GB2553304A

GB2553304A - Transportation device

Info

Publication number: GB2553304A
Application number: GB1614673.0A
Authority: GB
Inventors: Artemev Timur
Original assignee: Individual
Current assignee: TIMUR ARTEMEV
Priority date: 2016-08-30
Filing date: 2016-08-30
Publication date: 2018-03-07
Also published as: GB201614673D0

Abstract

A transportation device 400, which may be drivable autonomously, has a chassis 410, a ground-contacting member 420, such as a wheel, and a user support 430, preferably comprising a substantially opaque pod (731, Figure 7). The orientation 499 of user support 430 may be controlled 430, using an orientation control system which may control an actuator 440, based on fictitious forces perceived by the user including a linear acceleration and preferably also a centrifugal force; the system may ensure equilibrioception of a user 460. Orientation 499 may also be controlled based on terrain detected in a vicinity of device 400. A joint, which may allow simultaneous movement in at least two planes, may connect user support 430 to chassis 410, may take some of the weight of the user support, and may comprise a damper or a shock absorber 450. Device 400 may have a width of less than 900 mm.

Description

(54) Title of the Invention: Transportation device

Abstract Title: Transportation device with user support having orientation control (57) A transportation device 400, which may be drivable autonomously, has a chassis 410, a ground-contacting member 420, such as a wheel, and a user support 430, preferably comprising a substantially opaque pod (731, Figure 7). The orientation 499 of user support 430 may be controlled 430, using an orientation control system which may control an actuator 440, based on fictitious forces perceived by the user including a linear acceleration and preferably also a centrifugal force; the system may ensure equilibrioception of a user 460. Orientation 499 may also be controlled based on terrain detected in a vicinity of device 400. A joint, which may allow simultaneous movement in at least two planes, may connect user support 430 to chassis 410, may take some of the weight of the user support, and may comprise a damper or a shock absorber 450. Device 400 may have a width of less than 900 mm.

FIG. 4

1/8

FIG. 1

FIG. 2

2/8

FIG. 3

3/8

FIG. 4

FIG. 5

4/8

6511

FIG. 6

700

5/8

760 731

720

FIG. 7

6/8

800

FIG. 8

902b

FIG. 9

8/8

940

FIG. 10

TRANSPORTATION DEVICE

FIELD OF INVENTION

The invention relates to the field of transportation devices, and in particular to transportation devices having a controllable user support.

BACKGROUND TO THE INVENTION

In conventional transportation devices, such as cars or other automotive vehicles, a user is supported by a seat. It is known for the angle of this seat to be adjustable in response to a user input. This may allow the user to adjust or control the orientation of their seat so as to arrange themselves in a comfortable or ergonomic position.

In some transportation devices, control of the angle of the seat is performed automatically. By way of example, the transportation device may automatically control the orientation or position of the seat according to a predetermined algorithm and based on measured or input characteristics of the user. In some known examples, the orientation or position of the seat is controlled according to a user’s height and/or weight, which may be measured using a camera and pressure sensors.

SUMMARY OF THE INVENTION

The invention is defined by the claims.

There is proposed a concept of a transportation device comprising: a chassis; at least one ground contacting member coupled to the chassis; a user support adapted to support a user; an orientation arrangement adapted to adjust the orientation of the user support with respect to the chassis; and an orientation control system adapted to control the orientation arrangement so as to control the orientation of the user support based on a change in a first fictitious force perceived by the user, the first fictitious force corresponding to a linear acceleration of the transportation device.

In other words, there may be provided a transportation device in which the orientation of a user is controlled so as to at least partially compensate, offset, neutralise, amplify or compliment a perceived force due to an acceleration or deceleration of the transportation device. The orientation of the user is controlled by an orientation control system through an orientation arrangement. In this way a user’s perception of the forces being applied to them may be changed.

Put another way, in embodiments, a forward/backward facing user of the transportation device may be tilted (i.e. by the orientation control system) in a fore and aft direction so as to at least partially compensate for or offset an acceleration (or deceleration) of the transportation device.

By controlling the orientation of the user, the user’s perception or awareness of at least one perceived, fictitious or inertial force, associated with a linear acceleration, may be partially or wholly mitigated or attenuated, or may even be amplified/increased.

In some embodiments, the orientation control system is further adapted to control the orientation of the user support to at least partially compensate for a change in at least a second fictitious force perceived by the user, the second fictitious force corresponding to centripetal force of the transportation device.

Put another way, the orientation control system may be adapted to at least partially compensate for an inertia force associated with a centripetal force of the transportation device (also colloquially known as the centrifugal force).

Put another way, a forward/rearward facing user of the transportation device may be tilted from side-to-side to at least partially compensate for or offset a turning of the transportation device.

Preferably the at least one ground contacting members comprises at least three, and preferably four, ground contacting members.

The orientation control system may be adapted to control the orientation of the user support so as to orient the user in the direction of the net perceived force of the user.

In other words, the orientation control system may align the user in the direction of the net perceived force, which may be otherwise labelled as the user’s apparent weight. The net perceived force is representative of all forces which are perceived by the user (i.e. felt by the user). This includes a gravitational force felt by a user as well as any fictitious forces, previously detailed, which may be felt by the user.

Alignment of the user in the direction of the net perceived force provides the advantage of further minimizing the user’s awareness of fictitious forces as well as reducing a user’s need to manage forces applied by the transportation device. This may reduce a user’s perception of travelling.

Preferably, the orientation arrangement is adapted to always or constantly maintain the user support in the direction of the net perceived force (i.e. even when no user is present in the user support). This means that a cheap orientation arrangement may be used, as only a minimal level of control or force needs to be applied to user support in order to maintain the orientation of the user support (rather than, say, restoring the user support in the desired orientation from an arbitrary position). As there are only minimal forces, less energy may be used. Such an embodiment may thereby be eco-friendly, use less power resources and reduce a cost of the orientation arrangement.

The orientation arrangement may be adapted to controllably adjust at least a pitch and roll of the user support with respect to the chassis.

Put another way, the user support may be tiltable or pivotable in a fore-and-aft direction of the transportation device as well as a side-to-side direction of the transportation device. In some embodiments, the yaw of the user support need not be adjustable.

It has been recognised that fictitious forces perceived by the user are typically associated with an acceleration, deceleration or turning of the transportation device or, conceivably, due to uneven terrain (e.g. an uneven surface over which the transportation device is traversing). Control of the pitch and roll of the user support allows for the user’s perception of these forces to be mitigated or attenuated, and in some embodiments, enhanced or improved.

In some embodiments, the orientation arrangement comprises at least one actuator coupled between the user support and the chassis.

In other words, the orientation arrangement may comprise at least one mechanism for controlling the tilt or lean of the user support, so as to allow control over the orientation of the user (supported by the user support). This allows for control of the user support to be facilitated with a high level of accuracy with respect to the chassis.

The transportation device preferably further comprises a joint adapted to couple the user support to the chassis, the joint being adapted to receive at least a portion of the weight of/from the user support.

In other words, a weight of the user and/or user support may be wholly or partially received by a joint. The joint is adapted to couple the user support to the chassis. In this way, the orientation control arrangement receives less of the weight of the user. Such an embodiment thereby allows the orientation control arrangement to be lighter and/or less powerful (and thereby cheaper) whilst still being able to perform tasks. Supporting the weight of the user support (i.e. the force due to gravity) on the joint reduces a load on the orientation control arrangement.

