EP2475438A1

EP2475438A1 - Motor-driven vehicle

Info

Publication number: EP2475438A1
Application number: EP10770543A
Authority: EP
Inventors: Stéphane Pelletier
Original assignee: Pelletier Stephane
Current assignee: PELLETIER, STEPHANE
Priority date: 2009-09-09
Filing date: 2010-09-09
Publication date: 2012-07-18
Also published as: FR2949689A1; US20120232734A1; WO2011030066A1

Abstract

The invention relates to a motor-driven vehicle (1) including: front and rear wheels (2a, 2b) suitable for enabling the movement thereof through rolling; a structure (3) extending between the front and rear wheels (2a, 2b), said structure (3) being suitable for supporting the feet of a user in a standing position on the vehicle (1); at least one electric motor (4) rotating at least one of said wheels (2a, 2b); and a means (5) for managing the electrical power supply for said at least one electric motor (4). The vehicle (1) comprises first and second bearing areas (6a, 6b) for feet, said second bearing area (6b) having a sensitivity specific thereto, and said power supply management means (5) is suitable for generating an electrical power supply signal (Sm) from said motor (4) that is variable on the basis of the bearing detected in said second bearing area (6b).

Description

TITLE: VEH ICU THE MOTORIZED

The present invention relates, in general

vehicle control by a user.

More particularly, the invention relates to a motorized vehicle comprising:

- front and rear wheels adapted to support the vehicle relative to the ground and to allow its rolling movement (on the ground);

a structure extending between the front and rear wheels, and over a major part of the length of the vehicle, this structure being adapted to support the feet of a user while standing on the vehicle;

at least one electric motor rotating at least one of said wheels;

- Power supply management means of said at least one electric motor.

This type of vehicle is preferably a motorized skateboard using at least one electric motor.

In this context, the present invention aims to provide a vehicle whose ergonomics of control by the user is improved.

To this end, the vehicle of the invention, furthermore conforming to the generic definition given in the preamble defined above, is essentially characterized in that it comprises at least first and second foot support zones of the standing user on the vehicle, said second bearing zone having at least one own sensitivity and said power management means being adapted to generate a power supply signal Sm of said engine that is variable according to the support detected at said second support zones.

Thanks to the invention, the user can vary the power supply signal of the motor by simply pressing on the second sensitive zone which detects a parameter representative of the support, like pressure or force. The motor control signal is then a function of this detection.

For the implementation of the vehicle according to the invention, it can also be done so that said second sensitive bearing area extends over at least 20% of the length of said vehicle, preferably said second sensitive bearing area s' extending over a length of between 30% and 60% of the length of said vehicle.

With such a length, the user can control the vehicle while maintaining the ability to move its supports on the structure, it has greater freedom of movement while maintaining its ability to control the vehicle. For the implementation of the vehicle according to the invention, it can be ensured that each of said first and second bearing zones has at least one own sensitivity and that said power management means are adapted to generate a signal of power supply Sm of said motor that is variable according to the distribution of at least a portion of the weight of the user on said first and second support zones.

With this embodiment the user can vary the motor power supply signal and thus the speed of the vehicle simply by changing the distribution of all or part of its weight at the support zones that are formed on the structure . Such a vehicle is therefore particularly ergonomic and easy to use, the man / machine interface being located mainly at the user's support while standing on the structure. The user does not have a need to hold an order for the vehicle in his hands, his supports on the vehicle being sufficient to control the vehicle finely.

Sensitivity is the ability of a given support zone to detect a support and generate a signal representative of that support.

Thus low sensitivity implies that the measured magnitude value is important to be detected and reported. On the other hand, a high sensitivity implies that for a measured quantity of low intensity we still get a signal representative of this low measured intensity.

For the implementation of the invention, it is also possible to ensure that the second bearing zone has a sensitivity such that it makes it possible to measure a bearing force exerted by the user on all or part of this second support zone.

In this case the distribution of the supports between the first and second zones is carried out using measurements from sensitive means for measuring the supports in the second support zone and using at least one presence signal. on the vehicle which serves in this embodiment of sensitive support measurement means in the first bearing zone, this first bearing zone extending over a major part of the length of the structure.

With this embodiment the user presence detection means on the vehicle serves as a sensitive means of the first sensitive bearing area which allows to limit the number of sensitive means of measurement of support.

For the implementation of the invention, it is also possible to ensure that the motorized vehicle comprises a third foot support zone of the user while standing on the vehicle, this third bearing zone also having a sensitivity the power management means of the motor being adapted to vary said power supply signal of said motor as a function of the distribution of at least a portion of the weight of the user on at least two of said first, second and third support areas.

The use of three support zones for measuring the distribution of the weight of the user between these three areas improves the ergonomics of the vehicle according to the invention because the user can vary the engine power signal spreading its support over the three sensitive areas. The man / machine interface thus comprises a new accessible vehicle control means at the level of the user's support while standing on the structure.

