DE102019205300A1 - Moving people with a standing vehicle - Google Patents

Abstract

The invention relates to an arrangement (10) for moving people, comprising: a standing vehicle, in particular a longboard, the standing vehicle (12) being steerable by shifting the center of gravity of a person (18) standing on it and comprising a plurality of rollers (21); a drive motor (14) which is set up to drive the standing vehicle (12) to generate locomotion; - a body posture determining device (32) which is set up to determine information relating to the body posture of the person (18); and an acceleration limiting device (34) which is set up to limit vehicle acceleration in accordance with the determined body posture information. The invention also relates to a method for moving people with a standing vehicle and an arrangement for moving people with a steering angle limiting device.

Description

The invention relates to arrangements for moving people with a standing vehicle and methods for moving people with a standing vehicle.

A standing vehicle can be understood to mean a vehicle in which a person using the vehicle (also referred to herein as the driver) assumes a standing posture at least partially or predominantly during a journey. In particular, a standing posture can be assumed while driving straight ahead, during which no vehicle steering is to take place. A standing posture can also be understood to mean a slightly bent, stooped or crouched posture. In general, it can be any position not lying or sitting.

Examples of standing vehicles to which the invention is particularly directed are boards with rollers mounted thereon, such as longboards, skateboards or penny boards.

A longboard is generally distinguished from a skateboard in that it has a greater length and, in particular, a greater center distance (for example greater by a factor of at least 1.2 or at least 1.5). It can have no or significantly shorter overhangs of the standing area beyond the axle arrangements in the longitudinal direction. In particular, in contrast to skateboarding, such overhangs may not be or only slightly less arched (in particular arched in a direction towards the driver).

Standing vehicles can also be characterized by the fact that they do not have any handlebars or other hand-operated steering devices. In particular, standing vehicles can generally be operated hands-free so that the driver can e.g. usually does not establish grip contact or only brief, temporary grip contact with the standing vehicle while driving the standing vehicle. At least no steering input, or only significantly less steering input, can generally be made via such a grip contact than with a shift in the center of gravity.

It is known that standing vehicles of this type are steered by shifting weight or also by shifting the center of gravity. In particular, they have a stand area or a stand area (usually a wooden or plastic board) on which the driver stands.

Furthermore, such standing vehicles have on an underside, which faces a street, axle arrangements with rollers mounted on them (typically four rollers, two per axle arrangement). The standing area and the rollers can be displaced relative to one another, the corresponding possibility of displacement being made available via the axle arrangements and being caused by shifting the driver's weight.

For example, the axle arrangements have at least one component arranged or fastened to the stand area and a component preferably directly connected to the rollers, these components being relative to one another e.g. are displaceable via a swivel joint (or swivel joint). The corresponding relative shift is brought about by shifting the driver's center of gravity. Depending on the extent of these shifts in the center of gravity, an alignment of the rollers or the components of the axle arrangement connected to the rollers also changes. This takes place in particular in such a way that the rollers of the two axle arrangements are displaced or rotated opposite to one another with reference to a vertical spatial axis which is aligned in the direction of gravity. The axle arrangements therefore each rotate in and in particular in opposite directions to one another, so that the rollers lie along a jointly curved path or along a joint curve profile or curve circumference. The axes are essentially parallel to a curve radius of this curve and thus enable cornering.

Typically, a shift in the center of gravity in a direction transverse to a direction of travel or longitudinal direction is accompanied by corresponding cornering or, in other words, steering the vehicle in precisely this direction.

The invention is directed in particular to any type of standing vehicle which has one or more of the features of the previous type in any combination.

It is also known to equip such standing vehicles with a drive motor which generates a propulsion force (i.e. acceleration force) in a predetermined direction of travel. For this purpose, at least one of the axle arrangements explained above is typically driven by the corresponding drive motor. In such cases it is also typically provided that the drive motor is set up to generate the propulsion force in a certain direction and possibly only in this direction or to a greater extent in this direction than in a direction opposite thereto.

Standing vehicles equipped with a drive motor (e.g. a so-called E-Longboard, E- Skateboard or e-penny board, all of which are covered by the invention) are therefore generally characterized by a defined preferred direction of travel which coincides with the direction in which the drive motor can generate movement forces largely or exclusively. Such a direction of travel generally coincides with a longitudinal direction of the standing vehicle.

Due to the standing posture and the generally lacking handlebars or manually grippable steering rods, it is often difficult for drivers of standing vehicles to keep their balance while driving and to achieve sufficient driving stability. This is especially true for inexperienced drivers. If such standing vehicles are provided with a drive motor, it can additionally be difficult for the driver to reconcile the drive forces generated by the driver with sufficient driving stability.

There is thus a need to improve the operation of powered standing vehicles.

