod holder. As a result, both steering systems are available to the vehicle driver. Steering via the steering bearing can be activated and used by inserting the steering rod and deactivated by removing the steering rod.

If both steering systems are available, a preferred embodiment proposes that a switch be provided, with which the vehicle can be steered by the joystick, i.e. by means of the toggle, and the vehicle can be steered by the steering bearing, i.e. by means of the Handlebar is switchable. As a result, accidental activation of the joystick when steering with the handlebars has no consequences and vice versa.

Another embodiment proposes that the seat surface is arranged on the chassis so that it can be adjusted in the longitudinal direction of the vehicle. Furthermore, the seat surface can be prestressed into a central position by means of a restoring spring, from which the seat surface can be moved forwards to accelerate the vehicle and backwards to brake the vehicle. A seat surface that can be adjusted in the longitudinal direction of the vehicle makes it easier for the seated driver to shift the center of gravity forwards or backwards in order to be able to accelerate or brake the vehicle.

A further embodiment proposes that a seat surface of the vehicle seat is arranged on the chassis such that it can be adjusted in the longitudinal direction of the vehicle. Furthermore, an electric seat actuator is provided for adjusting the seat surface relative to the vehicle in the longitudinal direction of the vehicle. In addition, the joystick with a movable toggle is then provided. In this case, the seat actuator is actuated using the joystick. The joystick for actuating the seat actuator is expediently designed and coupled in such a way that moving the toggle forwards causes the seat surface to be moved forwards or backwards, while moving the toggle backwards causes the seat surface to be moved backwards or forwards . In other words, with the help of the joystick, the seat can be actively adjusted, namely motor-assisted, forwards or backwards, which leads to a corresponding shift in the center of gravity. This in turn causes the vehicle to accelerate or brake via the resulting change in inclination. Accordingly, with the help of the joystick, even a physically weak vehicle driver can accelerate and decelerate the vehicle simply by operating the joystick. In particular, the vehicle driver does not have to pull himself forwards or push himself backwards in order to accelerate the vehicle to brake. In this way, the vehicle can also be used comfortably by people who only have limited strength to adjust the center of gravity.

In principle, the vehicle can be accelerated and braked proportionally using the joystick, so that the degree of acceleration or braking depends on the degree of deflection of the toggle from the neutral position. In particular, the adjustment path by which the seat surface is moved forwards or backwards from a middle position or starting position can depend on the degree of deflection of the toggle.

Alternatively, it is conceivable for the vehicle to be accelerated and braked digitally via the joystick, i.e. independently of the degree of deflection of the toggle. As soon as the toggle is moved forwards or backwards out of the neutral position, the vehicle accelerates or brakes constantly. In particular, the adjustment path by which the seat surface is adjusted forwards or backwards from the starting position can always be the same. In this embodiment, it can also be provided that, for example, a forward deflection of the toggle causes a forward adjustment of the seat surface. This front position of the seat is then maintained until the vehicle driver presses the toggle again and deflects it backwards. In this way, the seat is then adjusted to the middle position. Only by deflecting it backwards again is the seat then adjusted to the rear position, in which it remains until the toggle is deflected forwards again. For the emergency braking process, this adjustment path can then be larger or can be reached more quickly.

Also advantageous is a further development in which the joystick has a pressure point for adjustment movements of the toggle, so that adjustment movements of the toggle starting from an unactuated neutral position, in which the toggle can be pretensioned in particular, up to this pressure point forwards or backwards result in an adjustment of the Move the seat surface forwards or backwards, while an adjustment movement of the toggle that goes beyond the pressure point triggers the emergency braking process. This emergency braking process differs from a "normal" braking process, which can also be effected by adjusting the toggle below the pressure point, in that the emergency braking process is carried out automatically until the vehicle has come to a complete standstill and/or that the seat surface is adjusted backwards during the emergency braking is faster, e.g. at least twice the speed, than with a normal seat adjustment below the pressure point.

