WO2011031992A2 - Personal transport vehicle - Google Patents

Personal transport vehicle Download PDF

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Publication number
WO2011031992A2
WO2011031992A2 PCT/US2010/048460 US2010048460W WO2011031992A2 WO 2011031992 A2 WO2011031992 A2 WO 2011031992A2 US 2010048460 W US2010048460 W US 2010048460W WO 2011031992 A2 WO2011031992 A2 WO 2011031992A2
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
wheel
frame
wheels
configuration
Prior art date
Application number
PCT/US2010/048460
Other languages
French (fr)
Other versions
WO2011031992A3 (en
Inventor
Peter Dilworth
Olaf Bleck
Benjamin J. Poss Gulak
Original Assignee
Bpg Inc.
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Bpg Inc. filed Critical Bpg Inc.
Publication of WO2011031992A2 publication Critical patent/WO2011031992A2/en
Publication of WO2011031992A3 publication Critical patent/WO2011031992A3/en

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K17/00—Cycles not otherwise provided for
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K11/00—Motorcycles, engine-assisted cycles or motor scooters with one or two wheels
    • B62K11/007—Automatic balancing machines with single main ground engaging wheel or coaxial wheels supporting a rider
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K13/00—Cycles convertible to, or transformable into, other types of cycles or land vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K15/00—Collapsible or foldable cycles
    • B62K15/006—Collapsible or foldable cycles the frame being foldable
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K5/00—Cycles with handlebars, equipped with three or more main road wheels
    • B62K5/02—Tricycles
    • B62K5/027—Motorcycles with three wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/12—Bikes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/16—Single-axle vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2260/00—Operating Modes
    • B60L2260/20—Drive modes; Transition between modes
    • B60L2260/34—Stabilising upright position of vehicles, e.g. of single axle vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the invention relates to a personal transport vehicle in which the relative spacing of the wheels changes while the vehicle is in motion.
  • Motorized vehicles such as cars, trucks and motorcycles are very popular ways of moving from place to place. However, it can be very expensive to own, store and operate such vehicles. In addition, conventional motorized vehicles employing internal combustion engines can sometimes produce unacceptable amounts of pollution.
  • Bicycles although a very environmentally friendly alternative to motorized vehicles, can be of limited value due to relatively low speed of travel and issues related to rider safety and fatigue.
  • a personal transport vehicle which can transition between a first operating mode and a second operating mode.
  • the vehicle In the first operating mode, the vehicle is in a structural configuration referred to as a "unicycle mode", and is operated using first set of steering, vehicle speed, and balance controls that reflect the unicycle structural configuration.
  • the vehicle In the second operating mode, the vehicle is in a structural configuration referred to as a "motorcycle mode", and is operated using second set of steering, vehicle speed, and balance controls that reflect the motorcycle structural configuration.
  • the vehicle includes a vehicle controlled dynamic system that controls operation of the vehicle in both unicycle and motorcycle modes, and in transition of the vehicle between the unicycle mode and the motorcycle mode during forward motion of the vehicle. The transition can occur while the vehicle is stationary or while the vehicle is in motion. In the latter case, the transition may occur automatically at a predetermined vehicle speed, or may be directed by a vehicle operator.
  • a personal transport vehicle that includes a frame, a first wheel and a second wheel connected to the frame, and a drive system mounted to the frame and configured to drive at least one of the first and second wheels.
  • the wheels are configured to move relative to each other while the vehicle is in motion such that the spacing in the direction of travel of the vehicle between the axis of rotation of the first wheel and the axis of rotation of the second wheel changes.
  • the personal transport vehicle may include one or more of the following features:
  • the wheels are configured to transition, while in motion, between a first configuration and a second configuration, wherein in the first configuration the rotational axis of a first wheel is spaced apart a first distance fiom the rotational axis of a second wheel along the direction of travel, in the second configuration the rotational axis of the first wheel is spaced apart a second distance from the rotational axis of the second wheel along the direction of vehicle travel, and the second distance is less than the first.
  • the second distance is substantially zero.
  • the transition between the first configuration and the second configuration occurs at a predetermined vehicle speed.
  • the vehicle operates in the first configuration at vehicle speeds below a predetermined speed and operates in the second configuration at vehicle speeds above the predetermined speed.
  • the vehicle includes a third configuration in which the rotational axis of the first wheel is spaced apart a third distance from the rotational axis of the second wheel along the direction of vehicle travel, and the third distance is less than the first distance and greater than the second distance.