This object is achieved by an arrangement according to the attached claim 1, a method according to the attached claim 9 and an arrangement according to the attached claim 10. Advantageous further developments are given in the dependent claims. It goes without saying that all of the introductory remarks and features can also be provided in the solution according to the invention, unless otherwise stated or evident.

The invention generally provides for the achievable vehicle accelerations to be limited in such a way that driving stability and, in particular, stability of the driver on the stationary vehicle (ie its balance) is not endangered or is only endangered to a small extent. In other words, it should be avoided that the driver falls from the standing vehicle. For this purpose, it is provided to determine whether the driver's current posture is appropriate for a given or desired driving situation. If this is not the case, the acceleration can be limited in a suitable manner. Limiting can also mean limiting to the value herein 0 or, in other words, a complete suppression of the acceleration can be understood.

An arrangement for moving people is proposed in detail. The arrangement has a standing vehicle, which can be any standing vehicle of the aforementioned type and in particular an (e-) longboard. The standing vehicle can be steered by shifting the center of gravity of a person standing on the standing vehicle and has a plurality of rollers. In particular, four rollers can be provided, for example two axle arrangements with two rollers each. The arrangement also has a (preferably electric) drive motor which is set up to drive the standing vehicle to generate locomotion. For example, the drive motor can drive at least one axle arrangement and / or at least one pair of rollers of the standing vehicle. The drive motor could also be referred to as a traction motor.

The arrangement also has a body posture determining device which is set up to determine information relating to the body posture (body posture information) of the person. The arrangement also has an acceleration limiting device which is set up to limit vehicle acceleration in accordance with the determined body posture information.

The body posture determining device can comprise at least one sensor arrangement. The sensor arrangement can detect or measure properties of the person. The posture determining device may further comprise a calculating device or, in other words, a control device, e.g. a computer and / or a microprocessor. This can be set up to evaluate measurement data (e.g. from the above sensor arrangement) and to determine or quantify the body posture information based on this.

In general, the body posture determining device can optically record a body posture of the person (e.g. by cameras (image recognition) or laser distance sensors). Acceleration measurements are also possible in which an acceleration of at least individual body parts or body parts of the person is determined. For this purpose, inertial measurement units (so-called IMUs “inertial measurement unit”) can be used to record accelerations around at least one or along at least one spatial axis. All of the sensors mentioned can be mounted on the vehicle or carried by the driver. Optically detecting sensor arrangements are preferably mounted on the vehicle and acceleration sensors or force or torque sensors are preferably mounted on the driver or are carried by him.

Force sensors, which the body posture determination device can also include, can in particular be designed as pressure force sensors and, for example, be mounted on the vehicle in the standing area of the driver. For example, such sensors can be integrated into a pressure measuring mat or pressure measuring surface and / or be designed as pressure sensors. In this way it can be determined in which area the In the standing area, the greatest forces are currently exerted by the driver on the vehicle and from this, at least indirectly, a center of gravity of the driver can be estimated, for example whether he is leaning forward or backward (viewed in the direction of travel).

It is also possible to combine several of the named types of sensors with one another within a sensor arrangement (or also to combine several different types of sensor arrangements with one another). The body posture information determined from this can then be compared with one another and, in particular, subjected to a consistency check. Do these indicate different postures, e.g. on the one hand that the driver is currently leaning forward, but on the other hand, that the driver is leaning backwards, a lack of consistency can be determined. This can also lead to an acceleration limitation being initiated in accordance with any of the variants explained herein.

Determining information relating to the posture can be understood to mean that information is determined which enables conclusions to be drawn about the posture of the person. The body posture information can therefore also only be indirectly descriptive. In particular, the body posture information can only roughly estimate or roughly describe a body posture of the person. Furthermore, the body posture information can only partially describe the body posture, for example with regard to a selected body part. In summary, the information on posture can be any information from which at least indirectly a (suspected) posture or, in other words, body pose of the person can be inferred, whereby this can also only affect the posture of a single body part (e.g. the pelvis or Upper body).

As already mentioned above, a longitudinal axis of the standing vehicle preferably corresponds to an axis along which a direction of travel also takes place, in particular when driving straight ahead. The longitudinal axis can extend through both axis arrangements or connect them to one another (virtually). It can run transversely to the axes of rotation of the rollers of the standing vehicle. The transverse axis, however, can run at an angle and in particular perpendicular to the longitudinal axis. The transverse and longitudinal axes preferably run in a common plane and / or parallel to a spatial plane containing the standing area (or board) of the standing vehicle. The transverse axis can also extend parallel to the axes of rotation of the rollers of the standing vehicle and preferably does not intersect or connect the axle arrangements of the standing vehicle (or only one of them, but not both).