The joint may be adapted to dampen or attenuate a movement of the user support with respect to the chassis.

In other words, the transportation device may be adapted to dampen, attenuate or mitigate a shock applied to the user support. This advantageously reduces a movement perceived by the user, thereby further reducing the user’s perception of travelling.

Even more preferably, the joint may comprise a shock absorption arrangement adapted to couple the user support to the chassis and at least partially absorb a shock applied to the user support.

In other words, the transportation device may be adapted to dampen or attenuate a shock applied to the user support. This provides an increased level of comfort to a user, and reduces their perception of travelling. Such a shock absorber may reduce energy losses (e.g. caused in the orientation control system otherwise mitigating the shock by controlling the orientation of the user support).

Positioning such a shock absorption arrangement between the user support and the chassis allows for an improved absorption of shock (as the shock will be absorbed more proximately to the user).

The shock absorber is preferably positioned below the centre of gravity of the user support. This allows the shock absorber to be wholly or mostly responsible for receiving the weight of the user support.

The user support and/or joint may be adjustable to as to arrange the centre of gravity of the user support to be positioned (approximately) over the joint. In other words, the position of the user support may be altered with respect to the joint (e.g. and the chassis) and/or the position of the joint may be altered with respect to the user support (e.g. and the chassis).

The joint may be adapted to allow simultaneous movement in at least two planes. By way of example, the joint may comprise a ball joint or a pair of perpendicularly arranged hinges. This would advantageously allow the user support to be readily and simply tilted in more than one plane (i.e. in more than one direction).

In at least one other or further embodiment, the shock absorption arrangement comprises a spring element for absorbing a shock applied to the user support. Alternative dampening elements may be used (rather than a spring element) such as a pneumatic dampening element.

The user support may comprise a pod adapted to wholly enclose at least one user of the transportation device.

Provision of a pod that encloses the user (wherein the orientation of the pod is controlled by the orientation control system) may reduce a user’s perception of their tiling or rotating, thereby advantageously reducing a user’s perception of travelling in the transportation device.

The pod may be further adapted to be removable from the transportation device. This provides the advantage of a replaceable pod, such that a user may have a customised or bespoke pod (i.e. a personalized travelling environment) which is positionable on different transportation device. For example, this would allow a user to upgrade (e.g. to a faster or more efficient transportation device) or change (e.g. for repair) their transportation device without needing to replace their travelling environment. In another example, such a pod would allow a user to hire their transportation device (excluding the pod), and maintain a personalised travelling environment.

Optionally, the pod is substantially opaque. This may provide an increased safety to a user as, for example, more sturdy or safe material (e.g. aluminium) may be used opposed to glass. Such an opaque pod may be lighter than one with windows (e.g. glass windows). It is also noted that an opaque pod would reduce the user’s perception of their tilting or rotating (as they would not be able to see such tilting or rotating).

In at least one embodiment, the transportation device has a width no greater than 900mm. This provides the advantage that the transportation device is narrower than a conventional car or transportation device, allowing for improved ease and agility in transportation. Preferably, the width of the transportation device is substantially similar to the width of a single person (e.g. no more than around 700mm).

The transportation device may comprise a terrain detecting unit adapted to detect a terrain in the vicinity of the transportation device, wherein the orientation control system is adapted to control the orientation of the user support based on the detected terrain.

Determining how to control the orientation of the user support based on the detected terrain may allow the transportation device to anticipate when a fictitious force is to act upon a user. This would improve the chances that user support would be tilted or controlled in the correct direction (and thereby improve a likelihood that the perceived force would be correctly adjusted).

Optionally, the transportation device comprises a path prediction unit adapted to predict a path of the transportation device, wherein the orientation control system is adapted to control the orientation of the user support based on the predicted path.

By way of example, the transportation device may be adapted to determine when a curve is upcoming in the road. Based on the determined curve, the transportation device may determine to tilt the user from side-to-side to react to an anticipated change in fictitious force.

Each ground contacting member preferably comprises a wheel. Alternatively, a ground contacting member may comprise, by way of example only, a track, a roller, a friction belt, a ski or a skid pad.

The orientation control system is preferably adapted to control the user support so as to maintain an equilibrioception or sense of balance of the user.

In some embodiments, the transportation device is operable in an autonomous mode in which driving of the device is performed autonomously. This would provide an advantage of further reducing the user’s perception of travelling, as they would not be required to provide an input to the transportation device.

In some preferable embodiments, the transportation device is adapted to perform an automatic counter steering procedure in response to an indication of intent to turn.

BRIEF DESCRIPTION OF THE DRAWINGS

Examples of the invention will now be described in detail with reference to the accompanying drawings, in which:

Figure 1 is a conceptual illustration of a transportation device in a first scenario;

Figure 2 is a conceptual illustration of a transportation device in a second scenario;

Figure 3 is a conceptual illustration of a transportation device in a third scenario;

Figures 4 and 5 illustrate a transportation device according to an embodiment of the invention;

Figure 6 illustrates an orientation control system according to an embodiment of the invention;

Figure 7 illustrates a transportation device according to a further embodiment of the invention;

Figure 8 illustrates device electronics according to an embodiment of the invention;

Figure 9 illustrates a transportation device undergoing a turning manoeuvre according to an embodiment; and

Figure 10 illustrates a transportation device adapted to turn substantially on the spot according to an embodiment.

DETAILED DESCRIPTION

According to a concept of the invention, there is proposed a transportation device in which the orientation of a user support may be controlled according to forces perceived by the user. The orientation of the user support may be adjusted by an orientation control system via an orientation arrangement.

Embodiments are at least partly based on the realisation that a force perceived by a (travelling) user may be mitigated or supplemented by controlling the orientation of a user support. In particular, the concept recognises that a perceived or fictitious force due to at least a linear acceleration (i.e. forwards or backwards acceleration) may be attenuated or enhanced by appropriate tilting of the user support. Thus an amount to which the user perceives they are travelling may be controlled.

Illustrative embodiments may, for example, be employed in vehicles or other transportation devices having a ground contacting member.

The term vertical, as used herein, means substantially orthogonal to the generally horizontal ground surface upon which a transportation device may be ridden. Also, terms describing positioning or location (such as above, below, top, bottom, etc.) are to be construed in conjunction with the orientation ofthe structures illustrated in the diagrams.

The diagrams are purely schematic and it should therefore be understood that the dimensions of features are not drawn to scale and the positions of particular features are not fixed thereto. Accordingly, the illustrated thickness of any of the components or features should not be taken as limiting. For example, a first component drawn as being thicker than a second component may, in practice, be thinner than the second component.

Reference to an acceleration of the transportation device indicates a forward or backward acceleration (i.e. deceleration) of the transportation device. In other words, the term acceleration should be interpreted as a linear acceleration of the transportation device. A deceleration would be readily interpreted by the skilled person as a linear acceleration having a negative value. A lateral acceleration refers to an acceleration due to a transportation device undergoing a turn (i.e. due at least in part to a centripetal force).

As will be understood by the skilled person, a user (i.e. an occupant of a transportation device) perceives a force acting upon them due at least in part to the vestibular system, which contributes to a user’s sense of balance or equilibrioception. Such a system may be understood as being somewhat analogous to a user’s internal accelerometer of internal gyrometer.

By way of explaining the forces perceived by the user, a number of scenarios are hereafter considered with reference to Figures 1-3.