  • the personal transport vehicle also includes a third wheel wherein the wheels are configured to move relative to each other while the vehicle is in motion such that the spacing in the direction of travel of the vehicle between the axis of rotation of the first and third wheels remains constant, and spacing of the axis of rotation of the second wheel changes relative to that of the first and third wheels.
  • a personal transport vehicle that includes a frame, a first wheel and a second wheel connected to the frame, and a drive system mounted to the frame and configured to drive the wheels.
  • the vehicle is configured to transition, while in motion, between a first configuration in which the wheels are arranged side-by-side and a second configuration in which the wheels are splayed in the firont-to-rear direction of the vehicle.
  • the frame is configured to maintain the wheels in an orientation in which the plane of rotation of the first wheel is parallel to the plane of rotation of the second wheel.
  • the personal transport vehicle may include one or more of the following features:
  • the frame comprises a first arm which supports the first wheel, a second arm which supports the second wheel, and a superstructure connected to the first and second arms so as to permit relative movement of the first and second arms in opposed directions along the direction of vehicle travel.
  • the first arm and the second arm each include a cam surface, and the superstructure is configured to engage the respective cam surfaces of the first and second arms, and the cam surfaces of the first and second arms are configured to maintain the wheels in an orientation in which the plane of rotation of the first wheel is parallel to the plane of rotation of the second wheel.
  • the vehicle further includes a steering control system configured to permit, in at least one configuration, a wheel orientation in which the plane of rotation of the first wheel is not parallel to the plane of rotation of the second wheel.
  • a personal transport vehicle which includes a frame, a first wheel and a second wheel connected to the frame, and a drive system mounted to the frame and configured to drive the wheels.
  • the vehicle is configured to transition, while in motion, between a first configuration and a second configuration.
  • the contact point of a first wheel with an underlying surface is spaced apart a first distance from the contact point of a second wheel with the underlying surface along the direction of vehicle travel
  • the contact point of first wheel and of the second wheel are substantially aligned along an axis transverse to the direction of travel.
  • a personal transport vehicle that includes a frame, wheels connected to the frame, and a drive system mounted to the frame and configured to drive the wheels.
  • the vehicle is configured to transition, while in motion, between a first steering mode and a second steering mode.
  • the wheel rotational axes are each substantially parallel to an axis transverse to the direction of vehicle travel, and the vehicle is steered by differential speed control of the respective wheels, and in the second mode, the vehicle is steered by changing the angle between the rotational axis of one of the wheels relative to the rotational axis of another wheel.
  • the personal transport vehicle may include the following feature:
  • the frame further comprises handlebars and sensors for detecting pressure applied to the handlebars and turn angle of the handle bars, and in the first steering mode the differential speed control is based on detected pressure and in the second steering mode the relative change in wheel rotational axes is based on detected turn angle.
  • a personal transport vehicle includes a frame including a throttle, wheels connected to the frame, a drive system mounted to the frame and configured to drive the wheels, inertia sensors mounted to the frame and a throttle sensor mounted to the throttle to detect throttle position.
  • the vehicle is configured to transition, while in motion, between a first operating mode and a second operating mode. In the first operating mode, the vehicle speed is controlled based at least in part on input from inertial sensors, and in the second operating mode, the vehicle speed is controlled based on input from the throttle sensor.
  • a personal transport vehicle includes a frame, wheels connected to the frame, a drive system mounted to the frame and configured to drive the wheels, and inertia sensors mounted to the frame.
  • the vehicle is configured to transition, while in motion, between a first operating mode and a second operating mode.
  • the wheels are positioned relative to the frame so the contact point of a first wheel with an underlying surface is spaced apart a first non-zero distance from the contact point of a second wheel with the underlying surface along the direction of vehicle travel, and in the second operating mode, the wheels are positioned relative to the frame so that the respective contact points of the wheels with the underlying surface are substantially aligned along an axis transverse to the direction of travel of the vehicle, and the vehicle pitch is controlled based on input from the inertia sensors.
  • a personal transport vehicle includes a frame, wheels connected to the frame, a drive system mounted to the frame and configured to drive the wheels and inertia sensors mounted to the frame.
  • the vehicle is configured to transition between a first operating mode and a second operating mode. At least one of steering control, speed control, and wheel spacing along a direction of vehicle travel changes in the second operating mode relative to its counterpart in the first operating mode.
  • a personal transport vehicle that includes a frame, a first wheel and a second wheel connected to the frame, and a drive system mounted to the frame and configured to drive at least one of the first and second wheels.