For the implementation of the invention, it is also possible to ensure that the motorized vehicle comprises an intermediate foot support zone of the user located between the second and third zones and having a width at least greater than 5 centimeters. .

With this intermediate support zone the user can put a foot and support the structure between the second and third sensitive areas without bearing on these second and third zones. For this, the intermediate support zone with a width preferably between 5 and 20 centimeters and preferably between 10 and 20 centimeters, which allows to put a foot of an adult user without it being detected by the first and third sensitive areas.

For the implementation of the invention, it is also possible for the motorized vehicle to include means for detecting the presence of a user on the vehicle adapted to generate a user presence detection signal on the vehicle.

The presence of user presence on the vehicle may be useful for authorizing the vehicle to start only if the user is present on the vehicle.

As explained below, these presence detection means may comprise a bending sensor of the vehicle structure, this value of this bending depending on the presence of the user on the vehicle.

For the implementation of the invention, it is also possible to ensure that the engine power management means are adapted, in the event of detection of the presence of the user on the vehicle and in case of non-detection of support. of the user on the second support zone, to generate an emergency deceleration signal of the vehicle such that the engine generates a braking torque of the vehicle until it stops.

This embodiment is advantageous because the user while standing on the vehicle can simply control the braking in vehicle emergency by removing one foot from the second support zone.

In the embodiments of the invention for which the vehicle comprises a said third foot support zone of the user, the engine power management means are adapted, in case of detection of user presence on the vehicle and in case of non-detection of user support on the second and third support zones simultaneously, to generate said emergency deceleration signal of the vehicle.

This particular embodiment is particularly advantageous in the case where the vehicle of the invention comprises said intermediate foot support area of the user located between the second and third zones, because it is then sufficient for the user to position his foot in the intermediate zone being careful not to press in at least one of the second and third zones for the vehicle to brake.

For the implementation of the invention, it can also be ensured that the motor power management means are adapted so that in the absence of detection of the presence of the user on the vehicle by said means presence detection means, the engine power management means generate a deceleration signal for the user's fall such that the engine generates a braking torque of the vehicle until it stops.

This embodiment makes it possible to have a braking function specific to a case of falling of the user. For the implementation of the invention according to the two previous combined embodiments, it is also possible for the emergency deceleration and deceleration signals for the user to fall are adapted so that the total downtime the motor is lower in response to the deceleration signal for the user's fall than it is in response to the emergency deceleration signal. This embodiment makes it possible to maximize the stopping speed of the vehicle in the event of a user's fall, since running the vehicle without the user could constitute a danger, while allowing an emergency stop when the user is still in danger. on the vehicle. Emergency braking with the user on the vehicle is thus performed over a sufficiently large time to reduce the risk of falling of the user during the emergency stop braking. For the implementation of the invention, it is also possible to make sure that the motorized vehicle comprises at least one wheel train auguel belongs to one of said front or rear wheels of the vehicle, said at least one set of wheels being mounted mobile relative to the structure, between the right turning positions of the vehicle and the left turning of the vehicle the mobility of said at least one set of wheels and that the wheel set is adapted to adopt a turning position according to a tilting position of said structure relative to the ground on the road rolled said vehicle. This embodiment is advantageous because it allows the user to choose the direction of movement of the vehicle by tilting of the structure and that thanks to its only support on the board. Thanks to its only support the user manages the direction, and the speed / acceleration of the vehicle.

For the implementation of the invention, it can also be ensured that at least one of the support zones comprises a plague defining a bearing surface of said at least one bearing zone, this plague being arranged on an upper face of the structure and being mobile relative to the structure, the vehicle comprising at least one sensor of at least one physical parameter representative of a force applied to said plague, this sensor being connected to said management means of power supply so as to transmit a signal representative of a force applied to this plague, this sensor of at least one physical parameter being placed between this plague and the structure.

Such a plague allows a detection of support while protecting the sensor from external aggressions that are for example shocks, water projection, falling object. Moreover, such a plate makes it possible to delimit a large detection surface using standard size sensors of the trade.

Preferably the plate of a given support zone is articulated with respect to structure and said sensor of a physical parameter is a force or pressure sensor and forms a stop on which the plate rests. This embodiment is particularly advantageous because it makes it possible to have a force detected at the level of the sensor which will increase inversely proportional to the distance between the sensor and the point of application of force on the plate.

Thus the user can vary the power supply signal transmitted to the motor according to:

- on the one hand the position of the fulcrum on the plate;

- on the other hand, the value of the effort.

The vehicle economy is improved because it is possible to obtain the same power supply signal value at several points of the plate by simply adjusting the pressing force on the plate.

Alternatively to the embodiments of a sensitive bearing zone comprising a plate and a sensor placed between the plate and the structure, it is possible for at least one of the bearing zones to be provided with an applied pressure detector belt. on said belt and adapted to transmit to said feed management means a sign representative of the intensity of the force applied on the support zone and the force application place on this support zone.