For the purposes of explanation, Figure 1 is a conceptual illustration of a transportation device according to an embodiment. In particular Figure 1 illustrates a transportation device 100, having a chassis 110, at least one ground contacting member 120 and a user support 130.

A first scenario is illustrated by Figure 1, in which the transportation device 100 is stationary. In such a scenario, the user (supported by the user support) feels or perceives only a single force f_g (i.e. gravity) acting in a downward direction. Put another way, the user would only perceive their weight.

The net perceived force p_n (by the user) thereby consists only of the gravitational force. It is herein recognised that a gravitational force is amongst the forces perceived by a human or user.

We turn to a second scenario, as illustrated by Figure 2. In this second scenario, the transportation device 100 is accelerating in a forward direction, thereby experiencing a first force f_a in the forward direction. In other words, the transportation device 100 is undergoing a linear acceleration.

As a result of the linear acceleration (and thereby the first force f_a), and due at least to an inertia of the user, the user feels or perceives a first fictitious force pi (also called an inertial force) of equal magnitude acting in an opposite (i.e. backward) direction.

That is to say, from the user’s point of reference or the user’s perspective., the user (supported on the user support 130) appears to be attempting to move backward with respect to the chassis 110. The user perceives this rearward movement as a first fictitious force pi or first perceived force.

In this second scenario, the forces perceived or felt by the user consist of both their weight f_g and the first fictitious force pi. In other words, the user perceives two forces acting upon them (their weight f_g and the first fictitious force pi).

The net perceived force p_n may be considered to be the vector sum of the user’s weight f_g and the fictitious force(s) pi acting on the user. It may be otherwise understood that the net perceived force p_n is the user’s apparent weight. Put yet another way, the net perceived force may be considered to be the g-force applied to the user.

By way of example only, if the transportation device accelerates forward at a speed of 1 g, the apparent weight or net perceived force of the user is at an angle of 45° to the vertical with magnitude 1.41421 g.

By way of further example, if the transportation device accelerates forward at a speed of 2g, the apparent weight or net perceived force of the user is an angle of 63.435° to the vertical with magnitude 2.23607.

In a third scenario, illustrated by Figure 3, the transportation device 100 is undergoing a turn at a constant speed. It will be apparent that the transportation device 100 experiences a second force f_c acting toward the centre around which the transportation device is rotating. The second force may be understood to be the centripetal force acting on the turning transportation device 100. In other words, the second force corresponds to a lateral acceleration of the transportation device.

As a result of the turning and the second force f_c, and due at least to an inertia of the user, the user feels or perceives a second fictitious force p₂ (also called an inertial force) of equal magnitude acting in an opposite direction (i.e. away from the centre around which the transportation device is turning). The second fictitious force may colloquially be referred to as a centrifugal force.

That is to say, from the user’s point of reference or the user’s perspective, the user (supported by the user support 130) appears to be attempting to move outwards with respect to the chassis 110. Thus, if the transportation device 100 (and thereby the chassis 110) is undergoing a left turn, the user perceives that they are moving in a rightward direction with respect to the chassis 110.

As the transportation device 100 is at a constant speed (i.e. not undergoing acceleration), the forces perceived or felt by the user consist of both their weight f_g and the second fictitious force p₂. In other words, the user perceives two forces acting upon them (their weight f_g and the fictitious force p₂). Thus the net perceived force p_n may be considered to be the vector sum of the user’s weight and the fictitious forces acting on the user.

By way of example, if the transportation device is turning with a centripetal force or ‘sideways force’ of 1 g, the apparent weight or net perceived force p_n of the user is at an angle of 45° to the vertical of magnitude 1.41421 g.

A fourth scenario may also be considered, in which the user is both accelerating/decelerating and performing a turn. In such a scenario, the forces perceived by the user include their weight, the first fictitious force and the second fictitious force.

The present invention recognizes that an orientation of the user support (and thereby the user) may be controlled to compensate for (or enhance) a change in the net perceived force by the user. The concept also recognizes that such a controlling of the orientation of the user’s support may be reactive (i.e. in response to a change in the net perceived force) or active (i.e. in response to a predicted change in the net perceived force).

With reference now to Figures 4 and 5, there is depicted a transportation device 400 according to an embodiment of the invention, at a first and second point in time respectively. The described embodiment is adapted to attenuate or otherwise compensate a fictitious force due to a linear acceleration of the transportation device 400.

The transportation device 400 comprises a chassis 410, at least one ground contacting member 420, a user support 430, an orientation arrangement 440 and an orientation control system 450.

For the sake of clarity, a number of components which may be readily implemented in the present embodiment (e.g. steering mechanism, drive arrangement, body components and so on) have been omitted.

A user 460 is supported by the user support 430. There is also indicated the orientation 499 of the user. At an initial point in time (Figure 4), the user is orientation to be substantially aligned with gravity (i.e. in line with the gravitational force f_g).

For the purposes of explanation, the orientation of the user at an angle of 0° to the vertical may be understood to be defined by the orientation of the user whilst the device is stationary or at a constant speed. Put another way, regardless of whether a user is lying down, sitting or standing when the device is stationary their orientation is considered to be 0°.

By way of example only, if we consider a hypothetical line passing from the user’s head to the user’s feet, this line may be angled with respect to a vertical plane (e.g. perpendicular to a ground surface) when the device is stationary. Nonetheless, the orientation of the user may still be considered to be 0° with from the vertical. In other words, a hypothetical line passing from a user’s head to the user’s feet should not necessarily be considered to represent the orientation of the user.

Rather, the orientation of the user may be represented by a hypothetical line 499 which run in the direction of the gravitational force f_g when a gravitational force is the only force perceived by the user. Thus, when the transportation device is stationary, the hypothetical line 499 lies along a vertical plane. The orientation ofthe user rotates and turns as the user rotates and turns. Put another way, as the user is tilted (e.g. by an amount x in a direction y), so the orientation of the user tilts in a same direction and with a same magnitude (e.g. by the amount x and in the direction y).

For the purposes of clarity and further explanation, the orientation of the user is assumed to be represented by the dotted line 499.

In a considered scenario, the transportation device 400 is accelerated (e.g. by an electric motor or combustion engine) with a first force f_a. The user 460 perceives a corresponding first fictitious force pi corresponding to the first force f_a. As previously detailed, the user also perceives a gravitational force f_g.

The net perceived force p_n is equal to the vector multiplication of the first fictitious force pi and the gravitational force f_g. The net perceived force is at an angle a from the vertical (i.e. the direction of the gravitational force f_g).

For the sake of clarity, the forces perceived f_per by the user 460 during the acceleration of the device with a force f_a are illustrated in Figures 4 and 5.

With particular reference to Figure 5, the orientation control system 450 is adapted to control the orientation 499 of the user 460 to at least partially compensate for a change in at least one force perceived by the user.

Put another way, in response to a predicted or measured change in force perceived by the user (such as an increase in or appearance of the first fictitious force as the transportation device accelerates) the orientation control system is adapted to change the orientation 499 of the user 460.

Preferably, as illustrated by Figure 5, the orientation control system is adapted to orient the user 460 in line with the net perceived force p_n. Put another way, in at least one preferred embodiment, the orientation control system controls the orientation 499 of the user 460 such that it is substantially in line with the net perceived force p_n or the apparent weight of the user.

Preferably, the orientation 499 of the user 460 is maintained to lie parallel to or in line with the net perceived force p_n experienced by the user.