  • the wheels are configured to move relative to each other while the vehicle is in stationary such that the spacing in the direction of travel of the vehicle between the axis of rotation of the first wheel and the axis of rotation of the second wheel changes.
  • a personal transport vehicle includes a frame, a first wheel and a second wheel connected to the frame and a drive system mounted to the frame and configured to drive the wheels.
  • the vehicle configured to transition between a first configuration in which the wheels are arranged side -by-side and a second configuration in which the wheels are splayed in the front-to-rear direction of the vehicle, and the frame is configured to maintain the wheels in an orientation in which the plane of rotation of the first wheel is parallel to the plane of rotation of the second wheel.
  • a personal transport vehicle which transitions between a uni cycle mode and a motorcycle mode is advantageous both in urban and rural settings, and thus the same vehicle can be used efficiently in both settings.
  • the vehicle In the unicycle mode, the vehicle is compact in size for ease of parking and storage, and for nimble movement in crowds and traffic.
  • the motorcycle mode In the motorcycle mode, the vehicle can be used at higher speeds to quickly and comfortably negotiate longer distances. In both modes, the vehicle is driven using electric motors whereby the cost to operate and ecological footprint are minimized.
  • FIG. 1 is a front perspective view of the personal transport vehicle in unicycle mode.
  • FIG. 2 is a front perspective view of the internal structure of the vehicle of FIG. 1.
  • FIG. 3 is a side view of the internal structure of the vehicle of FIG. 1.
  • FIG. 4 is a front perspective view of the internal structure of FIG. 1 across line 4— 4 of FIG. 3.
  • FIG. 5 is a right side view of the internal structure of the vehicle of FIG. 1.
  • FIG. 6 is a left side view of the internal structure of the vehicle of FIG. 1.
  • FIG. 7 is a top view of the internal structure of the vehicle of FIG. 1.
  • FIG. 8 is a top view of the internal structure of the vehicle of FIG. 1 as seen across line 4—4 of FIG. 3.
  • FIG. 9 is a rear view of the internal structure of the vehicle of FIG. 1.
  • FIG. 10 is a bottom view of the internal structure of the vehicle of FIG. 1.
  • FIG. 11 is a front view of the internal structure of the vehicle of FIG. 1.
  • FIG. 12 is a perspective view of the center block.
  • FIG. 13 is a top view of the center cam.
  • FIG. 14 is a perspective view of the underside surface of the center cam.
  • FIG. 15 is a side view of the vehicle of FIG. 1 in motorcycle mode.
  • FIG. 16 is a perspective view of the internal structure of the vehicle of FIG. 2.
  • FIG. 17 is a right side view of the internal structure of the vehicle of FIG. 2.
  • FIG 18 is a perspective sectional view of the internal structure of the vehicle of FIG. 2 as seen across line 18— 18 of Fig. 20.
  • FIG. 19 is a sectional view of the internal structure of the vehicle of FIG. 2 as seen across line 18— 18 of Fig. 20.
  • FIG. 20 is a top view of the internal structure of the vehicle of FIG. 2.
  • FIG. 21 is a left side view of the internal structure of the vehicle of FIG. 2.
  • FIG. 22 is a rear view of the internal structure of the vehicle of FIG. 2.
  • FIG. 23 is a bottom view of the internal structure of the vehicle of FIG. 2.
  • FIG. 24 is a front view of the internal structure of the vehicle of FIG. 2.
  • FIG. 25 is a perspective view of the internal structure of the vehicle during transition between unicycle mode and motorcycle mode.
  • FIG. 26 is a right side view of the internal structure of the vehicle of FIG. 25.
  • FIG. 27 is a left side view of the internal structure of the vehicle of FIG. 25.
  • FIG. 28 is a front view of the internal structure of the vehicle of FIG. 25.
  • FIG. 29 is a rear view of the internal structure of the vehicle of FIG. 25.
  • FIG. 30 is a top view of the internal structure of the vehicle of FIG 25.
  • FIG. 31 is a bottom view of the internal structure of the vehicle of FIG. 25.
  • FIG. 32 is a schematic diagram of the overall control system of the vehicle.
  • FIG. 33 is a schematic diagram of the control system of the vehicle in unicycle mode.
  • FIG 34 is a schematic diagram of the control system of the vehicle in motorcycle mode.
  • FIGS. 35-53 are views of a first alternative embodiment of the invention.
  • FIGS. 54-61 are views of a second alternative embodiment of the invention.