The acceleration limiting device can also limit the vehicle acceleration by making suitable settings that are implemented without actuating actual (mechanical and / or electrical) actuators. For example, this can be control parameters, regulation parameters, setting limit values or parameters that can be stored in some other way. The acceleration limiting device can be or comprise an electronic and / or digital control device. Likewise, the acceleration limiting device can be or comprise a software unit which, when executed on such a control device and in particular on a microprocessor included therein, provides or executes the functions of the acceleration limiting device described herein.

In general, the posture information can indicate a posture of the person relative to the standing vehicle and in particular in or relative to a coordinate system of the standing vehicle. The latter can include the longitudinal and / or transverse axis explained above.

In general, a neutral body posture can be adopted for the standing vehicle, in which straight-ahead travel is possible with the standing vehicle, the straight-ahead travel taking place along a straight route without a curve radius. Due to inertia or friction, there can also be a certain body posture area in which no significant steering forces can be achieved or no deviation from straight-ahead travel can be achieved. Weight shifts outside of this area (e.g. by bending outside of this area or standing positions outside of this area), however, can result in significant steering forces, especially if they occur along the transverse axis.

According to a further development of the invention, the body posture information describes at least indirectly and / or at least partially a center of gravity of the person. The center of gravity can in particular be a center of gravity position. This can be specified in an above-mentioned coordinate system of the standing vehicle or defined relative to it. For example, the body posture information can indicate an (estimated) value of the center of gravity along the longitudinal and / or the transverse axis of the vehicle. Subsequently, it can also be determined, for example, whether the center of gravity lies in the aforementioned neutral area without significant generation of steering specifications or outside of it. In general, center of gravity positions in the neutral area can be referred to as reference positions or also as neutral positions.

Centers of gravity can be determined with sufficient accuracy, in particular, if at least the position or position of a middle part of the body (e.g. the pelvis or stomach area) of the person is determined via acceleration sensors and in particular inertial measuring units. This can e.g. take place via a sensor arrangement mounted on a jacket, a belt or a backpack and / or by means of known software-supported human models that can determine postures based on corresponding acceleration data. However, it is also possible to at least roughly record this information by image acquisition or by means of optical distance sensors.

Furthermore, by determining (main) force application points of the person in the standing area, e.g. Via the above-mentioned pressure sensors, the center of gravity can be estimated at least indirectly, since then e.g. Knowledge of an approximate foot position exists (the feet will typically be positioned at those positions at which the (main) force application points are and the center of gravity is estimated to be in an area between these force application points (e.g. in a middle area of this) If the foot position remains the same in the standing area, for example, bend backwards, the force introduction points would also be shifted backwards despite the foot position being maintained, so that a center of gravity averaged using the (main) force introduction points would also be shifted accordingly enable adequate assessment of posture.

It goes without saying that the term center of gravity or position of the center of gravity in the context of the present invention can in particular mean a body center of gravity of the person or the driver.

According to one development, the acceleration force is limited at least when there is a position of the center of gravity shifted with respect to a reference position and against a direction of travel with a simultaneous desire for acceleration in the direction of travel. The reference position can be a position in the neutral area mentioned above, which can signal a generally stable standing position for the driver. It is preferably a position in which there is an upright posture.

The direction of travel can be determined via the drive direction of the drive motor or generally coincide with this. The center of gravity can in particular be shifted along the longitudinal axis. This can generally result from the driver leaning forward (in the direction of travel) or leaning backward (against the direction of travel). If the center of gravity shifts against the direction of travel, but if acceleration is to take place in the direction of travel at the same time, this can lead to the driver tilting further back and even falling from the vehicle. This can be prevented by means of the present development. Possibilities for recording acceleration requests are explained below.

Additionally or alternatively, it can be provided that the acceleration force is limited at least when a center of gravity shifted in relation to a reference position (see above) and in a direction of travel (e.g. when the driver leans over) with a simultaneous negative acceleration request (i.e. a braking request) opposite to the direction of travel present. The negative desire for acceleration can e.g. be signaled by reducing a desired driving speed and thus generally result in a reduction in the driving force of the drive motor or are caused by this. But it is also possible to achieve negative acceleration requests by actively requesting and / or generating braking forces, which e.g. can take place by switching the drive motor into a regenerative braking mode together with the associated braking force generation. If the driver leans forward in the direction of travel, but should be braked at the same time, a critical loss of stability for the driver could occur again, which can be prevented by the present variant.

The appropriate extent to which the acceleration is limited can be determined experimentally. In general, however, good results can be achieved if the acceleration is reduced by at least 50% or by up to 75%.