By way of example, if the transportation device accelerates forward with an acceleration 0.2g, the user is tilted to be oriented at an angle a of 11.31° from the vertical. If the transportation device accelerates with an acceleration 0.4g, the user is tilted to be oriented at an angle a of 21.801⁰ from the vertical.

By way of further example, the transportation device is stationary or moving at a constant speed, the user may be oriented to lie substantially in the vertical axis (e.g. as in Figure 4) so as to be aligned with the gravitational force f_g.

In this way, the user may perceive that their apparent weight or perceived force is in the same direction in which they are oriented. That is to say, from the user’s perspective, the user does not perceive any horizontal force acting upon them. Thus the orientation control system compensates for a change in at least one perceived force acting on the user.

This provides the advantage of minimizing the perception of acceleration, deceleration or other possibly perceived forces felt by a user. It has been recognized that movement of the user in a direction lying along their orientation is perceived to a lesser extent by a user. Thus, a comfort of a rider may be increased. Furthermore, there is a reduced chance of items (present on the user /user support) moving with respect to the user support due to an inertia effect, as such tilting of the user support maintains the apparent weight of the user in the same position with respect to the user support.

It will be apparent that in some conceivable embodiments, the user need not be wholly aligned with the net perceived force p_n as previously described. Rather, the user may be only partially tilted toward the direction of the net perceived force p_n. By way of example, if the net perceived force p_n is at an angle a of 10° from the vertical (i.e. f_g), the user 460 may only be tilted to be at an angle of 5° from the vertical.

In this way, the orientation control system may only partially compensate for at least one force acting upon the user.

In order to control the orientation of the user 460, the orientation control system 450 controls the operation of the orientation arrangement 440. The orientation arrangement is adapted to allow for tilting and/or rotating of the user support 430.

In some embodiments, such as illustrated by Figures 4 and 5, the orientation arrangement 440 comprises at least one actuator coupled between the chassis 410 and the user support 430. The at least one actuator is adapted to allow rotation of the user support 430 about the chassis.

By way of example, the at least one actuator may comprise a first and second telescopic arrangement positioned to control a lift of opposing ends of the user support. By extending only one of the first or second telescopic arrangements, the user support 430 may be tilted in a fore-and-aft orientation. In other words, the pitch of the user 460 may be controlled by the orientation control system 450 (via the orientation arrangement).

In other, non-illustrated examples, the at least one actuator may comprise at least one of: a worm drive, a pneumatic cylinder, a hydraulic cylinder and so on. Other actuators capable of altering an orientation of the user support (and thereby the user) will be readily apparent to the person skilled in the art.

Purely by way of example, the user support 430 may be pivotally mounted on the chassis 410, and the amount of pivoting may be controlled by a gearing arrangement. Such a gearing arrangement would allow the user support to be tilted controllably, such that the orientation of the transportation device may be readily controlled.

Other arrangements for controlling the orientation of the user support may substitute the orientation arrangement 440 as would be readily understood by the skilled person.

Although the illustrated embodiment only appears to show an orientation arrangement 440 capable of tilting the user support 430 in a fore-and-aft direction, it will be readily apparent to the skilled person that the orientation arrangement may be further adapted to the user support 430 in a side-to-side direction (relative to the chassis I transportation device).

In this way, the orientation control system 450 may be adapted to tilt the user side-to-side so as to at least partially compensate for a second fictitious force associated with a centripetal force of the transportation device (e.g. undergoing a turn).

Preferably, the orientation control system 450 is adapted to tilt the user (in a side-to-side direction) so as to be in line with a net perceived force (i.e. to wholly compensate for the centripetal or inertial force associated with the turn).

By way of example, if the transportation device is performing a turn with a centrifugal force of 0.2g, the user is tilted (in a direction to the turn) to be oriented at an angle of 11.31° from the vertical.

For the purposes of further explanation, in such an embodiment we may consider of glass of water being positioned on a surface of the user support (e.g. on a desk firmly connected to user support). As the user support is tilted (i.e. so as to compensate the net perceived force), the user perceives the water as remaining stationary with respect to the glass. In other words, as the net perceived force is compensated, the upper surface of the water in the glass remains in the same position with respect to the bottom of the glass (i.e. does not tilt or otherwise change position). Furthermore, the glass remains in a same position with respect to the surface on which it is positioned. In this way, an inertial force associated with the glass and the water has been at least partially compensated. By analogy, we may understand that an inertial/fictitious force perceived by the user is similarly compensated.

In above described embodiments, the orientation of the user support is controlled so as to mitigate or attenuate the user’s perception of the fictitious force(s). However, in some embodiments, the orientation of the user support may be controlled so as to increase or supplement the user’s perception of the fictitious forces.

In an embodiment, the orientation of the user support may be controlled so as to oppose or mirror the direction of the net perceived force with respect to the vertical.

By way of example, if the transportation device undergoes a forward acceleration of 0.2g (without a turn), the net perceived force is at an angle a of 11.31° from the vertical in a direction toward the rear of the transportation device. Rather than being tilting to align with the net perceived force, the user may instead be tilted in an opposing direction to the force, in a direction toward the front of the transportation device, to enhance the feeling of acceleration.

It will be apparent that such an embodiment may also be applied to a device undergoing a turn (i.e. to provide the perception of higher angled turn). In other words, rather than being tilted outwardly from a turn (as previously described) the user support may be tilted inwardly toward the turn (i.e. toward the centripetal force).

Such embodiments may enhance a user’s perception of speed, acceleration and/or turning intensity. This may increase a safety of the transportation device (as a user may perceive a same feeling at a lower acceleration as would be felt at a higher acceleration in a typical transportation device). Such an embodiment may also increase a user’s sensitivity to acceleration, thereby providing a greater amount of feedback to a user when accelerating in the transportation device.

As will be understood by the skilled person, the ground contacting members 420 may comprise at least one wheel or roller. In other examples, the ground contacting members 420 comprise a track or even a ski. The transportation device comprises at least one such ground contacting member. In some embodiments, the ground contacting member(s) is connected to the chassis of the transportation device by at least one suspension or shock absorption system.

With reference now to Figure 6, an understanding of the operation of the orientation control system 650 for a transportation device may be elucidated.

In order to detect or determine the forces perceived by the user, the orientation control system 650 may comprise or receive signals from an accelerometer 651. When experiencing an acceleration (e.g. acceleration or turning of the transportation device) the accelerometer outputs a signal corresponding to the acceleration.

Based on an output from the accelerometer 651, the orientation control system may determine a current acceleration (i.e. in terms of magnitude and direction) of the transportation device. From this, a fictitious force perceived by the user may be determined.

Put another way, a signal output (e.g. accelerometer signal 6511) by the accelerometer 651 correspond to the fictitious forces felt by the user. Based on this signal, the orientation control system may control the orientation of the user support.

It is noted that, when the transportation device is stationary or at a constant speed, the accelerometer will typically measure or detect only an acceleration due to gravity. As the device is accelerating or turning, the accelerometer 651 will further detect a corresponding acceleration. It will therefore be apparent that the output of the accelerometer is analogous to the forces perceived by the user.

In some embodiments, the transportation device may otherwise or further comprise a terrain tracking unit 652 adapted to track a terrain in the vicinity of the transportation device. The orientation control system 650 may be adapted to receive a signal from the terrain tracking unit and determine to control the orientation of the user support based on the received signal.

The terrain tracking unit may be adapted to track a future or current terrain. By way of example, the terrain tracking unit may be adapted to determine a roughness or camber of upcoming terrain, and output a signal representative of a roughness of the upcoming terrain (for example).