  • FIGS. 62-67 are views of a third alternative embodiment of the invention.
  • FIGS. 68-78 are views of a fourth alternative embodiment of the invention.
  • the personal transport vehicle 200 is illustrated in the unicycle mode.
  • the vehicle 200 includes a seat 204, handlebars 206, foot pegs 210 and cowling 220 mounted to a vehicle frame 300 (the frame 300 is shown in Fig. 2 with the preceding structures removed).
  • the handlebars 206 incorporate a throttle 208 for controlling vehicle speed.
  • the vehicle 200 includes a pair of wheels 222, 224 which are connected to the frame 300.
  • the wheels 222, 224 are arranged side- by-side so that the rotational axis Al of the first wheel 222 and the rotational axis A2 of the second wheel 224 are substantially aligned in the front to rear direction of the vehicle 200, and are parallel to an axis AT transverse to the direction of movement of the vehicle 200.
  • the wheels 222, 224 are spaced apart a distance dl along the transverse axis AT. The distance dl is sufficient to laterally support the vehicle 200 while at rest.
  • the frame 300 includes a superstructure 310 which supports the seat 204, handlebars 206, power supply (not shown) and electronic control unit 130.
  • the frame 300 also includes substructure 370 which supports the wheels 222, 224, and a transition subassembly 330 disposed between the superstructure 330 and substructure 370.
  • the transition subassembly 330 connects the superstructure 310 and substructure 370, permits relative wheel displacement in the front-to-rear direction of the vehicle 200, and enables vehicle steering in when the vehicle 200 is in motorcycle mode.
  • the superstructure 310 includes a base plate 312 to which the seat 204, handlebars 206, power supply (not shown), electronic control unit 130 and driver position motor 314 are mounted.
  • the driver position motor 314 includes a pinion 316 that engages a rack 338 provided on the top plate 332 of the transition subassembly 330, and is used to position the base plate 312, and thus the position of the seat 204, in the front-to-rear direction of the vehicle relative to the top plate 332 of the transmission subassembly 330.
  • the transition subassembly includes the top plate 332 which serves as a rigid, substantially horizontal platform.
  • the top plate 332 is rotatably supported from below by the center block 302 (FIG. 12) of the substructure 370 (described below). More specifically, a thrust bearing (not shown) is mounted within a bushing 306 that extends upward from the upper surface of the center block 302 and is connected to the underside of the top plate 332, permitting the top plate 332 to rotate about a vertical axis.
  • a thrust bearing (not shown) is mounted within a bushing 306 that extends upward from the upper surface of the center block 302 and is connected to the underside of the top plate 332, permitting the top plate 332 to rotate about a vertical axis.
  • the top plate 332 also includes a front pin 342 which extends downward from the underside of the top plate 332 near its front end, and a rear pin 344 which extends downward from the underside of the top plate near its rear end.
  • the front and rear pins 342, 344 engage tracks 402, 406 provided in the front and rear cams 400, 404 of the second arm 374 of the substructure.
  • engagement of front and rear pins 342, 344 with the front and rear cams 400, 404 causes the top plate 332, and thus the superstructure 310, to rotate about a vertical axis in concert with second arm 374. In effect, this mechanism maintains the seat 204 in a parallel arrangement with the plane of rotation of the wheels 222, 224 at all times, and particularly during transition between unicycle and motorcycle modes of operation.
  • the transition subassembly includes a central cam 346 disposed below the top plate 332.
  • the central cam 346 is a generally oval plate having a center opening 345, which is dimensioned to permit the bushing 306 of the center block 302 to extend upward therethrough.
  • a pair of linear bearings 340 are disposed between the upper surface 347 of the central cam 346 and the top plate 332. The linear bearings 340 permit the central cam to move laterally from side-to-side relative to the top plate 332.
  • the central cam 346 is configured to rotate about a vertical axis and also to move laterally.
  • the underside surface 347 of the central cam 346 has a pair of tracks 350, 352 formed along opposed peripheral edges thereof.
  • the tracks 350, 352 are dimensioned to receive and direct cam followers 414 provided on steering arms 408.
  • the steering arms 408 are fixed to the wheel forks 378, and thus movement of the steering arms 408 results in a change in direction of the plane of rotation of the wheels 222, 224.
  • a sideways movement of the central cam 346 permits steering of the wheels 222, 224. In the configuration shown, the wheels 222, 224 are turned simultaneously and in opposite directions during such steering.
  • the central cam 346 provides the following advantages: A single drive device can be used to steer both wheels.