Preferably, the first and second bearing zones extend in the same plane, preferably the third bearing zone and preferably the intermediate zone also extending in the same plane. The coplanar aspect of the zones of sensitive or not sensitive supports is avantaqeux because the user can easily make pass its supports of a zone with the other one, without obstacle, more the displacement in a plan makes it possible to preserve balance more easily than if the supports had non-coplanar forms. For the understanding of this preferential mode it is considered that support zones are coplanar if they extend between two parallel planes distant from each other by at most one centimeter.

The invention also relates to a method for controlling a motor vehicle according to any one of the aforementioned embodiments, characterized in that it comprises:

a step of measuring a physical parameter representative of a support intensity on said second support zone; and

a step of generating the power supply signal Sm of said motor which is a function of the measured physical parameter and representative of a support intensity on said second support zone.

For the implementation of the method of the invention, it is also possible to make a step of evaluating the distribution of the support of the user's feet while standing on the first and second foot support zones. of the vehicle at least by said measurement of the physical parameter and to ensure that the step of generating the power supply signal Sm of said engine is performed as a function of the evaluated support distribution, that is to say according to the detected distribution of at least a portion of the weight of the user on said first and second bearing areas.

The evaluation of the user's support distribution, even with a degree of uncertainty inherent in the measurement, is an estimate of the distribution of support sufficient to allow the user to control the vehicle. The control by displacement of the points of support or efforts applied on the support zones is particularly ergonomic.

The accuracy of the support distribution assessment can be improved by using at least first and second sensitive bearing areas.

For the implementation of the method of the invention, one can also make sure to perform a step of measuring a parameter physical representative of a current speed of said vehicle, such as the current rotation speed of the engine, and that the power supply signal of said motor is further calculated according to said physical parameter representative of a current speed of said vehicle so as to the vehicle speed is adjusted to a speed reference value calculated according to said detected user footing distribution.

In this embodiment, the control of the vehicle is carried out in a closed loop and the engine control signal generating means take into account the speed of the vehicle to generate the signal which avoids a decoupling between the control signal and the behavior. real of the vehicle. This embodiment therefore makes it possible to manage the power delivered to the engine by taking into account the setpoint to be respected and the energy requirement necessary to reach this set speed in a given environment of the vehicle (downhill the engine control signal may impose a braking to avoid exceeding the setpoint and in a climb the motor control signal may impose an additional driving force to reach the setpoint).

For the implementation of the method of the invention, it can also be ensured that the method comprises a step of parameterizing said vehicle by determining at least one influential parameter of the inherent sensitivity of at least one of said first and second support zones and the storage of said at least one influential sensitivity parameter and that said power supply signal of said motor is further calculated according to said influential parameter of the previously stored sensitivity.

In this embodiment, the sensitivity of the bearing zones is determined, which is advantageous because the user can thus have a vehicle whose reactions to his orders (position and support force) are adjustable according to his needs. For example an experienced user may want a higher degree of sensitivity allowing greater driving finesse. Conversely a novice user may want a sensitivity reduced so that his piloting errors are not too amplified thus reducing the risk of falling.

Preferably for the implementation of the method of the invention, the step of detecting a physical parameter representative of the distribution of the support of the feet of the user in a standing position is performed taking into account signals from the second and third respective foot support zones of the vehicle and a data representative of the weight of the user of said prerecorded vehicle.

In this embodiment using the signals generated by the second and third bearing zones, knowing the data representing the weight of the user, the support distribution between the first bearing zone and the second bearing zones is determined. and third support areas.

Preferably the method comprises a step of somation of the signals generated by the second and third support zones, then a step of comparing the result of this summation with said pre-recorded data and representative of the weight of the user of said vehicle. This embodiment makes it possible to know the distribution of supports between the first zone of support of null sensitivity or positive (according to the embodiment) and a group of zones of support constituted by the second and third zones of support. Moreover, thanks to this mode, the signals coming from the second and third bearing zones are taken into account with the same level of importance, thus allowing the vehicle to respond equally to equivalent bearings on the second and third bearing zones. This symmetry of behavior allows including use for right-handed and left-handed vehicle.

For the implementation of the method of the invention, it is also possible to ensure that in order to determine said influential parameter of the sensitivity, the weight of the user of said vehicle is evaluated using a vehicle load sensor. and / or using a physical parameter sensor representative of supports on said second and third sensitive bearing zones. Preferably, to evaluate the weight of the user, a measurement is made using the vehicle load sensor and / or with the aid of physical parameter sensors representative of the supports on the said second sensitive bearing zones, the user is absent from the vehicle and a value representative of the unladen load of the vehicle is memorized and another measurement is made using the vehicle load sensor and / or using at least one parameter sensor representing a representative light on said second sensitive bearing area, when the user is present on the vehicle and a value representative of the load of the vehicle in the presence of the user is stored and said influential parameter of the sensitivity is determined according to said values representative of the vehicle load and / or as a function of values representative of a maximum support detected at said second sensitive zone.