The operational safety of the vehicle can be increased in connection with the joystick in particular by the fact that the joystick has two redundantly arranged sensors for detecting the adjustment movements of the toggle to the front and back to generate actuating signals for the seat adjustment motor that correlate with the adjustment movements of the toggle. This will improve the reliability of acceleration and braking. Additionally or alternatively, it can be provided that the joystick has two redundantly arranged sensors for detecting the adjustment movements of the toggle to the left and to the right for generating steering signals for the control device that are correlated with the adjustment movements of the toggle. In this way, the reliability of the steering operations can be improved. In addition or as an alternative, it can be provided that the joystick has two redundantly arranged switches or sensors for generating actuating signals for the actuating drive in order to detect the adjustment movements of the toggle downwards. In this way, the reliability of the emergency braking can be improved. Optionally, it can also be provided that the cables or sets of cables, with which the joystick is coupled to the respective actuating drive and/or to the control device, are duplicated or redundant in order to increase functional reliability here as well.

A further embodiment proposes that the joystick be arranged on the vehicle so that it can be adjusted. The joystick can be adjusted together with its toggle between at least two different positions relative to the chassis on the vehicle. For example, the joystick is mounted such that it can be adjusted in height or pivoted about a pivot axis, with the pivot axis being able to run in particular parallel to the transverse axis of the vehicle or parallel to the longitudinal axis of the vehicle. Due to the adjustability of the joystick, it can be adjusted to a position in which it does not form an obstacle and/or in which accidental actuation can be avoided for states in which it is not required. For example, the stationary vehicle can also be used as a seat, e.g. at a table and/or for working or eating.

Further important features and advantages of the invention result from the subclaims, from the drawings and from the associated description of the figures based on the drawings.

It goes without saying that the features mentioned above and those still to be explained below are not only in the respectively specified Combination, but also in other combinations or alone can be used without departing from the scope of the present invention.

Preferred exemplary embodiments of the invention are illustrated in the drawings and are explained in more detail in the following description, with the same reference numbers referring to identical or similar or functionally identical components.

• 1 eine vereinfachte Seitenansicht eines dynamisch balancierenden Fahrzeugs mit Fahrzeugsitz,
• 2 eine vereinfachte Seitenansicht des Fahrzeugs bei einer anderen Ausführungsform im Bereich des Fahrzeugsitzes bei unbetätigter Notbremseinrichtung,
• 3 eine Seitenansicht wie in 2, jedoch bei betätigter Notbremseinrichtung.

They show, each schematically,

• 1 a simplified side view of a dynamically balancing vehicle with a vehicle seat,
• 2 a simplified side view of the vehicle in another embodiment in the area of the vehicle seat with an unactuated emergency braking device,
• 3 a side view as in 2 , but with the emergency braking system actuated.

Accordingly 1 includes a dynamically balancing vehicle 1, a chassis 2, which has a lower frame 3 and an upper frame 4. The lower frame 3 and the upper frame 4 are firmly connected to one another, for example via a number of vertical supports 5, which are therefore also part of the structural scope of the chassis 2. The chassis 2 is characterized by high stability and rigidity with a comparatively low weight.

The vehicle 1 has a longitudinal axis X or longitudinal direction X, which runs horizontally when the vehicle 1 is in use. Furthermore, the vehicle 1 has a transverse axis Y or transverse direction Y, which is perpendicular to the vehicle longitudinal axis X and also horizontal when the vehicle 1 is in use. In the 1 until 3 the transverse direction Y is perpendicular to the plane of the drawing. Finally, the vehicle 1 also has a vertical axis Z or vertical direction Z, which extends perpendicular to the longitudinal axis X of the vehicle and perpendicular to the transverse axis Y of the vehicle and which runs vertically when the vehicle 1 is in use.