It has been recognized that the structure of the terrain may affect or influence the forces perceived by the user. By way of example, the transportation device may (e.g. automatically) decelerate to traverse rough terrain and (e.g. automatically) accelerate when smooth terrain is detected. In other examples, it may be recognized that the transportation device may undergo a turn to avoid rough terrain or obstacles in the terrain (e.g. potholes). Such a turn would induce a centrifugal force (i.e. a sideways acceleration).

In some embodiments, the terrain tracking unit comprises a camera and a terrain identification unit, the terrain identification unit being adapted to identify an upcoming or current terrain based on signals received from the camera.

In other embodiments, the terrain tracking unit comprises a LIDAR or RADAR unit adapted to scan an upcoming terrain. By way of example, such a LIDAR or RADAR unit may be adapted to detect an upcoming obstacle and pass an indicator of the upcoming obstacle to the orientation control system. The orientation control system may predict that the transportation device will steer around the upcoming obstacle or decelerate, thereby inducing a fictitious force on the user. In this way, the orientation control may predict an upcoming fictitious force, and may determine to alter an orientation of the user support based on this prediction.

The transportation device may be adapted to automatically steer around an upcoming obstacle (or even decelerate) based on a signal received from the terrain tracking unit. For example, if rough terrain is detected, the device may decelerate to traverse the rough terrain, if smooth terrain is detected the device may accelerate to traverse the smooth terrain.

In this way, the control of the transportation device may be optimized for user comfort. It is recognized that on smooth terrain, a higher speed can be made whilst maintaining a same level of user comfort as a low speed, whereas on rough terrain, a higher speed causes a lower level of user comfort when compared to a lower speed.

In some further or other embodiments, the transportation device may comprise a path prediction unit adapted to predict a path of the transportation device. The orientation control system may determine whether and in what manner to orient the user support based on the predicted path.

In some embodiments the path prediction unit comprises a navigation unit adapted to determine a location of the user or transportation device. Based on the determined location, the path prediction unit may predict a path of the transportation device.

By way of example, the navigation unit may indicate that the transportation device is located on a motorway or highway. The path prediction unit may predict that the path of the transportation device is likely to be at a constant speed with no turns. Based on such a predicted path, the orientation control system may determine to not change of the user support.

In another example, the navigation unit may indicate that the transportation device is located on a curved road. The path prediction unit may correspondingly predict that the path of the transportation device is likely to include a turn. Based on this prediction, the orientation may determine to tilt the user support to correspond to the upcoming path.

By way of further example, the navigation unit may comprise a navigation system adapted to determine a current position of the transportation device and map a path to an input, desired or determined destination. In this way, the path of the transportation device may be predicted.

In other words, the navigation unit may determine that there is a curved road between a present location and a desired location, and predict a (curved) path based on this determination.

Based on the predicted path, the orientation control system may be adapted to control an orientation of the user. By way of example, if a predicted path indicates an upcoming turn, the orientation control system may at least a direction of the net perceived force (during the upcoming turn) and orient the user in the direction of the net perceived force.

In conceivable embodiments, the terrain tracking unit and the path prediction unit may be combined. For example, the terrain tracking unit may comprise a LIDAR adapted to determine a future terrain and, based on the determined future terrain, a predicted path of the transportation device may be determined.

Preferably, the transportation device is self-driving. Put another way, the transportation device may be autonomous, driverless or robotic. In embodiments, the transportation device may be switchable between an autonomous mode (in which the transportation device is self-driving), a semi-autonomous mode (in which the transportation device drives based on a user input, such input being algorithmically processed to determine a suitable control) and a manual mode (in which the transportation device responds directly to a user input).

Reference to a manual mode or semi-autonomous may be taken to refer to a driving mode having an automation level of Level 0 (manual) or Level 1 or 2 (semiautonomous) as defined by the Highway Traffic and Safety Association (NHTSA). Such levels of automation require a human driver to be in control of the vehicle and remain constantly attentive.

Conversely, reference to an autonomous mode may be taken to refer to a driving mode having an automation level of Level 3 or Level 4 as defined by the NHTSA. Such levels of automation require the driving functions of the transportation device to be sufficiently automated that the driver can safely engage in other activities or the vehicle can drive itself without a human driver at all.

A transportation device having an autonomous mode may comprise a user interface allowing the passenger to input a destination address, location means based on GPS type receivers, a set of sensors able to provide sufficient information about the immediate environment of the vehicle (e.g. a RADAR or LIDAR system), and means for processing data received so as to manage the driving in such a way as to arrive at the destination. In other word, the transportation device may comprise an autonomous driving system adapted to determine a path of route of the transportation device, and automatically drive the transportation device along the path or route. Such a transportation device thus allows a user who does not know how or does not wish to drive to be conveyed from one location to another without being required to manually drive the vehicle.

It has been recognized that an orientation control system as herein described may be particularly advantageous to an autonomous transportation device. This is due to the fact that the user may have a reduced perception of travelling (e.g. as perception of acceleration and/or turning is reduced). In this way, the user may have an improved ability or capability to engage in alternative activities (e.g. sleeping, working or leisure) whilst travelling.

Furthermore, it has been recognized that when travelling in an autonomous vehicle, a user is less likely to have an awareness of their upcoming path (i.e. as they need not pay attention to the road). A user may thereby be unable to anticipate an upcoming term and/or acceleration and prepare themselves for such an event. As such, a transportation device that may automatically compensate for this event may improve a safety and stability of a user.

In some examples, when in the autonomous mode, the acceleration and top speed of the transportation device may be limited to low (e.g. safe) values. This may reduce the risk of an accident and/or damage occurring during autonomous operation of the vehicle.

Furthermore, the device may be adapted to prevent a user from over-riding the operation of the device, either completely (i.e. preventing the user from controlling any aspect of the device’s operation) or partly. For example, the device may be adapted to accept control inputs within acceptable (e.g. safe or limited) ranges whilst preventing acceptance of extreme input values (e.g. values beyond safe or predetermined limits) for improved security and safety. For instance, a userinput indicating an extreme turning and/or acceleration commend (e.g. beyond a predetermined limit) may be disregarded and/or limited to lower value input command.

In particular embodiments, the orientation control system is adapted to control the orientation of the user based on a path or route determined by the autonomous driving system. By way of example, the autonomous driving system may be adapted to generate a path (e.g. indicative of a route to be taken by the transportation device).

The orientation control system may be operable in at least a first and second mode. When operating in the first mode, the orientation control system may control the orientation of the user support so as to offset or compensate for at least one force perceived by the user. When operating in the second mode, the orientation control system may be disengaged, such that it does not control the orientation of the user support.

However, in preferable embodiments the user is unable to override the orientation control system, such that the user has no control over the orientation of the user support. This will increase a simplicity of the orientation control system and reduce a chance that a user will mistakenly adjust their orientation (and thereby center of gravity) which may cause the device to tip - thus a safety of the transportation device may be increased.

Such an embodiment may provide a user with a choice in whether their orientation is adjusted to compensate a perceived force. In other words, the orientation control arrangement may be operable in a mode in which it does not control the orientation of the user support.

With reference now to Figure 7, a transportation device 700 according to another embodiment of the invention will be hereafter described.

As in the previously described embodiments, the transportation device 700 comprises a chassis 710, at least one ground contacting member 720, a user support 730, an orientation arrangement 740 and an orientation control system (not shown).