According to a further development, an acceleration request specification device can also be provided for specifying an acceleration request. This can be actuated by the driver. This can e.g. be a remote control, in particular a hand-operated remote control. This can record corresponding acceleration requests via pressure switches or rotary wheels. An acceleration request can generally result from a change in a predetermined or desired driving speed or can be displayed as such by the driver.

However, it is also possible to detect acceleration requests via force sensors of the above type and in particular pressure force sensors. For example, if they detect pressure forces in certain areas shifted forward in the direction of travel, it can be concluded that the driver wants to drive or accelerate in the direction of travel. On the other hand, in certain areas further back, an introduction of force can signal a desire to brake. The terms front and rear relate to the longitudinal axis of the standing vehicle, a center point of this longitudinal axis being able to coincide with a mean distance between the axle arrangements of the standing vehicle.

In the above variant, it can be advantageous to detect the body posture by means of sensors other than the pressure sensors, that is to say, for example, by means of additional acceleration sensors. It can then be determined whether the driver is signaling a certain positive or negative acceleration request by exerting pressure forces, but shows his actual posture determined by the acceleration sensors and, in particular, a posture that is unsuitable for maintaining sufficient stability.

In this context, it can also be provided that the acceleration limiting device is set up to limit the extent to which an acceleration request is converted into vehicle acceleration in order to limit the vehicle acceleration (in particular in comparison to an inactive state of this device). This can e.g. take place by adapting a characteristic curve of the acceleration requirement specification device. This characteristic curve can generally determine the extent to which an actuation of the acceleration request specification device (e.g. actuating a push button and / or adjusting a rotary wheel and / or applying pressure forces) is converted into an acceleration request. To limit the vehicle acceleration, it can be provided that this extent of the implementation is reduced accordingly (i.e. that the same actuations of the acceleration request specification device result in lower recorded acceleration requests or are registered and / or interpreted as less pronounced acceleration requests.

It can also be provided that an acceleration request determined by means of the acceleration request specification device is converted into a lower drive power of the drive motor in the case of the acceleration limitation. The same acceleration request (e.g. the same amount of actuation of the acceleration request specification device without a changed characteristic curve) can then result in control technology in a lower drive power or drive force of the drive motor, for example because this acceleration request is calculated, damped or filtered accordingly.

A further embodiment provides that the arrangement further comprises a steering angle limiting device which is set up to limit a (maximum, i.e. maximum possible) steering angle of the standing vehicle in accordance with a vehicle speed. For this purpose, the steering angle limiting device can interact with at least one axle arrangement of the standing vehicle. A corresponding steering angle limiting device can preferably be provided for each axle arrangement, at least via an axle arrangement that is not driven by the drive motor. In general, the (maximum) steering angle can also be increasingly limited with increasing speeds, this being able to take place linearly or non-linearly. Furthermore, the (maximum) steering angle can be increased with decreasing vehicle speed, which in turn can be linear or non-linear. In general, a proportional relationship between steering angle limitation and vehicle speed can be provided.

This variant offers the advantage that smaller curve radii are permitted if the speed is e.g. rises above a critical limit. This reduces the extent of lateral acceleration forces acting on the driver when driving through a curve, so that it is less likely that the driving stability will suffer or that the driver will fall from the standing vehicle. This can particularly support inexperienced drivers when cornering. In general, it can therefore apply that the smaller the steering angle or curve radius, the higher the vehicle speed, which also reduces the corresponding lateral accelerations that occur.

The steering angle limiting device can comprise at least one actuator which, for example, determines or blocks the axle arrangement and thus the steering angle once a predetermined steering angle has been reached. Beyond this position, no further increase in the steering angle can take place, even if the driver attempts or specifies this by shifting the center of gravity accordingly. According to one variant, a linear actuator or rotary actuator, in particular an electric linear actuator or rotary actuator, such as an electric cylinder or an electric swivel joint, is provided for this. The actuator can be lockable in different positions, in particular continuously lockable. For example, the actuator at In the absence of a steering angle limitation or until a permissible limit angle is reached, it can be retracted and extended or rotated together with the axle arrangement, in particular without actively applying counter-steering forces. When the maximum steering angle is reached, which can be determined, for example, by sensing an extension path or the amount of rotation of the actuator, the actuator can, however, be blocked, in particular electrically blocked, for example by setting an electronically triggered brake within the actuator.

A rotation actuator can be coupled to the axle assembly via a kinematic linkage, for example via a two-stroke, in which two rods or rods are connected to one another via a ball joint and one with the rotation actuator and one with the axle assembly.

The invention also relates to a method for moving people with a standing vehicle, in particular with a longboard, wherein the standing vehicle is driven by a drive motor, can be steered by a person standing on it by shifting the center of gravity and comprises a plurality of rollers, and the method comprises: determining a Information regarding the posture of the person; and limiting a vehicle acceleration in accordance with the determined body posture information.