The upper frame 4 is arranged above the lower frame 3 with respect to the vertical axis Z of the vehicle. The upper frame 4 serves to accommodate a vehicle seat 6 for a vehicle driver, not shown here. The underframe 3 is used to accommodate various components of the vehicle 1, which are explained below. The underframe 3 is preferably designed as a trough or housing to accommodate said components.

The vehicle 1 has at least two wheels 7, which are used to support the vehicle 1 on a surface 8 on which the vehicle 1 is standing or driving. In the example shown, the vehicle 1 has exactly two wheels 7 for supporting the underframe 3 on the ground 8. In theory, three or more wheels 7 are also conceivable. It is essential that the wheels 7 are arranged on the chassis 2 so as to be rotatable about a common wheel axis of rotation 9 which runs parallel to the transverse axis Y of the vehicle. In the example shown, the wheels 7 are rotatably mounted on the underframe 3, specifically on two sides of the underframe 3 that face away from one another in the transverse axis Y of the vehicle 1 the left wheel 7 facing the viewer can be seen on the left side of the vehicle, while the right wheel 7 facing away from the viewer on the right side of the vehicle is covered and not visible.

The aforementioned vehicle seat 6 includes a seat cushion 10 defining a seat bottom 11 and supported by the upper frame 4 . in the in 1 shown embodiment, the seat surface 11 or the seat cushion 10 is arranged adjustable relative to the upper frame 4 in the longitudinal axis X of the vehicle. For this purpose, the seat cushion 10 can be fixedly attached to a seat cushion carrier 12 acting as a carriage, which is adjustably mounted on the upper frame 4 in the longitudinal direction X. The longitudinal adjustability of the seat 11 is in 1 indicated by a double arrow 13. The vehicle seat 6 also has a backrest 14 which has a back cushion 15 and a back cushion holder 16 with which the back cushion 15 is fastened to the upper frame 4 . In the example, the back cushion holder 16 is also fastened to the seat cushion carrier 12 so that the entire backrest 14 can also be longitudinally adjusted together with the seat cushion 10 . In addition, armrests 17 can be provided, each of which has an armrest cushion 18 and an armrest cushion holder 19 which firmly connects the armrest cushion 18 to the upper frame 4 . In 1 only the right armrest 17 that is arranged on the right side of the vehicle and faces away from the viewer is shown, while the left armrest 17 that faces the viewer is omitted for better clarity. At least one of these armrests 17 can be configured such that it can be folded down, for example about a pivot axis running parallel to the longitudinal axis X of the vehicle.

The vehicle 1 also includes a drive device 20 which is coupled to the wheels 7 and which is used for dynamic balancing of the vehicle 1 and for driving, braking and steering the vehicle 1 . The drive device 20 expediently includes an electric motor 21 for each of the two wheels 7 and at least one battery 22 as an electrical energy store or for the power supply of the electric motors 21. If more than two wheels 7 should be provided, the drive device 17 is equipped with at least two of these wheels 7 coupled. Then at least two wheels 7 are each equipped with an electric motor 21 . For the power supply, the electric drive 20 or the electric motors 21 are connected to the battery 22 via corresponding power lines 53 .

Furthermore, the vehicle 1 has a steering device 23 which is provided for generating steering commands. For this purpose, the steering device 23 has a steering bearing 24 . This steering bearing 24 has a bearing bracket 25 fastened to the chassis 2 , here to the underframe 3 , and a rod holder 26 . The rod holder 26 is mounted on the bearing bracket 25 such that it can pivot about a steering axis 27 which runs parallel to the longitudinal axis X of the vehicle. Starting from a neutral position, in which it extends essentially vertically, the rod receptacle 26 can be pivoted to the left and to the right about the steering axis 27 relative to the bearing bracket 25 . The steering bearing 25 can also have a bearing sensor system 28, e.g. in the form of a rotary potentiometer, which generates steering signals depending on a swivel angle or steering angle between the rod mount 26 and the bearing bracket 25. Furthermore, the steering device 23 can optionally have a steering rod 29 which can be actuated by the driver of the vehicle. For this purpose, the steering rod 29 can be equipped at its upper end with a handle 30, on which the vehicle driver can grip and actuate the steering rod 29. The steering rod 29 can be inserted into the rod mount 26 of the steering bearing 24 at its lower end. As a result, the vehicle driver can use the handle 30 and the steering rod 29 to pivot the rod holder 26 about the steering axis 27 relative to the bearing bracket 25, which ultimately leads to correlating steering signals via the bearing sensors 28.