For the implementation of the method of the invention, it is also possible to ensure that said load sensor is a bending sensor assembled to the vehicle structure and adapted to measure a bending level of the structure, this bending level varying according to the loading of the vehicle.

An advantage of such a sensor is that it is robust and can be integrated with the surface of the structure without having to weaken this structure to implant the sensor.

Preferably the vehicle of the invention comprises a computer adapted to implement the step of setting the vehicle, the calculator being such that it defines the sensitivity (s) own (s) of the first and / or second and / or or third sensitive bearing zone (s) in such a way that a given eigen sensitivity is lower for a heavy weight user and more important for a lower weight user.

In this case the influencing parameter of the sensitivity is a multiplier coefficient of the signal transmitted by at least one of the first and / or second and / or third sensitive bearing areas. Preferably, the flexural sensor which is assembled to the vehicle structure is also one of the user presence detection means. Other features and advantages of the invention will emerge clearly from the description which is given below, by way of indication and in no way limitative, with reference to the appended drawings, in which:

Figure 1 shows a perspective view of the vehicle according to the invention which is in this case an electric skateboard;

Fig. 2 shows a cross-sectional view Ά-Ά of the vehicle of the invention of Figure 1 showing a front wheel motor and a rear wheel train;

FIG. 3 is a schematic view of the vehicle of the invention showing the first, second and third sensitive bearing zones 6a, 6b, 6c and an intermediate bearing zone 6d located between the first and third sensitive zones. (The first support zone which extends over a major part of the vehicle lonquer is indirectly sensitive via the user presence detection means on the vehicle J);

FIG. 4 is a table showing the various states of the vehicle of the invention (the line "Sm" indicates the engine power supply signal), as a function of:

signals transmitted by the user presence detection means on the vehicle and conferring a sensitivity to the first sensitive bearing zone 6a;

signals S1 and S2 coming respectively from the second and third sensitive areas 6b, 6c, these signals S1, S2 respectively representing forces applied to these second and third respective zones;

5a which shows the three coils of the three-phase motor of the vehicle according to the invention as well as the voltages R, G, B measured at the respective terminals of these coils and a supply cycle of these motor coils in time, the cycle being in 6 stages each extending over a sixth of a motor revolution; FIG. 5b shows the supply cycle of the motor coils on a motor revolution (ie during the six phases of FIG. 5a), this FIG. 5b having three voltage curves R, G, B respectively corresponding to the supply voltages of the three respective coils, these three curves represent components of the motor supply signal.

As seen in FIG. 1, the invention relates to an electrically powered vehicle comprising:

a front wheel 2a and a motor 4 integrated in the wheel and forming a wheel motor;

a rear wheel train 7 having two rear wheels 2b (also visible in Figure 2).

A structure which is in this case an elongate board which extends over the entire length of the vehicle and serves as a foot support surface of the user. The rear wheel train 7 is fixed to the rear of the structure 3 while the wheel motor is fixed to the front via a casing duguel part of the front wheel.

The front wheel 2a has an oval profile (visible in the figure

2) in a sectional plane comprising its axis of wheel rotation so as to allow pivoting of the structure about its longitudinal axis while maintaining a substantially constant contact surface with the ground.

The rear wheel 7 is such that it allows the structure 3 to be inclined relative to the ground along the same longitudinal axis and gu'il orients the wheels relative to this longitudinal axis depending on the angle of tilting of the structure 3 relative to the ground, thus changing the rolling direction of the vehicle on the ground.

The vehicle comprises electrial power management means of the motor 5 comprising electrically powered accumulators or electrical energy generating means such as a fuel cell.

Preferably the power management means 5 are placed in the housing to be protected. The wheels are oriented so as to roll on the ground while maintaining an upper face 9 of the structure facing upwards.

A portion of this upper face constitutes a first foot support zone 6a of the user's feet and has a sensitivity of its own conferred by a user presence detection means J on the vehicle. This first zone 6a extends over a whole rear portion of the upper face 9 and constitutes a major part of this upper face.

A second sensitive bearing area 6b is constituted by a first plate 8a extending on a left front part of the upper face 9.

A third sensitive bearing area 6c is constituted by a second plate 8b extending on a front right portion of the upper face 9. The plates 8a and 8b are coplanar and parallel to the major part of the upper face surface 9.

Each plate 8a, 8b is preferably covered by an adherent layer reducing the risk of sliding of the user. Such a layer is necessary because a plate is preferably made of a relatively rigid material such as a metal such as aluminum, this type of material being slippery.

An intermediate support zone 6d extends between the second and third bearing zones 6b and 6c to allow placement of a foot without being in contact with the zones 6b, 6c. This intermediate zone may consist of a longitudinal portion of the first bearing zone, as can be seen in FIG.