The user support 730 of the present embodiment comprises a pod 731 adapted to enclose at least one user 760. The user(s) may be supported, for example, by at least one seat 732 mounted within the pod 731. The orientation of the pod is controlled by the orientation control system via the orientation arrangement.

The pod 731 is adapted to completely enclose the at least one user 760. Preferably, the pod is substantially opaque or non-transparent such that the user 760 is unable to see outside of the pod.

In combination with the orientation control system, provision of an opaque, enclosing pod (as described above) may minimize the user’s perception of travelling. Furthermore, provision of an opaque may attenuate any discomfort a user may have when undergoing a tilt (as they will be unable to see the tilt occurring). This may provide a more comfortable and convenient travelling experience.

Preferably, the pod is formed from a light and sturdy material, for example aluminum, carbon fiber or perhaps titanium. Provision of an opaque pod allows for a reduced weight (as such light materials may be used for the entire pod) rather than use of potentially heavier (and more likely to shatter) glass. This thereby further increases a safety of a user.

Preferably, the pod 731 is adapted and sized to enclose at least two users. This allows for more than one person to be transported in the transportation device.

The orientation control arrangement may operate on the same principles as previously described. That is, the orientation control arrangement may control a tilt of the user support 730 (i.e. a tilting of the pod 731) so as to at least partially mitigate or compensate or enhance a force perceived by the user.

It at least one embodiment, the pod 731 is removable from the transportation device. This would allow, for example, different chassis and/or orientation arrangements to be with a same pod. By way of example, a pod may be exchanged between different chassis. Thus, in a scenario in which the chassis and/or orientation arrangement breaks or requires service, a pod 731 may be moved onto a replacement chassis (and/or orientation arrangement). Thus a user need not remove personal effects or personal customization from the pod in the event their transportation device requires repair or servicing.

In at least one embodiment, the user support 730 is coupled to the chassis via a joint, herein embodied as a shock absorption arrangement 770. The shock absorption arrangement is adapted to absorb and damp a shock applied to the transportation device, for example, when running over rough terrain.

The shock absorption arrangement 770 is preferably adapted to allow movement of the user support 730 in at least two planes or dimensions. By way of example, the shock absorption arrangement may allow a vertical movement of the user support 730 (i.e. orthogonal to the ground surface) and a tilting movement of the user support (e.g. a forward and backward tilting).

It will be apparent that in preferable embodiments, the shock absorption arrangement may allow movement in at least three planes or dimensions (i.e. further allow for a side-to-side tilting).

In an embodiment, the shock absorption arrangement 770 comprises a shock absorber 771 connected and one end to the user support 730 and at the other end to a bearing stud 772of a ball joint. The bearing stud 772 is mounted in a socket 713 such that the combination acts as a standard ball joint.

The bearing stud 772 and socket 773 together allow movement of the shock absorber in at least two directions, so as to allow the shock absorber to tilt or be angled together with the tilting of the user support 730.

The orientation of the shock absorber 771 (e.g. a spring or hydraulic shock absorber) is thereby substantially maintained the same as the orientation of the user support 730. In this way, the shock absorber may absorb a shock in a direction of a net perceived force of the user. In this way, the comfort of a user of the transportation device 700 may be further increased, as shocks in the direction of their perceived forces may be dampened or lessened.

In another embodiment, the shock absorption arrangement 770 comprises at least two (preferably three) axles positioned perpendicular to one another, each having a shock absorber positioned thereon. Such an embodiment will perform shock absorption in the at least two (preferably three) directions, such that, irrespective of the orientation of the user support or a direction of the shock (relative to the user support), shocks may be at least partially dampened.

Preferably, the joint 770 is positioned so as to lie underneath (i.e. in a direction of gravity) the center of gravity of the user support. In this way, the joint 770 may partially or wholly support the weight of the user support. This reduces the weight required to be held by the orientation arrangement. This may allow for a lighter and/or cheaper orientation arrangement (e.g. less powerful actuators) to be used, reducing a weight and/or cost of the transportation device.

In some preferable embodiments, the pod 731 comprises at least one display unit (e.g. a LCD screen) and/or at least one virtual reality headset. The transportation device 700 may comprise from at least one camera (e.g. positioned towards the front and rear of the transportation device). The at least one display unit and/or at least one virtual reality headset may display a view (e.g. a virtual reality view) obtained from the at least one camera.

The display unit may be adapted to display a simulation (e.g. simulate a plane journey). In at least some embodiments, the displayed simulation corresponds to a journey undertaken by the transportation device. By way of example, in response to rough terrain, the simulate may simulate a plane undergoing turbulence.

The pod preferably comprises at least one seat 732 for supporting a user 760 and optionally a desk or writing surface.

In further embodiments, there is positioned an actuator (not shown) between the seat and the user support, the actuator being operable in at least a first mode in which the actuator further reduces a user’s perception of the perceived forces (e.g. dampening in the direction of the net perceived force). The actuator may further comprise a dampening unit (e.g. a spring) adapted to further dampen the user’s perception of the net perceived force.

The actuator may be operable in at least a second mode, in which the actuator vibrates or otherwise moves in order to mitigate a user’s feeling of sickness (e.g. which may be causes due to a change in magnitude of the net perceived force). For example, the actuator may vibrate a user in the seat, so as to reduce an impact of a change in magnitude (and not necessarily direction) of the net perceived force. The movement of the actuator may be according to a predetermined pattern (e.g. a set frequency of vibration or a pseudorandom pattern) or may be dynamic based on a user response or a magnitude of the net perceived force. For example, if a user indicates an increased feeling of sickness, the actuator may change a method of movement.

The actuator may be further or otherwise operable in at least a third mode in which the movement of the actuator simulates a journey (e.g. a feeling of a bike road or train journey). When operating in such a mode, the actuator may act along with the display unit (previously described) in order to provide a simulation to a user.

In some embodiments, the actuator may act analogously to an active suspension system, mitigating or dampening a movement in the direction of the net perceived force.

The actuator may comprise a pneumatic cylinder or worm drive adapted to adjust the position of the user with respect to the user support (i.e. along an axis parallel to the orientation of the user support).

In at least one embodiment, the joint connecting the user support 720 to the chassis 710 comprises a curved sliding groove or curved rail adapted to receive the user support. Such a curved sliding groove or curved rail is adapted to allow the user support 720 to move forwards and backwards as they are tilted in a fore-aft direction. In this way, an acceleration of the transportation device 700, and a sudden or large acceleration in particular, may be addressed with a greater response speed.

Optionally, the transportation device 700 is adapted such that a user’s head remains in substantially the same position with respect to the chassis (i.e. the user’s head may rotate, but remains in generally the same location). The present invention recognizes that this will reduce a user’s perception of their rotation (as the vestibular system is positioned in the head), and the head will have minimized movement when compared to, for example, the user’s feet.

The above-described sliding groove may be particularly advantageous in ensuring that the user’s head remains in substantially the same location with respect to the chassis.

The width of the transportation device 700 is preferably no wider than 1500mm. Preferably, the width of the transportation device 700 is no wider than 900mm. It has been recognized that such a width will allow for a more maneuverable transportation device.

In particular, embodiments may have a width that is equal to or less than a cycle lane for example. By being adapted to be marginally wider than the width of a single person for example, embodiments may only require a small amount of road space and thus permit safe and easy overtaking by conventional manually-driven vehicles. Through the reduction or minimization of the impact that such a transportation device will have on available road space, public acceptance of the devices may be improved when compared to large conventional car-sized vehicles that take up more road space. Such advantages are particularly beneficial for autonomous vehicles, where public acceptance of autonomous vehicles is relatively low.