  • the drive device used to achieve lateral movement of the central cam is an electric motor (not shown), but other drive device and/or methods including hydraulic drives and direct mechanical linkage, are within the scope of the invention.
  • control of the angle of the wheel is achieved through a passive mechanical device rather than via electronic control. By doing so, safety issues related to steering during electronic control system faults are avoided, and the overall system load of the control system is reduced.
  • the substructure 370 includes the central block 302, first and second arms 372, 374, and the wheel suspension structure 375, 377, 378, 380.
  • the central block 302 includes parallel through holes 304, 304 which receive linear bearings 376, 376.
  • the first and second arms 372, 374 are supported on the linear bearings so as to be moveable generally in the front-to-rear direction relative to central block 302.
  • the first and second arms 372, 374 are L-shaped plates formed to be elongate in the front-to-rear direction of the vehicle 200.
  • Each arm 372, 374 includes a rack 373 that extends in the front-to-rear direction of the vehicle 200, and a transition drive motor 392 is connected to each rack 373 via a pinion 393 to effect relative movement of the arms 372, 374.
  • Each of the wheels 222, 224 is driven by a wheel hub motor 384, and includes a rotor 387 and calipers 388 to permit disc braking.
  • Each of the wheels 222, 224 is suspended from respective first and second arms 372, 374 via a fork 378 and shock absorbers 380.
  • the upper portion of each fork 378 includes a post 377 that extends vertically upward through an opening formed in the corresponding arm 372, 374.
  • the substructure also includes a pair of steering arms 408, 408.
  • One steering arm 408 is used to steer each wheel 222, 224.
  • the steering arms 408, 408 are elongate levers that are disposed on the upper side of the respective arm 372, 374.
  • One end of a steering arm 408 is fixed to the upper end of a respective post 377, and the other end of the steering arm 408 is provided with cam followers 414.
  • the cam followers 414 are received in tracks 450, 452 of the central cam 346 to permit wheel steering.
  • the arms 372, 374 are driven to move in opposed directions relative to the vehicle center along a corresponding linear bearing 376 that is supported by each arm 372, 374.
  • the wheels 222, 224 become splayed as the first arm 372 moves forward and the rear arm 372 moves rearward.
  • the wheels 222, 224 contract toward the center of the vehicle 200 as the first arm 372 moves rearward and the rear arm 372 moves forward relative to the upper platform 310.
  • the vehicle 200 is shown in the motorcycle mode.
  • the wheels 222, 224 are positioned relative to the frame so that the first wheel 222 is moved forward along the frame 300 toward the front of the vehicle 200, and the second wheel 224 is moved rearward along the frame 300 toward the rear of the vehicle 200.
  • the wheels 222, 224 are aligned in a front-to-rear arrangement so that the rotational axis Al of the first wheel 222 and the rotational axis A2 of the second wheel 224 are substantially spaced apart a distance d2 in the front to rear direction of the vehicle, and are parallel to a transverse axis AT.
  • the wheels 222, 224 are not spaced apart along a transverse axis AT. That is to say, the front wheel 222 and the rear wheel 224 rotate in substantially the same plane when in motorcycle mode.
  • the vehicle controlled dynamic system 100 includes a physical system 100 and an electronic control system 130.
  • a human operator (driver) 150 uses manual controls 152 to interact with the physical system 110 directly, or via the electronic control system 130.
  • the physical system 110 includes the mechanical systems 114 of the vehicle 200 (e.g., wheels, steering suspension, etc.).
  • a number of components of the mechanical system are driven, for example, each of the wheels 222, 224 are coupled to a wheel drive 384, which include electric motors embedded in the hubs of the wheels.
  • the driver's position is controlled in a forward-aft direction according to the driver position drive 314.
  • the overall "splay" configuration of the vehicle is controlled by the transition drive 392.
  • the physical system 110 also includes various sensors 112 that provide inertial measurements (e.g., 3-axis acceleration and 3 axis gyroscope), and data related to vehicle speed, suspension compression (e.g., to measure the side -to-side tilt of the vehicle), throttle position, brake lever position, handle bar position and/or torque, current vehicle configuration including fore-aft wheel separation, and battery voltage and current levels.
  • inertial measurements e.g., 3-axis acceleration and 3 axis gyroscope
  • data related to vehicle speed e.g., 3-axis acceleration and 3 axis gyroscope
  • vehicle speed e.g., 3-axis acceleration and 3 axis gyroscope
  • suspension compression e.g., to measure the side -to-side tilt of the vehicle
  • throttle position e.g., to measure the side -to-side tilt of the vehicle
  • brake lever position e.g., to measure the side -to-side tilt of the vehicle
  • the electronic control system 130 includes a splay drive control 132, which provides a input to the transition drive 392, and a driver position control 134, which provides an input the to driver position drive 314.