Each of the plates 8a, 8b is assembled to the upper face 9 of the structure so as to be movable relative to this face as a function of the supports applied to each of the plates 8a, 8b. In this case each assembly is made so that the displacement of a plate relative to the upper face 9 is less than 1 centimeter. Such a plate assembly is made by a rubber layer which is fixedly connected to the structure 3 at a portion of at least the intermediate support zone 6d. Outside the intermediate support zone 6d, this rubber layer remains mobile with respect to the structure 3. The plates 8a and 8b are respectively connected to portions of the rubber layer respectively on the sides of the intermediate support zone 6d. A first sensor 10a of at least one physical parameter representative of forces applied to the plate 8a is placed between the plate 8a and the structure 3 and preferentially passes through an opening made through the rubber layer. A second sensor 10b of at least one physical parameter representative of forces applied to the plate 8b is placed between the plate 8b and the structure 3 and preferentially passes through an opening made through the rubber layer.

In this way each sensor can capture / measure a user support on a corresponding plate and forming one of the second or third bearing areas without being disturbed by supports made in other bearing areas.

Each of the sensors 10a, 10b is preferably a pressure sensor.

As indicated above, the vehicle also comprises a sensor J also called user presence detection means, or vehicle load sensor. This sensor J is preferably made using a bending sensor of the structure 3 because it allows to detect via the bending of the structure 3 the presence of a user on the latter. This flexion varies according to the weight of the user and its support zones. For this purpose during the setting up of the vehicle, the user will position his feet in the first support area 6a, facing a transverse axis of the vehicle passing through the sensor J.

Each of these sensors 10a, 10b, J is connected to the power management means 5 by a clean conductor passing through the structure 3 via at least one perforation, each at least one perforation opening into the housing which receives the motor wheel . This positioning of the at least one perforation makes it possible to protect the connection between the sensors and the power management means 5 in such a way that this connection is not accessible from outside the vehicle. Preferably, Sensor conductors pass into one and the same perforation, which reduces the risk of mechanical weakening of the structure related to perforation.

Preferably each sensor 10a or 10b is placed in a front peripheral zone of the corresponding plate in such a way that for constant user support applied to a given plate the pressure detected by the sensor corresponding to this plate increases with proximity. between the fulcrum and the sensor. The plate thus serves as a lever for amplifying the force applied to the sensor, the preponderance of a control of the user depends on its point of application on the plate. Preferably, it is arranged to program the power management means 5 so that the force detected by the sensor 10a or 10b is high (and therefore this support is important and / or applied to the front of the plate and therefore the vehicle) and the target speed desired by the user is important, on a target speed scale from 0 to vmax which is the highest target speed allowed (this point will be explained in detail later).

As shown in FIG. 3, the forces applied to the first zone 6a are indirectly detected via the structure flexural sensor J which further generates a user presence signal Sp on the board.

The sensor 10a which detects supports made in the second bearing zone 6b generates a signal SI representative of the forces in this second zone 6b.

The sensor 10b which detects supports made in the third support zone 6c generates a signal S2 representative of the forces in this second zone 6b.

The signals Sp, S1 and S2 are transmitted to the power management means 5 which has a function of summing the signals S1 and S2 such that it takes into account the sum of these signals to generate the power supply signal of the motor Sm .

The table in Figure 4 has 8 columns each giving the mode of operation of the vehicle according to the types of signals

Sp, SI, S2 transmitted by the respective sensors J, 10a, 10b.

By convention : on line Sp "1" means that there is detection of user presence on the vehicle and "0" means that there is no presence detection;

on the line SI "1" means that there is detection of support on the second sensitive support zone 6b and "0" means that there is no detection of support on this zone;

on the line S2 "1" means that there is detection of support on the third sensitive support zone 6c and "0" means that there is no detection of support on this zone;

on the line Sm "1" means that there is generation of an electrial power supply signal of the motor, this signal possibly being an acceleration or possibly a deceleration signal according to the speed of the vehicle relative to the target target speed; the notation "0" means that no signal is transmitted to the motor; the notation "Sm decel chute" implies that the signal transmitted to the motor is a deceleration signal in the event of a fall leading to a deceleration curve whose maximum braking (maximum deceleration) is programmed; finally, the notation "Sm decel Urg" implicates that the signal transmitted to the motor is a deceleration signal ordered by user support uniquely in the first sensitive area and by absence of support in the second and third sensitive areas, the signal transmitted to the engine is then a deceleration signal in case of emergency leading to a deceleration curve whose maximum braking in an emergency (maximum deceleration in case of emergency) is programmed.

In summary, in all cases in which a presence signal Sp and at least one of the support signals S1 or S2 are detected, a motor control signal Sm g1 is set according to the target speed v target determined by somation. of SI and S2 and with the aid of a sensitivity coefficient K pressure of the sensors 10a, 10b which is predetermined and recorded, the motor control Cde M is then at "1".