The vehicle 1 can also be equipped with an inclination sensor system 31, which 1 is indicated and which is used to determine an angle of inclination. Said angle of inclination is between the vehicle's longitudinal axis X and an in 1 indicated horizontal plane 32 spanned, which extends perpendicularly to the gravitational direction G, in 1 is indicated by an arrow. The gravitational direction G points to the center of the earth. Furthermore, a control device 33 is provided, which is also 1 is indicated and which is coupled in a suitable manner to the steering device 23 and to the inclination sensor system 31 . In the example, the inclination sensor system 31 is integrated into the control device 33 . In the example, the steering device 23 is coupled to the control device 33 in that the bearing sensor system 28 is communicatively connected to the control device 33, for example via a signal cable 34 for transmitting the steering signals. The control device 33 is coupled to the electric drive 20 or to the electric motors 21 for balancing, steering, accelerating and braking, e.g. via control lines 52.

The aforementioned steering angle is the angle that the steering rod 29 or the rod mount 26 spans relative to a vertical direction. If the steering rod 29 is vertical, the steering angle has the value 0°. In the example shown 1 the vehicle 1 or its frame 2 is aligned horizontally, so that the longitudinal axis X of the vehicle extends in the horizontal plane 32 and the angle of inclination has the value 0°.

The control device 33 is used for dynamic balancing, acceleration and braking of the vehicle. Balancing, accelerating and braking depend on the angle of inclination. The driver of the vehicle can generate a positive inclination of the vehicle 1 with respect to the horizontal plane 32 in accordance with an arrow 35 pointing forwards by shifting his body's center of gravity and thus the center of gravity of the vehicle forwards. Such a positive angle of inclination is recognized by the control device 33 as an acceleration command and converted into corresponding acceleration signals. Depending on these acceleration signals, the electric motors 21 are then actuated accordingly to accelerate the vehicle 1. Analogously, the vehicle driver can, in accordance with an arrow 36 pointing backwards, by shifting the center of gravity of the body and thus the center of gravity of the vehicle backwards, a negative inclination of the vehicle 1 with respect to the horizontal plane 32 generate. Such a negative angle of inclination is recognized by the control device 33 as a braking command and converted into corresponding braking signals. Depending on these braking signals, the electric motors 21 are then actuated accordingly for braking the vehicle 1. Furthermore, the control device 33 is designed in such a way that it can actuate the drive device 20 or its electric motors 21 depending on the steering commands or the steering signals in order to Implement steering command for steering the vehicle 1.

The vehicle 1 presented here is also equipped with an emergency braking device 37 which has an actuating element 38 which can be actuated by the vehicle driver. The emergency braking device 37 is designed in such a way that, when the vehicle 1 is driving forwards, it causes the vehicle's center of gravity to be shifted backwards when the actuating element 38 is actuated.

At the in 1 In the embodiment shown, this is achieved in that at least the seat surface 11 of the vehicle seat 6 is moved backwards relative to the chassis 2 for this purpose. For this purpose, the emergency braking device 37 is coupled to an actuator 39 which is provided for adjusting the seat surface 11 or the vehicle seat 6 . In the example of 1 This actuator 39 can be a preloaded pneumatic pressure cylinder 40 or an electric seat adjustment motor 41 . In any case, the emergency braking device 37 is suitably coupled to the actuator 39, so that when the actuating member 38 is actuated when driving forwards, the emergency braking device 37 actuates the actuating drive 39 to adjust the seat surface 11 or the seat cushion 10 or the vehicle seat 6 to the rear. A corresponding control line is in 1 indicated and denoted by 42. It connects the emergency braking device 37 to the actuator 39.