  • the wheel drives 384 accept an input from the control system 130, which is based on input from the wheel speed control 136, which determines the common rotation mode of the wheels for causing forward motion of the vehicle, and/or input from a differential wheel control 138 for causing the wheels to rotate at different speeds thereby causing turning of the vehicle.
  • the operator 150 interacts with manual controls 152, which include a throttle and/or brake, and a steering mechanism (e.g., handlebars).
  • the mechanical output of the steering mechanism is passed to a steering mechanism 116 of the physical system 110.
  • a steering lockout control 142 of the electronic control system provides an input to the steering mechanism 116, which determines whether the manual steering inputs are passed to the mechanical systems or are locked out (i.e., inactive).
  • sensors 112 provide inertial measurements (e.g., 3-axis acceleration and 3-axis gyroscope) and optionally other measurements such as vehicle speed and suspension compression (e.g., to measure the side -to-side tilt of the vehicle).
  • the sensor measurements are passed to the wheel speed control 136, which effectively maintains a target vehicle angle to the horizontal or road angle, and to the wheel differential control 138, which affects a turning of the vehicle according to input from the handlebar sensors and/or the side-to-side tilt of the vehicle.
  • the speed of the vehicle is controlled indirectly by modifying the center of gravity (CG) of the driver using the driver position control 134 (throttle 208) and the driver position drive 314.
  • the drive 314 moves the driver's seat in a forward-aft direction, changing the position of the CG.
  • the control loop effectively increases wheel speed to compensate for the change in CG and maintain the vehicle in the upright position.
  • the control system disables use of the hand brakes so that direct braking via the disc brakes is prevented.
  • actuation of the hand brakes while in unicycle mode is detected by the control system and results movement of the CG by the driver position drive 314 to achieve slowing of the wheel drive motors 384.
  • Vehicle deceleration can also be achieved through release or reverse actuation of the throttle.
  • the control system prevents manual steering of the wheels via the handlebars 206.
  • the driver indicates a desired turn direction and turn angle by applying pressure to the handlebars 206, which are provided with
  • potentiometers and/or pressure sensors such as strain gauges. Steering is accomplished using steer-by-wire through differential control of wheel speed.
  • the wheel differential control 138 portion of the electronic control 130 uses manual steering input (e.g., detected pressure on handlebars) to determine the degree of differential rotation speed of the wheels.
  • the degree of lean of the vehicle as detected by sensors 112 can also be used as an input to cause turning of the vehicle, and can also be used in a closed loop to stabilize the vehicle in the lateral direction.
  • the seat position including angle relative to the horizontal and fore-aft position relative to the vehicle frame, is actively controlled in motorcycle mode, which might be useful when going up or down steep hills, again from a ride comfort point of view. For example if going down a steep hill one wants to sit way back
  • a variant of the mode shown in FIG. 33 is used when the vehicle in on a hill.
  • the vehicle senses the hill angle from the inertial sensors and adjusts the vehicle pitch angle so that it is not level with the ground, so as to give a better riding experience.
  • the electronic control systems in this case may move the seat, superimposing a CG shift over the rider's throttle commanded seat position. This will be transparent to the rider.
  • the vehicle in motorcycle mode, the vehicle effectively runs open loop control between the throttle and motors (i.e. loop is closed entirely through driver speed perception).
  • the seat is moved to a predefined position by the controller 130, steering control is enabled and mechanical brakes are unlocked.
  • the vehicle speed is controlled based on detected throttle actuation.
  • steering is accomplished using steer-by -wire based on detected manual steering input via the handlebars 206.
  • the wheel differential control 138 portion of the electronic control system 130 is locked out, and the handle bars 206 are permitted to rotate.
  • the amount of handlebar turning is detected by a sensor such as potentiometer, and the control system 130 effects turning by changing the direction of both wheels 222, 224.
  • this is achieved by moving the cams 390 relative to the arms 372, 374 of the vehicle frame 300. Doing so changes the angle between the rotational axis Al of one of the wheels 222 relative to the rotational axis A2 of the other wheel 224, resulting in turning of the vehicle 200.
  • vehicle steering in motorcycle mode not limited to this, and may be accomplished directly, through use of a hydraulic system, or other known methods.