With reference now to Figure 8, an embodiment of device electronics 800 for a transportation device may be understood.

The device electronics 800 comprises the orientation control system 810, a device parameter detection system 820, a device control system 830 and a user input system 840.

The orientation control system 810 is adapted to control the orientation of the user support via the orientation arrangement, as previously described.

The device parameter detection system 820 is adapted to detect a parameter of the transportation device (e.g. a speed, a linear acceleration, a centripetal acceleration, an angle with respect to a ground surface, a direction of the transportation device, a turn of a steering device, a turn of the ground contacting members and so on). By way of example, the deice parameter detection system may comprise an accelerometer adapted to detect an acceleration of the transportation device. The device parameter detection system 820 is adapted to pass signals onto the ordination control system.

The orientation control system 810 may be adapted to control the orientation based on signals received from the device parameter detection system 820. By way of example, the orientation control system 810 may be adapted to receive a signal indicative of an acceleration of the transportation device from an accelerometer of the device parameter detection system 820.

The device electronics 800 may further comprise a device control system 830, adapted to control at least one parameter of the transportation device. By way of example, the device control system 830 may control a motor of the transportation device so as to control a speed and/or acceleration of the transportation device.

The device control system 830 may be adapted to receive signals from the device parameter detection system 820. In other words, there may be a feedback system in which the device parameter detection system 820 detects a value of a parameter controlled by the device control system 830. By way of example only, the device control system 830 may control a motor (not shown) for controlling a speed of the transportation device. The device parameter detection system 820 may detect a speed of the transportation device. In order to maintain a desired speed, the device control system 830 may determine a current speed (i.e. based on the detected speed of the transportation device), and control the transportation device based on the current speed.

In some embodiments, the device electronics 800 further comprises a user input system 840. The user input system 840 is adapted to receive a user input, for example, via a user input interface (comprising a touch screen, buttons, switches and so on) or via a known wireless communication method. Such a user input may allow a user to define or otherwise select a desire parameter of the transportation device. In various embodiments, the user input system 840 is adapted to provide a signal to the device control system 830 and/or the orientation control system 810.

Suitable wireless communication protocols that may be used to communicate with the user input system 840 include an infrared link, ZigBee, Bluetooth, a wireless local area network protocol such as in accordance with the IEEE 802.11 standards, a 2G, 3G or 4G telecommunication protocol, and so on. Other formats will be readily apparent to the person skilled in the art.

By way of example, a user may select a speed of the transportation device (i.e. input a desired speed) and input this speed to the device control system 830 via the user input system 840.

In some embodiments, the user input system 840 may be adapted to allow a user to select an amount to which fictitious forces perceived by the user are compensated. By way of example, a user may be able to select a percentage (e.g. 50% or 25%) to which fictitious forces are compensated.

Thus, in one scenario, if a user has selected to only partially compensate for a fictitious force (e.g. 50% compensation), and it is determined that the net perceived force is at an angle of 10° from the vertical, the orientation control system 810 may only control the orientation of the user to be at an angle of 5°from the vertical.

In other embodiments, the user input system 840 may be adapted to allow a user to select an amount to which fictitious forces perceived by the user are enhanced or supplemented. By way of example, a user may be able to select a percentage (e.g. 50% or 25%) to which fictitious forces are enhanced.

In other embodiments, different levels of enhancement/compensation (of the fictitious forces) may be associated with different mode selectable by a user. By way of example, there may be a ‘low compensating’ mode in which fictitious forces are only partially compensating. In another example, there may be a ‘linear acceleration only’ mode, in which only linear acceleration is compensated (i.e. lateral acceleration or forces due to a centripetal force) are not compensated.

It will be apparent that any combination of the following may be controlled, for example, in response to a user input or an otherwise received signal: amount of compensation/enhancement; directions in which compensation/enhancement is performed; maximum speed; maximum compensation/enhancement and so on.

As previously described, in preferable embodiments the transportation device is operable in an autonomous mode, such that the user need not manually control the transportation device when being transported (i.e. unlike a standard vehicle or car). In such embodiments, the user input system 840 may be adapted to not permit a user to control a direction, speed, acceleration or other ‘current’ control parameters of the transportation device (when operating in an autonomous mode). In some embodiments, the user input system 840 may be adapted to allow a user to define a maximum allowable control parameter when operating in the autonomous mode (e.g. a maximum speed).

It will be apparent that in some embodiments, the device electronics 800 comprises an autonomous driving system (not shown) adapted to autonomously drive the transportation device as previously described.

The transportation device may comprise an override system which permits a user to cause the transportation device to exit the autonomous mode. By way of example, by activating an override system, the user may cause the transportation device to enter a manual mode, in which control the transportation device must be effected manually be a user.

In at least one preferable embodiment, the transportation device comprises at least two wheels.

In such embodiments, the transportation device will preferably be adapted to automatically perform counter steering in response to receiving an indication to turn.

Thus, the transportation device may comprise a steering control mechanism adapted to receive an indication to turn, and perform an automatic turning procedure. The automatic turning procedure comprises performing a counter steering procedure.

By way of example, in response to receiving an indication to turn to the right, the steering control mechanism may initially turn the ground contacting members to the left, such that the user support is tilted over (i.e. to the right). Subsequently, the steering control mechanism turns the ground contacting members to the right, and performs the turning procedure.

In this way, the transportation device may be adapted to control the position and location of the weight of the user support (including the load) in order to more effectively and efficiently performing a turning procedure.

Such embodiments advantageously increase an ease and safety in performing a turning maneuver, as the balance of the user support may be controlled throughout the maneuver.

The concept of an automatic turning procedure may be more readily understood with reference to Figure 9, which illustrates a plan view of a transportation device 901 undergoing an automatic turning procedure.

For the sake of clarity, various components of the transportation device have been omitted from the illustration. There is shown the transportation device 901, a first 902a, second 902b, third 903a and fourth 904b ground contacting member (here a wheel) and a center of gravity 999 of the user support.

At a first point in time 910, the transportation device 901 is yet to undergo a turning procedure. In such an embodiment, each of the first 902a, second 902b, third

903a and fourth 904b ground contacting members are pointed in a direction of travel (e.g. a forward direction).

At a second point in time 920, when the transportation device has received an indication of intention to turn in a particular direction, each of the first 902a, second

902b, third 903a and fourth 904b ground contacting member are pointed toward a direction opposing the direction indicated in the indication of intention. By way of example, if the indication of intention to turn indicates that a right hand turn is desired, the first 902a, second 902b, third 903a and fourth 904b ground contacting member are pointed towards a left-hand direction.

The turning of the first 902a, second 902b, third 903a and fourth 904b ground contacting member in the opposing direction (to the intended direction) causes the center of gravity 999 of the user support to be moved toward the intended direction.

In particular embodiments, the orientation control system may be adapted to assist, complement or increase the movement of the center of gravity of the user support (i.e. the orientation of the user support may be controlled such that the center of gravity lies toward the intended direction).

At a third point in time 930, when the center of gravity 999 has been shifted toward the intended direction, the ground contacting members are aligned to no longer point in the opposing direction. At least some of the ground contacting members may be directed to point toward the intended direction (e.g. toward the right).