In the example shown, the actuator 39 is coupled to the seat cushion carrier 12 and supported on the chassis 2 or the upper frame 4, so that the actuator 39 can adjust the seat cushion carrier 12 and thus the entire vehicle seat 6 forwards and/or backwards.

If the actuator 39 is designed as a pneumatic compression spring 40, this forms a spring arrangement which is prestressed when the actuator 39 is in a ready state and whose spring force is used to drive the seat surface 11 when the actuator 39 is activated. The actuator 39 is then activated by actuating the actuating element 38 via the control line 42.

However, the actuator 39 is preferably an electric seat adjustment motor 41 which can be connected to the battery 22 or to a separate other battery, for example via a corresponding supply line 43 .

The vehicle 1 shown here can be particularly advantageously equipped with a joystick 44 which has a toggle 45 for manual operation. In principle, the joystick 44 can be present independently of the emergency braking device 37 . However, the emergency braking device 37 is preferably integrated in this joystick 44 . In this case, the toggle 45 forms the actuating member 38. The vehicle driver can adjust the toggle 45 to the left, to the right, forwards according to an arrow 46, backwards according to an arrow 47 and downwards according to an arrow 48. The emergency braking device 37 can now expediently be integrated into the joystick 44 in such a way that moving the toggle 45 downwards triggers the emergency braking. In addition or as an alternative, it can be provided that the emergency braking is triggered by adjusting the toggle 45 forwards 46 and/or backwards 47, the latter preferably being able to depend on the degree of adjustment.

In the example of 1 the joystick 44 is arranged on one of the armrest cushion holders 19, here on the right. It can also be arranged on the handlebar 29 or at another suitable point on the chassis 2 or the vehicle 1.

Another embodiment provides that the joystick 44 is arranged on the vehicle 1 so that it can be adjusted overall. For example, the joystick 44 according to a double arrow 61 in 1 be height-adjustable attached to the vehicle 1. It is also conceivable to mount the joystick 44 on the vehicle 1 , here on the armrest cushion holder 19 , such that it can be pivoted about a pivot axis 62 in accordance with a double arrow 63 . In the example of 1 this pivot axis 62 extends parallel to the vehicle transverse direction Y. The adjustability of the joystick 45 increases the safety of the vehicle 1 and its usability in a domestic environment. For example, the driver of the vehicle can drive up to a table with the vehicle 1 and, by adjusting the joystick 44, avoid a collision of the joystick 44 with a table top, which could trigger undesirable commands.

An embodiment in which the joystick 44 for steering the vehicle 1 is coupled to the control device 33 is particularly advantageous. It can then be an adjustment of the toggle 45 to the left, ie to the viewer 1 out and to the right, i.e. from the viewer 1 away, generate appropriate steering signals. The control device 33 can then control the electric motors 21 as a function of these steering signals for steering the vehicle 1 . The joystick 44 provided for steering the vehicle 1 accordingly forms part of the steering device 43 and can be provided as an alternative to, but preferably in addition to, the steering bearing 24 . As explained above, the bearing sensor system 28 of the steering bearing 24 can be connected to a steering interface 49 via the signal line 34 in order to bring about the desired coupling with the control device 33 . Expediently, the joystick 44 can also be connected to this steering interface 49 via a signal line 50 in order to bring about the necessary coupling to the control device 33 . The steering bearing 24 and the joystick 44 can expediently be coupled in parallel with the control device 33 . As a result, the vehicle 1 can be steered both by adjusting the toggle 45 and by adjusting the rod mount 26 .