The method can include or enable all further features, steps and states in order to achieve all of the operating states, interactions and effects described herein. In particular, all of the above and below statements on arrangement features can also apply to identical method features and be provided in the method. In general, the method can be practicable with any arrangement disclosed herein.

• - einem Stehfahrzeug, insbesondere ein Longboard, wobei das Stehfahrzeug per Schwerpunktverlagerung einer darauf stehenden Person lenkbar ist und eine Mehrzahl von Rollen umfasst;
• - einem Antriebsmotor, der dazu eingerichtet ist, das Stehfahrzeug zum Erzeugen einer Fortbewegung anzutreiben;
• - einer Lenkwinkelbegrenzungseinrichtung, die dazu eingerichtet ist, einen Lenkwinkel des Stehfahrzeugs nach Maßgabe einer Fahrzeuggeschwindigkeit zu begrenzen.

The invention also relates to an arrangement for moving people with:

• a standing vehicle, in particular a longboard, the standing vehicle being steerable by shifting the center of gravity of a person standing on it and comprising a plurality of rollers;
• a drive motor which is set up to drive the standing vehicle to generate locomotion;
• - A steering angle limiting device which is set up to limit a steering angle of the standing vehicle in accordance with a vehicle speed.

In this case, too, all of the above and below statements on the features of arrangements with an acceleration limiting device can also apply to the identical features of this arrangement. This concerns e.g. the versions of the standing vehicle, the drive motor and the steering angle limiting device.

• - Ermitteln einer Fahrzeuggeschwindigkeit; und
• - Begrenzen eines Lenkwinkels des Stehfahrzeugs nach Maßgabe der F ahrzeuggeschwi nd ig keit.

The invention also relates to a method for moving people with a standing vehicle, in particular with a longboard, wherein the standing vehicle is driven by a drive motor, can be steered by shifting the center of gravity of a person standing on it and comprises a plurality of rollers, and the method comprises:

• - determining a vehicle speed; and
• - Limiting a steering angle of the standing vehicle in accordance with the vehicle speed.

This method can be performed with any arrangement comprising a steering angle limiting device of the type described herein.

• 1 zeigt eine Anordnung gemäß einem ersten Ausführungsbeispiel der Erfindung, wobei die Anordnung ein erfindungsgemäßes Verfahren ausführt;
• 2 zeigt ein Ablaufschema des Verfahrens, das mit der Anordnung aus 1 ausgeführt ist;
• 3 zeigt eine Anordnung gemäß einer zweiten Ausführungsform der Erfindung;
• 4 zeigt eine Anordnung gemäß einer dritten Ausführungsform der Erfindung;
• 5 zeigt einen alternativen Aktor zur Lenkwinkelbegrenzung für die Anordnung der 3 und 4; und
• 6 zeigt ein Ablaufschema des mit den Anordnungen der 3 und 4 ausführbar ist.

The invention is explained below with reference to the attached schematic figures. Features that are the same or have the same effect can be provided with the same reference symbols across the figures.

• 1 shows an arrangement according to a first embodiment of the invention, the arrangement executing a method according to the invention;
• 2 FIG. 4 shows a flow chart of the method that is used with the arrangement from FIG 1 is executed;
• 3 shows an arrangement according to a second embodiment of the invention;
• 4th shows an arrangement according to a third embodiment of the invention;
• 5 shows an alternative actuator for limiting the steering angle for the arrangement of 3 and 4th ; and
• 6th shows a flow chart of the with the arrangements of 3 and 4th is executable.

In 1 is an arrangement according to the invention 10 shown according to a first embodiment, which is an arrangement with an acceleration limiting device. This arrangement can further comprise a steering angle limiting device, as will be explained below with reference to 3 to 6th is explained.

The order 10 initially comprises a standing vehicle in the form of a longboard 12 . More precisely, it is a self- powered longboard or e-longboard that is powered by a drive motor 14th (in 1 covered) is driven. The longboard 12 has a board that has a standing area 16 provides on which a person (the driver) 18 stands upright. In the posture shown, the person takes 18th a posture that does not cause steering, ie a neutral posture, so that a straight ahead travel in the direction of travel F. would take place. The longboard 12 has no handlebars or handlebars.

The longboard 12 has two axle arrangements 20th , 22nd with two roles each 21st on. As below using the 3 and 4th Explained again in more detail, these axle arrangements each include the roles 21st connecting rigid axle element 24 on a swivel joint of the axle assemblies, not shown separately 20th , 22nd is held and thus together with the roles 21st is pivotable about a respective axis running parallel to a vertical spatial axis V. This pivoting can be done in a known manner by shifting the person's center of gravity 18th can be achieved, for example, when it is inclined to the left (left curve) or to the right (right curve) in relation to and transversely to the longitudinal axis L. The axle arrangements 20th , 22nd then turn in a known way together, so that their roles 21st are aligned along common curved lines or circumferential lines and the rigid axis elements 24 are aligned parallel to a direction of the curve radius.