  • the vehicle 200 behaves exactly like a motorcycle and no other data is considered for steady state control.
  • the vehicle 200 may be operated at low speeds in both uni cycle and motorcycle mode.
  • the control system 130 will prevent operation of the vehicle 200 in unicycle mode at speeds higher than a predetermined value.
  • transition from unicycle mode to motorcycle mode is made. This transition may occur automatically at the predetermined vehicle speed, or may be directed by a vehicle operator 150.
  • the vehicle 200 can be operated at any desired speed, and transition from motorcycle mode to unicycle mode is made through direction of the vehicle operator 150.
  • the vehicle supports a transition mode, which permits driving of the vehicle as it makes a transition from the control approach shown in FIG. 33 to that shown in FIG. 34, or back.
  • this mode includes some preset mechanical steering that keeps the wheels aligned during transition, accomplished with a track and cam followers.
  • This preset steering can also have a combination of user-input mechanical and differential steering superimposed upon it so that one can actually steer during the transition.
  • a first alternative embodiment includes a two-wheeled vehicle 500 in which each wheel 522, 524 is connected to the vehicle body 530 via a linkage system 540 such as a four bar linkage which permits the first wheel 522 to scissor relative to the second wheel 524 during forward motion of the vehicle 500.
  • a linkage system 540 such as a four bar linkage which permits the first wheel 522 to scissor relative to the second wheel 524 during forward motion of the vehicle 500.
  • the wheels 522, 524 when in the unicycle mode, are arranged side- by-side so that the rotational axis Al of the first wheel 522 and the rotational axis A2 of the second wheel 524 are substantially aligned in the front to rear direction of the vehicle 500, and are parallel to an axis AT transverse to the direction of movement of the vehicle 500.
  • the wheels 522, 524 are spaced apart a distance d3 along the transverse axis AT that is sufficient to laterally support the vehicle 500 while at rest.
  • the wheels 522, 524 are positioned relative to the vehicle body 530 so that the first wheel 522 moves forward toward the front of the vehicle 500, and the second wheel 524 moves rearward toward the rear of the vehicle 500.
  • the vehicle 500 may be controlled so that the seat position remains generally horizontal, regardless of the incline of the supporting surface 540.
  • a second alternative embodiment includes a two wheeled vehicle 600 in which the front (first) wheel 622 is similar in size and shape to that of previous embodiments, and the rear (second) wheel 624 has a wide tread relative to that of the first wheel 622.
  • the vehicle body 630 includes a rear portion 632 which rotatably supports the rear wheel 624, a front portion 636 which rotatably supports the front wheel 622, and a mid portion 634 pivotally joined to the rear portion along a first pivot axis PI and pivotally joined to the front portion 636 along a second pivot axis P2.
  • the wheels 622, 624 are positioned relative to the vehicle body 530 so that the first wheel 622 is forward of the front of the vehicle body 630, and the second wheel 624 is centrally supported on the rear portion 632.
  • the vehicle body 630 is rearranged so that the mid portion 634 is rotated upward and rearward about the first pivot axis PI , and the front portion 636 simultaneously rotates forward and down about the second pivot axis P2.
  • the rotation of the front portion 636 is to the extent that the first wheel 622 is retracted into the mid portion 634 of the vehicle body and no longer contacts the underlying ground surface.
  • the rear wheel 624 has a tread width that is sufficient to laterally support the vehicle 600 while at rest.
  • a third alternative embodiment includes a three wheeled vehicle 700.
  • a pair of rear wheels 723, 724 are connected to the vehicle body 730 via a first linkage 740 so as to reside in a side-by-side arrangement positioned generally below the seat 704.
  • a front wheel 722 is connected to the vehicle body 530 via a second linkage 742 so as to extend forward of the vehicle body 730.
  • the second linkage 742 is folded inward to position the front wheel 722 between the rear wheels 723, 724.
  • the wheels 722, 723, 724 are arranged side-by-side so that the rotational axis Al of the first wheel 722, the rotational axis A2 of the second wheel 723, and the rotational axis A3 of the third wheel 724 are substantially aligned in the front to rear direction of the vehicle 700, and are parallel to an axis AT transverse to the direction of movement of the vehicle 700.
  • the wheels 722, 723, 724 are spaced apart a distance dl along the transverse axis AT that is sufficient to laterally support the vehicle 700 while at rest.
  • a fourth alternative embodiment includes a three wheeled vehicle 800.