In the case where a presence signal Sp (Sp = 1) is detected and no support is detected on the zones 6b and 6c, that is to say in the absence of both support signals SI and S2, either the "Sm decel Urg" signal is generated if the motor is rotating or storing the signal Sp and determining and storing the sensitivity coefficient K pressure as a function of the maximum value of S1 and / or S2 measured (s) to determine the maximum bearing pressure level considered by the user to be a maximum acceleration control. Preferably, said generation of the sensitivity coefficient K pressure is allowed uniquely if the vehicle is previously in "Prog" programming mode.

The passage of the vehicle in programming mode is carried out if the engine is not running and if the presence signal Sp is at "0" while the signals SI and S2 are at "1". The motor control is then deactivated "Cde M = 0" for a given duration allowing the user to mount on the vehicle to be detected by the sensor J that generates a signal Sp representative of the weight of the user on the vehicle. Said sensitivity coefficient

K pressure is then calculated according to the maximum values of SI and / or S2 and stored. This step constitutes a configuration of the vehicle prior to its use. In the case where no presence signal Sp (Sp = 0) is detected and no support is detected on zones 6b and 6c, that is, in the case of absence of the two support signals S1 and S2 ("S1 = 0 and S2 = 0), or a" Sm decel Urg "signal is generated if the motor is rotating, or a timer is started which leads to the power off of the vehicle if no signal Sp, SI, S2 where motor rotation is detected before the end of the time delay.

In a particular embodiment of the invention, it is possible to obtain a sensitive bearing zone by using at least one pressure detector belt applied to said belt and adapted to transmit to said power management means a signal representative of the intensity the effort applied to that area of support; and

the place of application of effort on this area of support. In a particular embodiment, a single detector belt is used arranged on the upper face of the structure, the vehicle comprising means for varying the motor control signal as a function of said signal representative of the intensity of the force applied on this zone. of support and the place of application of effort on this support zone. In this embodiment, the electrial power management means of said at least one electric motor are adapted to identify the bearing zones on which the supports are detected among first and / or second and / or third bearing zones. sensitive of said carpet.

The engine chosen for the implementation of the vehicle is brushless type, that is to say without coals and comprises three coils having a common terminal. As shown in FIGS. 5a and 5b for a motor revolution, each coil is fed for a third of a turn with a feed start offset between two one-sixth-turn coils.

It is found that each coil is unpowered about 2/3 turn and remains unpowered on 1/3 turn. For reasons of cost and reliability, the non-powered coil is used as the rotational speed detector of the motor and therefore as a means 11 for measuring a physical parameter representative of the current speed TPM.

The rotor of the motor consists of a permanent magnet, and the stator comprises several coils (in this case three) geometrically evenly distributed around the engine. To obtain a rotating magnetic field, it is then necessary to feed these windings successively. The rotational speed and the torque supplied then depends on the phasing in the switching time of the power supplies of these coils, this phasing being determined by the supply signal Sm. The measuring means 11 of the current speed TPM MIN makes it possible to ensure the proper functioning of the engine because it makes it possible to determine a position of the axis of the motor and thus one can keep the magnetic field synchronous with the position of the rotor.

The algorithm for generating the feed signal of the motor Sm uses this winding as a sensor 11 and the rotational position of the motor shaft is determined by measuring the counter-electromotive force voltage across the winding wand. he is not powered.

By this method, it is possible to dispense with the position sensor on the output shaft dedicated to this single function.

However, due to persistence phenomena and excessive measurement time, this type of sensorless control of the motor is reliable over a limited rotational speed range.

This interval is comprised between a minimum rotation speed and a maximum speed which is never reached because the feed signal Sm is provided to maintain the rotational speed of the engine under this maximum speed.

Satisfactory operation at low speed is obtained by generating a motor supply signal whose speed of frequency variations is made progressive by limiting this rate of frequency variation at least until the motor reaches said speed. minimum rotation. Preferably, the motor power management means 5 comprise an engine control card and a battery supervision card.

Powering up the motor control board is performed by the battery supervision board by pressing the user either on a specific pushbutton or by simultaneously pressing on the second and third support zones when the motor control is off. The motor control card then generates a control signal for the battery card imposing a maintenance of the voltage even if the push button is released or simultaneous presses on the second and third zones. The engine control card then emits a sound short signaling power up and waits for the release of the support or supports.

In the event of pressure on a sensor at start-up, this short sound is prolonged until the problem is corrected. The wheel is then free and no motor supply signal is transmitted.

The power off is automatically generated by the motor control board by interrupting the power supply signal preceded by the emission of two short sounds.

The power off is initiated:

• when detecting pressing the push button for a duration greater than a T BPOFF value (3 seconds) and the condition of non-presence of the user on the board at the end of the time delay; or

· When the user is not detected on the board for longer than a T AUTOOFF value (20 seconds).

A Initialization

When powered on, the motor control board performs the following functional programming procedure:

• Reading of the binary value of the strain gauge J, corresponding by definition to the average level of non-presence of the user (zero rated value).

For this several successive measurements are made quickly and averaged.