As mentioned, the seat 11 or the complete vehicle seat 6 is on the chassis 2, esp special arranged on the upper frame 4, adjustable in the longitudinal direction X. A restoring spring 51 can be provided, which biases the carriage 12 or the entire vehicle seat 6 into a middle position, from which the seat surface 11 is adjusted forwards to accelerate the vehicle 1 and backwards to brake the vehicle 1 . The coupling with the actuator 39 can tolerate these “normal” adjustment movements of the seat surface 11 and only force the adjustment of the seat surface 11 to the rear when the emergency braking device 37 is actuated.

In an advantageous development, the joystick 44 can also be configured to adjust the vehicle seat 11 forwards or backwards in addition or as an alternative to the steering function and in addition or as an alternative to the emergency braking function. For this purpose, the joystick 44 is coupled to the actuator 39 designed as an electric seat adjustment motor 41, e.g. via the control line 42. The joystick 44 is configured in such a way that adjusting the toggle 45 forwards causes the seat surface 11 to be adjusted forwards while an adjustment is being made of the toggle 45 to the rear causes an adjustment of the seat 11 to the rear. A reverse connection of the joystick 44 is also conceivable, so that an adjustment of the toggle 45 forwards adjusts the seat 11 backwards, while pivoting the toggle 45 backwards then causes an adjustment of the seat 11 forwards. In this way, the joystick 44 contains an acceleration and braking function for the vehicle 1. If the emergency braking function is also integrated into the joystick 44, the joystick 44 can have a pressure point for adjustment movements of the toggle 45. Below this pressure point, the adjustment movements of the toggle 45 forwards and backwards only bring about a normal adjustment movement of the seat surface 11 forwards or backwards at normal speed. However, if the adjusting movement of the toggle 45 goes beyond the pressure point, the emergency braking process is activated. The seat surface is then adjusted backwards, preferably at an increased speed and/or preferably into an end position that is adjusted to the maximum backwards and/or preferably at an increased adjusting speed.

To activate the emergency braking function by pressing toggle 45 , joystick 44 can have two redundantly arranged switches or sensors for generating actuating signals for actuating drive 39 to detect the adjustment movement of toggle 45 downwards. The control line 42 for driving the respective actuator 39 is also expediently doubled or redundant.

For the acceleration function and the braking function, the joystick 44 can have two redundantly arranged sensors, preferably potentiometers, for detecting the adjustment movements of the toggle 45 forwards and backwards, for generating actuating signals for the seat adjustment motor 41 that correlate with the adjustment movements of the toggle 45. Expediently, the control line 42 for controlling the respective seat adjustment motor 41 can then also be configured twice or redundantly.

For the steering function, the joystick 44 can have two redundant sensors, preferably potentiometers, for detecting the adjustment movements of the toggle 45 to the left and right, for generating steering signals for the control device 33 that are correlated with the adjustment movements of the toggle 45 . The signal line 50 for transmitting the steering signals to the control device 33 can then also be designed twice or redundantly.

If, as in the example shown, both the joystick 44 and the steering bearing 24 are provided for generating steering signals, according to a preferred embodiment, a switch 60 can be provided with which to switch between steering vehicle 1 via joystick 44 and steering vehicle 1 can be switched over the steering bearing 24. In this way, with the handlebar 29 used, colliding steering commands can be avoided if the handlebar 29 and the toggle 45 are inadvertently actuated. It is clear that by deactivating the steering function of the joystick 44, the emergency braking function of the joystick 44 remains activated, so that the emergency braking can still be triggered by actuating the toggle 45 of the joystick 44. The changeover switch 60 can be used as in 1 be arranged on the joystick 44. It is also conceivable to arrange the changeover switch 60 on the steering rod 29 or on the chassis 2 or on the steering interface 49 . In any case, the changeover switch 60 is coupled in a suitable manner to the control device 33 or to the control interface 49, for example via the signal line 50 or a separate signal line.