The longboard 12 also has the longitudinal axis L, which extends through both axle arrangements 20th , 22nd extends through or connects them. Furthermore, a transverse axis Q is shown, which runs transversely to the longitudinal axis L and with this spans a plane running orthogonally to the vertical spatial axis V. The transverse axis Q runs parallel to the axes of rotation of the rollers 21st (at least while driving straight ahead).

The drive motor 14th (in 1 hidden) is in the case shown on the rear axle assembly 22nd attached and drives them in the direction of travel F. on. However, it is also set up to generate braking forces via recuperation mode.

The person 18th can in the usual way by pushing the longboard off the ground 12 propel for a locomotion. The person 18th but can also use the drive motor 14th activate. This can be done using a handheld remote control 26th conventional design and / or via pressure sensors explained in the general part of the description. The remote control 26th or the pressure sensors form an acceleration requirement specification device. The remote control 26th can record acceleration requests of the user in a conventional manner, for example by actuating a push button or adjusting the rotary knob, and this via a wireless communication link (for example by radio) to a control device of the drive motor 14th transfer.

Several acceleration sensors are also shown 28 by the person 18th are worn or attached to it. But there can also be more or fewer acceleration sensors 28 be provided. The accelerometers 28 form a sensor arrangement of a body posture determining device 32 . In the case shown, it is a bangle and a belt, each with corresponding acceleration sensors 28 include. The signals detected by this sensor arrangement are transmitted by a control device 30th the body posture determination device 32 processed. The control device 30th is in 1 not shown separately and, for example, in a control device of the drive motor 14th integrated or combined with this. Accordingly, it can be on the underside of the longboard 12 be arranged and would then be in 1 covered.

From the accelerometers 28 The measured signals are determined by the control device 30th the body posture determination device 32 processed to provide information regarding the posture of the person 18th to investigate. In particular, information about the (body) center of gravity of the person 18th can be determined or a position of this center of gravity can be roughly estimated.

For the present invention, the center of gravity is above all relative to the longboard 12 and in particular the position of the center of gravity in a coordinate system spanned by the longitudinal and transverse axes L, Q.

In the example shown, this coordinate system is defined in such a way that the longitudinal and transverse axes L, Q intersect at a point, which is preferably centered between the two axis arrangements 20th , 22nd lies, wherein the longitudinal axis L is generally positioned in such a way that when force is introduced at positions along this longitudinal axis L, no tilting moment arises and thus also no steering of the longboard 12 is possible. Instead, the person would have to 18th introduce a force in positions along the transverse axis Q which are spaced apart from the longitudinal axis L. This can be done by correspondingly shifting the center of gravity along the transverse axis Q, the center of gravity in particular being the person's center of gravity 18th concerns.

In the 1 Body posture determination device shown 32 is only exemplary. Others can too Posture detection devices 32 which include other sensor arrangements and are based in particular on other sensor principles. For example, an optical detection of the posture could be made, for which purpose cameras on the longboard 12 can be mounted and, in a manner known per se, optical markers on the person 18th or their clothing can be attached. It is known to use such optical markers to determine a person's posture with computer assistance, for example using so-called human models into which the captured camera data are fed. Furthermore, an image recognition could also simply be carried out, from which the posture can be derived automatically or with the aid of a computer.

In general (ie not restricted to the further details of this exemplary embodiment) the body posture determination device 32 at least be set up to determine the center of gravity along the longitudinal axis L. In particular, it can be determined whether the person 18th leaning straight forward (ie starting from the shown neutral position towards the front axle assembly 20th ). It can also be determined whether the person is 18th bends backwards, i.e. in the direction of the rear axle arrangement 22nd . The terms “front” and “rear” relate to the longitudinal axis L and a view in the direction of travel F. as well as relative to the illustrated starting position or the intersection of the axes L, Q.

The one from the posture detector 32 Determined body posture information (in particular a determined center of gravity) is then transferred to an acceleration limiting device 34 provided. Analogous to the control device 30th the body posture determination device 32 is the acceleration limiting device 34 in 1 not shown, but can be used in any control device of the longboard 12 be integrated and in particular in a control device of the drive motor 14th (in 1 each covered). The acceleration limiting device 34 can in particular be a software component that is executed on such a control device. In principle, it is set up to evaluate the determined body posture information and to limit an achievable vehicle acceleration according to this.