• Positioning of the setpoint speed v setpoint to 0

• Positioning the sensitivity of pressure sensors to the last value stored in non-volatile memory

(or default to the factory setting).

B Presence detection of a user on the board (the vehicle is preferably a skateboard) The presence detection of a user on the board is performed by reading the binary value of the strain gauge J, via the following condition:

• detection of a person on the board if:

(gauge - zero gauge> V GAUGE) where V GAUGE is a predetermined value.

If this rating is not verified it is considered that there is non-detection of a person on the board.

C Program Mode "PROG"

After powering up the motor control board, it is possible for a maximum time of value T MAXPROG (typically 20s), to enter the programming mode via the following two simultaneous conditions:

• Non-detection of a person on the board and

• Value read on the pressure sensors 10a, 10b greater than a value V PROG PMIN, which implies that a manual pressure is exerted by the user.

When entering this mode "Prog", a sound signal (three short sounds) is generated. The user must then climb on the board. If no climb on the board is detected after a time T PROG MAX then the programming mode is abandoned (emission of a long sound).

If a climb on the board is detected via the signal Sp generated by the gauge J then the engine control board must perform a series of measurements on the pressure sensors 10a, 10b for a value time T PROG DURATION. At the end of this period of time, an average of the measurements of greater amplitude is performed, and is considered to be the new reference for the maximum speed control v max pressure and is stored in non-volatile memory. The programming mode is then guitté (emission of four short sounds).

D Target speed The target speed v target is set by the sum v pressure values read on the two pressure sensors 10a, 10b located at the front of the board, and proportionally to the maximum value v max pressure defined by the programming step. A minimum threshold V PMIN signals SI and S2 provides a zero value when the pressure is low or zero. If a user is not detected, the target value is set to zero (automatic shutdown of the board in the event of a fall):

- if non-detection of a user, that is to say if Sp = 0, then one fixes v_cible = 0 and Sm = decélération_maxi = DECEL_CHUTE.

- if not if detection of a user, that is to say if Sp = 1 and if (100 x v pressure / v pressure max <V PMIN) then one fixes v target = 0 and Sm = deceleration_max = DECEL_URGENCE

finally, if a user is detected with Sp = 1 then we calculate v target = 100 xv pressure / v max pressure, taking care to limit v target so that the value of the acceleration associated with the variation in the time of v target is less than a predetermined maximum deceleration value = DECEL STD and less than a predetermined maximum acceleration value = ACCEL STD.

E Speed setpoint

Taking into account the target speed v target and the maximum and prerecorded accelerations and decelerations (these values guaranteeing a synchronization hold between the signal Sm and the rotor of the engine, in particular at low speed) maximum acceleration and maximum deceleration, the engine control board changes the speed setpoint v set over time in order to converge to the target speed without subjecting the user too much acceleration. The motor control signal is determined according to the target speed thus calculated in order to reach the motor speed v setpoint.

For this, at each time interval, the current speed instruction is compared to the target speed, and increased or reduced as appropriate: if (v setpoint> v target) then v setpoint = min (v target, v setpoint + max acceleration x dt) where min indicates that we choose the lowest value between the two values (v target) and (v setpoint + max acceleration x dt)

if (v target <v target) then v setpoint = max (v target, v setpoint - maximum deceleration x dt) where max indicates that the largest value between the two values (v target) and (v setpoint) is chosen - maximum deceleration x dt). The difference between v setpoint and v target is preferably limited by limitation of v target.

F Start phase

As previously noted, to ensure the start of the engine load, the system has an "open loop" mode whose purpose is to apply switching phases of the RGB phases of Sm in a pre-established manner. The objective is then to bring the motor rotor to a speed RPM MIN (in revolutions per minute) sufficiently high so that the signals related to the counter-electromotive force are measurable. This speed reached, we then order a transition to "slave" mode. A controller belonging to the power management means then provides regulation to a specified target speed v setpoint.

G Slowing phase

During a slowdown phase, the speed setpoint decreases progressively until closed loop operation is no longer possible, the threshold also being of a speed TPM MIN (engine speed in revolutions per minute). We then go into "braking" mode. The motor windings are then short-circuited according to a cyclic ratio defining the braking intensity. H Engine management

In normal operation, an engine control software executed by the engine control board controls in real time the various windings / coils of the engine so as to converge the speed of the TPM motor to a speed v setpoint. The overall principle is based on a determination of the counter-electromotive force associated with a real speed control loop.

I Supervision of battery voltage

The battery voltage (Vbus) is measured periodically by the battery supervision board. There are two voltage thresholds triggering two different actions. If the battery voltage falls below a value V SEUILBAT1 (in this case 18V) then a sound signal (very short sound) is generated every 10 seconds to alert the user.

The second threshold, V SEUILBAT2 (in this case 14V) is intended to save the battery by avoiding a state of deep discharge. The system generates a very long sound, then stops (slow down and stop phase) identifying an emergency braking mode, then cuts off power to the board.