The 2 and 3 now show another embodiment of the vehicle 1, which differs from that in 1 shown embodiment basically differs only by the way in which the shift of the vehicle's center of gravity to the rear, which is required for the emergency braking function, is achieved. According to the 2 and 3 It can be provided that the seat surface 11 tilts backwards about a tilting axis 54 running parallel to the transverse direction Y of the vehicle in order to adjust the center of gravity of the vehicle. The tilting axis 54 is in the 2 and 3 perpendicular to the drawing plane. When tilting backwards, the rear end of the seat 11 moves downwards. In 2 the seat surface 11 or the entire vehicle seat 6 is in an initial position, which is the case when the emergency braking device 37 is not actuated. In 3 on the other hand, the state is shown which occurs when the emergency braking device 37 has been actuated. The seat surface 11 or the entire vehicle seat 6 can be seen tilted backwards about the tilting axis 54 . The tilting movement that occurs for this is in 3 indicated by an arrow 56.

It is therefore provided here that the seat surface 11 or the seat cushion carrier 12 is arranged on the chassis 2 , here on the upper frame 4 , such that it can pivot about the tilting axis 54 running parallel to the transverse direction Y of the vehicle. For example, a corresponding bearing 59 can be provided for this purpose. Specifically, in this case the emergency braking device 37 has a locking device 55 which prevents the seat surface 11 or the seat cushion carrier 12 from pivoting about the tilting axis 54 when the emergency braking device 37 is not actuated. As a result, the seat surface 11 or the vehicle seat 6 is in 2 shown starting position fixed. For example, the locking device 55 has a bolt 57 for this purpose, which supports the rear end of the seat cushion carrier 12 so that it is supported at its front end directly or, as here, via a support element 58 on the chassis 2 or on the upper frame 4 . When the emergency braking device 37 is actuated, the locking device 55 is activated in such a way that the seat surface 11 or the seat cushion support 12 can be pivoted about the tilting axis 54 . For this purpose, the locking device 55 can, for example, retract or swivel in the locking bar 57 . The tilting axis 54 is expediently positioned or arranged on the vehicle 1 in such a way that it lies in front of the vehicle driver's center of gravity when the vehicle driver is sitting essentially correctly on the vehicle seat 6 . The tilting axis 54 is therefore preferably located in the area of the front half, here in the area of the front third, of the seat surface 11 or the seat cushion 10. This allows the weight of the vehicle driver to drive the tilting of the seat surface 11 or the seat cushion carrier 12 backwards and downwards be used. This is how the in 3 tilted backwards and downwards as shown. Tilting backwards inevitably shifts the body's center of gravity backwards, so that the vehicle's center of gravity also shifts backwards. This then triggers the desired braking process via the inclination sensors.

The emergency braking device 37 or the joystick 44 is also coupled to the locking device 55 via a control line 42 . If the locking device 55 is operated electrically, it can be connected via a cable 43 to the battery 22 or to a separate, different battery.

All other features related to the in 1 shown embodiment have been described, can be in a corresponding manner also in the case of with reference to FIG 2 and 3 Realize described other embodiment.

Claims (15)