By positioning the weight of the user support toward the intended direction, a turning capability of the transportation device is improved. Furthermore, a safety of performing the turn is also improved, as the transportation device is less likely to topple over if a center of gravity is toward the direction of the intended turn.

To end the turning procedure, the ground contacting members may be further turned in the direction of intended turn until the center of weight 99 is positioned in the middle of the transportation device 901 (i.e. as illustrated at the first point in time 910).

Preferably the direction of each ground contacting member may be independently controlled (by the steering control mechanism). In other words, each ground contacting member may be separately steered.

This allows the turning maneuver to be controlled with more precision and increased accuracy in controlling the position of the center of gravity 999 of the user support.

Furthermore, such an embodiment would be particularly advantageous for the transportation device previously described, as this would allow for greater control over the user support center of gravity.

Independently steerable wheels also improve the maneuverability and agility of the transportation device. By way of example, the transportation device may be able to move sideways (“crab”) or rotate upon the spot.

For example, with reference to Figure 10, the transportation device 901 may be adapted to be operable in a rotation mode 940, in which the first 902a, second 902b, third 903a and fourth 904b ground contacting member are arranged in a circle, so as to allow the transportation device 901 to rotate on the spot (i.e. about the center of the chassis).

This also provides a reduction in power consumption of the transportation device (for example, when moving lanes, the vehicle would not be required to move forward and sideways, but may rather simply move sideways) rendering the transportation device more ecofriendly.

In other embodiments, different sets of wheels may be independently controlled. By way of example, there may be considered a front set of wheels 902a, 902b and a second set of wheels 903a, 903b, each set being independently controllable; but each wheel within a same set being controlled in the same manner.

In other words, there may be embodiments in which wheels of the transportation device are positioned on at least two separate axles, each axles being controllably steered (i.e. by the steering control mechanism).

This would allow for the transportation device to readily perform the automatic turning procedure outlined above, whilst having a reduced complexity in steering.

The indication of intention to turn may, for example, be received based on a user input (e.g. a user driving the transportation device) or from an autonomous driving arrangement. The indication of intention to turn may, therefore, be an electronic signal received by a steering control mechanism. The indication of intention to turn may, for example, specify a desired angle or magnitude of an intended or desired turn.

In at least one embodiment, the transportation device is adapted to determined whether a turning procedure can be safely or legally performed or whether it is possible to perform the turning procedure. The transportation device may determine not to perform a turning procedure (e.g. even if requested to do so by a user) if it is determined to be unsafe, illegal or impossible.

By way of example, a user may input an indication of intention to turn (e.g. perform a U-turn). The transportation device may determine whether it is possible or legal to perform the turn (e.g. based on mapping and location data or based on information from a LIDAR system). In response to the transportation device determining that it is not possible to perform the turn, the transportation device will not perform the turn.

In embodiments, a LIDAR system may be employed to determine an environment in the vicinity of the transportation device to determine whether there is room to safely perform a turn, or whether there are other transportation devices in which may be impeded if a turn were performed. Based on this determination, the transportation device may determine whether or not to perform the automatic turning procedure.

Such embodiments increase a safety of the transportation device.

It will be apparent that such the concept of determining whether to perform a turning procedure is not limited to embodiments described herein, but may be applied to any conventional (e.g. a manual device without an orientable user support) transportation device. However, such embodiments are particularly advantageous to transportation devices described herein, as this allows for greater automation, further reducing a user’s perception of travelling.

A transportation device according to an embodiment comprises a load sensor adapted to determine a weight of the user support (and user positioned therein). This would allow the transportation device to predict a fictitious force perceived by a user, and help align the user in line with the net perceived force.

Described embodiments may be particularly useful to a narrow (<900mm) transportation device. This is because a low stability of such a transportation device may be mitigated by controlling the tilt of the user support.

The net perceived force may be otherwise considered to be the perceived acceleration (i.e. a feeling of acceleration).

Other variations to the disclosed embodiments can be understood and effected by those skilled in the art in practicing the claimed invention, from a study of the drawings, the disclosure, and the appended claims. In the claims, the word comprising does not exclude other elements or steps, and the indefinite article a or an does not exclude a plurality. The mere fact that certain measures are recited in mutually different dependent claims does not indicate that a combination of these measured cannot be used to advantage. Any reference signs in the claims should not be construed as limiting the scope.

Claims

1. A transportation device comprising: a chassis;

at least one ground contacting member coupled to the chassis; a user support adapted to support a user;

an orientation arrangement adapted to controllably adjust the orientation of the user support with respect to the chassis; and an orientation control system adapted to control the orientation arrangement so as to control the orientation of the user support with respect to the chassis based on a change in a first fictitious force perceived by the user, the first fictitious force corresponding to a linear acceleration of the transportation device.

2. The transportation device of claim 1, wherein the orientation control system is further adapted to control the orientation of the user support to at least partially compensate for a change in the first fictitious force perceived by the user.

3. The transportation device of claim 1 or 2, wherein the orientation control system is further adapted to control the orientation of the user support to at least partially compensate for a change in at least a second fictitious force perceived by the user, the second fictitious force corresponding to a centripetal force of the transportation device.

4. The transportation device of any preceding claim, wherein the orientation control system is adapted to control the orientation of the user support so as to orient the user in the direction of the net perceived force of the user.

5. The transportation device of any preceding claim, wherein the orientation arrangement is adapted to controllably adjust at least a pitch and roll of the user support with respect to the chassis.

6. The transportation device of any preceding claim, wherein the orientation arrangement comprises at least one actuator coupled between the user support and the chassis.

7. The transportation device of any preceding claim, further comprising a joint adapted to couple the user support to the chassis, being adapted to receive at least a portion of the weight of the user support.

8. The transportation device of claim 7, wherein the joint comprises a dampening arrangement adapted to dampen a movement of the user support with respect to the chassis.

9. The transportation device of claim 8, wherein the dampening arrangement comprises a shock absorption arrangement adapted to absorb a shock applied to at least the user support.

10. The transportation device of any of claims 7 to 9, wherein the joint is adapted to allow simultaneous movement in at least two planes.

11. The transportation device of any preceding claim, wherein the user support comprises a pod adapted to wholly enclose at least one user of the transportation device.

12. The transportation device of claim 11, wherein the pod is further adapted to be removable from the transportation device.

13. The transportation device of claim 11 or 12, wherein the pod is substantially opaque.

14. The transportation device of any preceding claim having a width no greater than 900mm.

15. The transportation device of any preceding claim, further comprising a terrain detecting unit adapted to detect a terrain in the vicinity of the transportation device, wherein the orientation control system is adapted to control the orientation of

5 the user support based on the detected terrain.

16. The transportation device of any preceding claim, further comprising a path prediction unit adapted to predict a path of the transportation device, wherein the orientation control system is adapted to control the orientation of the user support

10 based on the predicted path.

17. The transportation device of any preceding claim, wherein each ground contacting member comprises a wheel.

15

18 The transportation device of any preceding claim, wherein the orientation control system is adapted to control the user support so as to maintain an equilibrioception of the user.

19. The transportation device of any preceding claim, wherein the

20 transportation device is operable in an autonomous mode in which driving of the device is performed autonomously.

20. The transportation device of any preceding claim, wherein the transportation device is adapted to perform an automatic counter steering procedure

25 in response to an indication of intent to turn.

21. A transportation device substantially as herein described above with reference to the accompanying figures.

Intellectual

Property

Office

Application No: GB1614673.0