For this purpose it can, for example, use the acceleration specification device 26th Deactivate or change a characteristic curve, so that constant user specifications result in lower recorded or realizable acceleration requests. Additionally or alternatively, the acceleration limiting device 34 a conversion of determined acceleration requests into an acceleration force of the drive motor 14th change and in particular reduce this implementation. For example, the acceleration limiting device 34 generally one from the drive motor 14th Limit the maximum producible locomotion or acceleration force to a value below a theoretical maximum value.

In the example shown, the acceleration limiting device increases 34 such limitations exist when it is recognized that a current posture of the person 18th does not match the driving situation and, in particular, does not match a current acceleration requirement. In other words, the limitation occurs when there is a risk that the person will be exposed to an inappropriate posture 18th when implementing the current driving request and in particular acceleration request from the longboard 12 falls.

In 2 is a possible procedure for this according to an inventive and of the arrangement 10 out 1 outlined procedure.

In step S1 body posture information and, in particular, a center of gravity (at least along the longitudinal axis L) is provided by the body posture determining device 32 determined. In one step S2 this posture is controlled by the acceleration limiter 34 evaluated. If this posture is rated as uncritical for the current driving situation or a currently existing acceleration request (arrow N in 2 ), according to step S3 a maximum possible vehicle acceleration is not limited and the journey is continued or continued at an increased speed according to the current acceleration request. If, on the other hand, the posture is assessed as inappropriate (arrow Y in 2 ), the maximum achievable acceleration in step S4 limited, which can have the result that the currently present acceleration request, provided it is above a corresponding limit value, is not fully converted into a vehicle acceleration.

Variants in which a posture is rated as inappropriate have been mentioned above. For example, this concerns a forward bend with a simultaneous braking request or a backward bend with a simultaneous positive acceleration request in the direction of travel F.

In 3 to 5 are alternative embodiments of arrangements according to the invention 10 shown. All features and properties of the arrangement 10 out 1 can also be provided in these arrangements (ie the steering angle limiting device of the arrangements explained below 10 of the 3 to 5 is also in the order 10 out 1 integrable). But it is also possible to have an arrangement 10 with all properties 1 except for the acceleration limiting device 34 and possibly also the body posture determination device 32 to train and therein a steering angle limiting device of 3 to 5 to integrate.

In 3 to 5 are only individual sections of the arrangement 10 shown that are otherwise similar to the ones from 1 is set up (with the exception of the facility, if applicable 32 and 34 ). More precisely, in 3 and 4th only a single axis arrangement at a time 20th , 22nd shown.

In 3 can be seen in connection with 1 mentioned rigid axle element 24 as well as the two rollers arranged on it 21st . The rigid axle element 24 connects the roles 21st and is with a swivel joint 50 connected to the bottom of the longboard 12 is attached (for orientation of the illustration see the direction arrow F. in 3 and 4th ). An indicated pivoting arrow of the rigid axle element 24 runs around the vertical spatial axis V. 1 . Possibilities to implement a shift in focus of the person 18th in corresponding pivoting of the axle arrangement 20th , 22nd as well as detailed designs of swivel joints suitable for this purpose 50 and rigid axle elements 24 are known from the prior art.

A steering angle limiting device can also be seen 52 one also on the underside of the longboard 12 attached linear actuator 54 includes. It is an electric cylinder with a cylinder rod 56 in 3 can also be seen. The cylinder rod 56 is via an actuator swivel joint 57 with the rigid axle element 24 coupled. The same applies to the attachment of the linear actuator 54 on the longboard 12 (see lower actuator swivel joint 57 on the linear actuator 54 in 3 ). In a non-active position, the linear actuator follows 54 by swiveling as well as extending and retracting the cylinder rod 56 the pivoting of the rigid axle element 24 without limiting the adjustable steering angle and / or significant counter forces against corresponding pivoting of the rigid axle element 24 to create. However, if the steering angle is to be limited, the linear actuator can 54 Counter forces by locking the cylinder rod 56 apply and especially the cylinder rod 56 block completely.

This is done in such a way that from a maximum deflection and thus the associated maximum pivoting, no further pivoting of the rigid axle element 24 is possible. The maximum achievable steering angle is from the blocking of the linear actuator 54 thus limited or can no longer achieve higher values.

It is also possible to generate counterforces, preferably continuously increasing, up to a corresponding blocking point, in order to thus achieve a slow transition to the maximum steering angle. It goes without saying that until the maximum steering angle or the maximum deflection of the handlebar is reached 56 the linear actuator 54 a pivotability of the rigid axle 24 so that steering remains possible until the maximum steering angle is reached.

In 4th is an alternative configuration of an axle assembly 20th , 22nd shown. This can in particular be the driven axle 14th act for the purpose of power transmission from the electric motor 14th different from the front passive axle arrangement 20th can be designed (the latter, however, can according to 3 be trained). In case of 4th are swivel joints 50 on each of the roles 21st provided as well as a general kinematic connection therebetween via several pivotably coupled axle sections 59 . Again, however, is analogous to 3 trained linear actuator 54 provided, with which a steering angle limitation is possible in the same way.