Dynamically balancing vehicle (1), - with a chassis (2) which has at least two wheels (7) driven by an electric motor (21) and rotatable about a common axis of rotation (9), - with a arranged vehicle seat (6), - with a control device (33) for controlling the electric motors (21) for balancing, accelerating, braking and steering of the vehicle (1), characterized in that - an emergency braking device (37) is provided, which at its actuation brakes the vehicle (1) automatically to a standstill and which has an actuating element (38) which can be actuated by the vehicle driver, 11) of the vehicle seat (6) relative to the chassis (2) in such a way that the center of gravity of the vehicle moves backwards. vehicle after claim 1 , characterized in that the seat surface (11) tilts backwards about a tilting axis (54) running parallel to the transverse direction (Y) of the vehicle in order to adjust the center of gravity of the vehicle. vehicle after claim 1 or 2 , characterized in that - the seat surface (11) is arranged on the chassis (2) such that it can pivot about a tilting axis (54) running parallel to the transverse direction (Y) of the vehicle, - the emergency braking device (37) has a locking device (55) which, when the Actuating member (38) prevents pivoting of the seat (11) about the tilting axis (54) and allows pivoting of the seat (11) about the tilting axis (54) when the actuating member (38) is actuated. vehicle after claim 1 , characterized in that the seat surface (11) for adjusting the center of gravity of the vehicle to the rear parallel to the vehicle longitudinal direction (X) is adjusted to the rear. vehicle after claim 4 , characterized in that - that the emergency braking device (37) has a Stellan drive (39) for adjusting the seat surface (11) backwards, - that the emergency braking device (37) is designed in such a way that when the vehicle (1) is traveling forwards and when the actuating element (38) is actuated, it activates the actuating drive (39) for Adjusting the seat (11) controls to the rear. vehicle after claim 5 , characterized in that the actuator (39) has a spring arrangement (40) which is prestressed when the actuator (39) is in a ready state and whose spring force is used to drive the seat surface (11) when the actuator (39) is activated. vehicle after claim 5 , characterized in that the actuator (39) has an electric seat adjustment motor (41) or is formed by such. vehicle after one of Claims 1 until 7 , characterized in that the actuating member (38) is formed by a toggle (45) of a joystick (44) which can be adjusted downwards and/or backwards and/or forwards by the vehicle driver in order to trigger emergency braking. vehicle after claim 8 , characterized in that the joystick (44) for steering the vehicle (1) is coupled to the control device (33), with adjustment of the toggle (45) to the left and right generating corresponding steering signals, the control device (33) controlling the electric motors (21) depending on the steering signals for steering the vehicle (1) controls. vehicle after claim 9 , characterized in that - that a steering bearing (24) is provided, which has a rod mount (26) for receiving a steering rod (29) and a bearing bracket (25) fastened to the chassis (2), - that the rod mount (26) for generating can be pivoted about a steering axis (27) relative to the bearing bracket (25) in response to steering commands, - that the steering bearing (24) has a bearing sensor system (28) which generates steering signals as a function of a pivoting angle between the rod receptacle (26) and the bearing bracket (25), - that the steering bearing (24) is coupled to the control device (33) via a steering interface (49) for transmission of the steering signals, - that the control device (33) controls the electric motors (21) depending on the steering signals for steering the vehicle (1), - That the joystick (44) via the steering interface (49) is coupled to the control device (33). vehicle after claim 10 , characterized in that a changeover switch (60) is provided, with which it is possible to switch between steerability of the vehicle (1) by the joystick (44) and steerability of the vehicle by the steering bearing (24). vehicle after one of Claims 8 until 11 , characterized in that - the seat surface (11) of the vehicle seat (6) is arranged on the chassis (2) so that it can be adjusted in the longitudinal direction (X) of the vehicle, - that an electric seat adjustment motor (41) for adjusting the seat surface (11) relative to the chassis (2 ) is provided in the longitudinal direction (X) of the vehicle, - that the joystick is designed to actuate the seat adjustment motor (41) and is coupled to it in such a way that moving the toggle (45) forwards moves the seat surface (11) forwards or backwards , and that adjusting the toggle (45) backwards causes the seat surface (11) to be adjusted backwards or forwards. vehicle after one of Claims 8 until 12 , characterized in that the joystick (44) for detecting the forward and backward adjustment movements of the toggle (45) has two redundantly arranged sensors for generating actuating signals for the seat adjustment motor (41) that correlate with the adjustment movements of the toggle (45). vehicle after one of Claims 8 until 13 , characterized in that - that the joystick (44) for detecting the adjustment movements of the toggle (45) to the left and to the right has two redundantly arranged sensors for generating steering signals for the control device (33) that are correlated with the adjustment movements of the toggle (45), and/or - that the joystick (44) has two redundantly arranged switches or sensors for generating actuating signals for the actuating drive (39) for detecting the adjustment movements of the toggle (45) downwards. vehicle after one of Claims 8 until 14 , characterized in that the joystick (44) is arranged adjustably on the vehicle (1).

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