Claims

1) Motorized vehicle (1) comprising:

- Front and rear wheels (2a, 2b) adapted to support the vehicle (1) relative to the ground and allow its rolling movement;

a structure (3) extending between the front and rear wheels (2a, 2b) and over a major part of the length of the vehicle, this structure (3) being adapted to support the feet of a user in a standing position on the vehicle (1);

at least one electric motor (4) rotating at least one of said wheels (2a, 2b);

- Electricity supply management means (5) of said at least one electric motor (4), characterized in that the vehicle (1) comprises at least first and second bearing zones (6a, 6b) of feet of the user standing upright on the vehicle, said second support zone (6b) having at least one inherent sensitivity and in that said power management means (5) are adapted to generate an electrified power supply signal ( Sm) of said motor (4) which is variable as a function of the support detected at said second bearing areas (6b).

2) Vehicle according to claim 1, characterized in that said second sensitive bearing zone extends over at least 20% of the length of said vehicle, preferably said second sensitive bearing zone (6b) extends over a length between 30% and 60% of the length of said vehicle.

Motorized vehicle according to at least one of the preceding claims, characterized in that each of said first and second support zones (6a, 6b) has at least one sensitivity of its own and in that said power management means ( 5) are adapted to generate an electric supply signal (Sm) of said motor (4) which is variable as a function of the distribution of at least a portion of the weight of the user on said first and second bearing zones ( 6a, 6b). Motorized vehicle according to at least one of the preceding claims, characterized in that the second bearing zone (6b) has a sensitivity such that it makes it possible to measure a bearing force exerted by the user on all or part of this second support zone (6b).

5) A motor vehicle according to at least one of the preceding claims, characterized in that it comprises a third foot support zone (6c) of the user while standing on the vehicle (2), this third zone d support (6c) having a sensitivity of its own, the power supply management means of the motor (5) being adapted to vary said power supply signal (S) of said motor as a function of the distribution of at least a part the weight of the user on at least two of said first, second and third bearing areas (6a, 6b, 6c).

6) A motor vehicle according to claim 5, characterized in that it comprises an intermediate foot support area (6d) of the user located between the second and third zones (6b, 6c) and having a width at least greater than at 5 centimeters.

7) A motor vehicle according to at least one of the preceding claims, characterized in that it comprises user presence detection means (J) on the vehicle (1) adapted to generate a presence detection signal (Sp). ) of the user on the vehicle. 8) motor vehicle according to the preceding claim, characterized in that the power management means (5) of the motor (4) are adapted, in case of detection of presence (Sp) of the user on the vehicle and in case of non detection user support on the second support zone (6b), to generate an emergency deceleration signal of the vehicle (Sm decel urgency) such that the engine (4) generates a braking torque of the vehicle at less until it stops. 9) Motor vehicle according to at least one of the preceding claims combined with claim 7, characterized in that the power management means (5) of the engine are adapted so that in case of absence of detection of presence of the user on the vehicle by said presence detection means (J), the engine power management means (5) generate a deceleration signal for the user's fall (Sm decel chute) such that the engine generates a braking torque of the vehicle (1) at least until it stops.

Vehicle according to claims 8 and 9, characterized in that the emergency deceleration and deceleration signals for the user (Sm decel urgency, Sm decel chute) are adapted so that the complete stopping time of the engine (4) is lower in response to the deceleration signal for the fall of the user (Sm decel chute) than it is in response to the emergency deceleration signal (Sm decel urgency).

11) A motor vehicle according to at least one of the preceding claims, characterized in that it comprises at least one set of wheels (7) to which one of said front or rear wheels of the vehicle (2a, 2b) belongs, said at least one wheel set (7) being movably mounted with respect to the structure (3), between the right turning positions of the vehicle and the left turning of the vehicle the mobility of the at least one set of wheels (7) and that the wheel train (7) is adapted to adopt a turning position according to a tilting position of said structure (3) relative to the ground on which said vehicle (1) rolls.

Motorized vehicle according to at least one of the preceding claims, characterized in that at least one of the bearing zones having an inherent sensitivity (6a, 6b, 6c) comprises a plate (8a, 8b) defining a surface for supporting said at least one bearing zone (6a, 6b, 6c), this plate (8a, 8b) being disposed on an upper face of the structure (9) and being movable relative to the structure (3) , the vehicle comprising at least one sensor of at least minus a physical parameter (10a, 10b) representative of a force applied on said plate (8a, 8b), this sensor (10a, 10b) being connected to said power management means (5) so as to transmit to them a signal (SI, S2) representative of a force applied on this plate (8a, 8b), this sensor of at least one physical parameter (10a, 10b) being placed between this plate (8a, 8b) and the structure (3) .

13) A method of controlling a motor vehicle according to any one of the preceding claims, characterized in that it comprises:

- A step of generating the power supply signal (Sm) of said motor (4) which is a function of the physical parameter measured and representative of a bearing intensity on said second support zone (6b).