In 5 is, after all, an alternative actor 54 shown, namely a rotation actuator (here in the form of an electrically lockable swivel joint). This can block in certain angular positions and is above the two stroke shown 58 with any axis configuration 3 and 4th connectable. In a non-activated position, the double strike 58 be moved together with the axis kinematics and in particular by the enabled actuator 54 rotate with it. However, this can be done by determining this actuator 54 are prevented for the purpose of limiting the steering angle. The actuator 54 can for example be determined by an integrated electric brake.

The orders 10 of the 3 to 5 preferably limit the steering angle when a speed above a permissible speed is determined. This is to prevent excessive transverse accelerations from occurring, as can occur when driving through tight bends at increased speeds. In other words, the maximum permissible curve radius or steering angle should be adapted to a current speed.

A corresponding method according to the invention is represented by the flow chart in FIG 6th illustrated. In one step S1 a current vehicle speed is determined. In one step S2 it is determined whether this is above a permissible limit value. If this is the case (arrow Y), the steering angle limiting device is activated 52 activates and limits the steering angle to a value appropriate for the vehicle speed. The corresponding value can be selected as a function of the current driving speed and can be set, for example, in such a way that transverse accelerations that occur are below a permissible maximum value. In general, this value can be read out from a table or mathematically when operating the arrangement 10 be determined.

If, on the other hand, it is determined that the driving speed does not reach a critical value (arrow N), according to step S6 the steering angle limiting device 52 not activated, but pivoted together with the axis arrangements 20th , 22nd according to a shift in focus of the person 18th .

List of reference symbols

10

arrangement

12

Longboard

14th

Drive motor

16

Stand area

18th

person

20, 22

Axis arrangement

21st

role

24

Rigid axle element

26th

Remote control / acceleration request specification device

28

Accelerometer

30th

Control device

32

Body posture detection device

34

Acceleration limiting device

50

Swivel joint

52

Steering angle limiting device

54

Linear actuator

56

Cylinder rod

57

Actuator swivel joint

58

Double strike

59

Intercept

F.

Direction of travel

Claims (10)

Arrangement (10) for moving people, with: - a standing vehicle, in particular a longboard, the standing vehicle (12) being steerable by shifting the center of gravity of a person (18) standing on it and comprising a plurality of rollers (21); - A drive motor (14) which is set up to drive the standing vehicle (12) to generate locomotion; - A body posture determining device (32) which is set up to determine information relating to the body posture of the person (18); and - An acceleration limiting device (34) which is set up to limit vehicle acceleration in accordance with the determined body posture information. Arrangement (10) according to Claim 1 , wherein the body posture determining device (32) comprises at least one sensor arrangement for determining the body posture information. Arrangement (10) according to Claim 1 or 2 , wherein the body posture information describes a center of gravity of the person (18) at least indirectly. Arrangement (10) according to one of the preceding claims, wherein the acceleration force is limited at least when there is a center of gravity shifted with respect to a reference position and against a direction of travel (F) with a simultaneous desire for acceleration in the direction of travel (F). Arrangement (10) according to one of the preceding claims, wherein the acceleration force is limited at least when there is a center of gravity shifted in relation to a reference position and in a direction of travel (F) with a simultaneous negative acceleration request opposite to the direction of travel (F). Arrangement (10) according to one of the preceding claims, further comprising an acceleration request specification device (26) by means of which the person (18) can specify an acceleration request. Arrangement (10) according to FIG. 6, wherein the acceleration limiting device (34) is set up to limit the extent to which an acceleration request is converted into vehicle acceleration in order to limit the vehicle acceleration. Arrangement (10) according to one of the preceding claims, further comprising a steering angle limiting device (52) which is set up to limit a steering angle of the standing vehicle (12) in accordance with a vehicle speed. A method for moving people with a standing vehicle (12), in particular with a longboard, the standing vehicle being driven by a drive motor (14), being steerable by shifting the center of gravity of a person (18) standing on it and comprising a plurality of rollers (21), and wherein The method comprises: - determining information relating to the posture of the person (18); and limiting a vehicle acceleration in accordance with the determined body posture information. Arrangement for the movement of people, with: - a standing vehicle, in particular a longboard, the standing vehicle (12) being steerable by shifting the center of gravity of a person (18) standing on it and comprising a plurality of rollers (21); - A drive motor (14) which is set up to drive the standing vehicle (12) to generate locomotion; - A steering angle limiting device (52) which is set up to limit a steering angle of the standing vehicle (12) in accordance with a vehicle speed.

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