  • the vehicle body 830 includes a rear portion 832, a front portion 836 which rotatably supports the front wheel 822, and a mid portion 834 pivo tally joined to the rear portion along a first pivot axis PI and pivotally joined to the front portion 636 along a second pivot axis P2.
  • the rear portion 832 includes a swing arm 833 which rotatably supports the pair of rear wheels 823, 824 in a side-by-side arrangement.
  • the rear wheels 823, 824 are positioned substantially below the seat 804, and the front wheel 822 is forward of the front of the vehicle body 830.
  • the vehicle body 830 In the unicycle mode, the vehicle body 830 is rearranged so that the mid portion 834 is rotated upward and rearward about the first pivot axis PI, and the front portion 636
  • the first wheel 822 is retracted into the mid portion 634 of the vehicle body and no longer contacts the underlying ground surface.
  • the wheels 823, 824 are spaced apart a distance dl along the transverse axis AT that is sufficient to laterally support the vehicle 800 while at rest.
  • inventive concepts disclosed herein for a personal transport vehicle include embodiments used by human operators for transportation of self and other items.

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  • Automatic Cycles, And Cycles In General (AREA)
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Abstract

A personal transport vehicle is disclosed that can transition, while in motion, between a unicycle and motorcycle operating modes. The vehicle includes a frame, a first and second wheel connected to the frame, and a drive system mounted to the frame and configured to drive at least one of the first and second wheels. The wheels are configured to move relative to each other while the vehicle is in motion such that the spacing in the direction of travel of the vehicle between the axis of rotation of the first wheel and the axis of rotation of the second wheel changes. In unicycle mode, the wheels are side-by-side and the vehicle is operated using first set of steering, vehicle speed, and balance controls. In the motorcycle mode, the wheels are splayed in the fore-aft direction and the vehicle is operated using second set of steering, vehicle speed, and balance controls.

Description

PERSONAL TRANSPORT VEHICLE
BACKGROUND OF THE INVENTION
CRO S S -REFERENCE TO RELATED APPLICATION PARAGRAPH
This application claims the benefit of U.S. Provisional Application No.
61/241,282 filed on September 10, 2009, the content of which is hereby incorporated by reference in its entirety.
1. Field of the Invention
[001 ] The invention relates to a personal transport vehicle in which the relative spacing of the wheels changes while the vehicle is in motion.
2. Description of the Background Art
[002] Transportation is one of the most important challenges faced by individuals in the modern world. As cities throughout the world grow larger and more complex, individuals who require transportation face more complex challenges relating to vehicle cost, efficiency, timeliness, versatility, maneuverability and storage. These challenges are also present in less densely populated areas, where individuals are often highly dependent on transportation to travel relatively large distances to accomplish their basic needs such as shopping, attending work and school, and visiting family and friends.
[003] Motorized vehicles such as cars, trucks and motorcycles are very popular ways of moving from place to place. However, it can be very expensive to own, store and operate such vehicles. In addition, conventional motorized vehicles employing internal combustion engines can sometimes produce unacceptable amounts of pollution.
Bicycles, although a very environmentally friendly alternative to motorized vehicles, can be of limited value due to relatively low speed of travel and issues related to rider safety and fatigue.
[004] Recent improvements to conventional vehicles have reduced their negative environmental impact, but there remains a need for a vehicle which is versatile enough to be used both in urban settings and rural settings, and which provides maneuverability, compactness for ease of storage, and is also suitable for travel over long distances at higher speeds.
SUMMARY
[005] A personal transport vehicle is provided which can transition between a first operating mode and a second operating mode. In the first operating mode, the vehicle is in a structural configuration referred to as a "unicycle mode", and is operated using first set of steering, vehicle speed, and balance controls that reflect the unicycle structural configuration. In the second operating mode, the vehicle is in a structural configuration referred to as a "motorcycle mode", and is operated using second set of steering, vehicle speed, and balance controls that reflect the motorcycle structural configuration. The vehicle includes a vehicle controlled dynamic system that controls operation of the vehicle in both unicycle and motorcycle modes, and in transition of the vehicle between the unicycle mode and the motorcycle mode during forward motion of the vehicle. The transition can occur while the vehicle is stationary or while the vehicle is in motion. In the latter case, the transition may occur automatically at a predetermined vehicle speed, or may be directed by a vehicle operator.
[006] In some aspects, a personal transport vehicle is provided that includes a frame, a first wheel and a second wheel connected to the frame, and a drive system mounted to the frame and configured to drive at least one of the first and second wheels. The wheels are configured to move relative to each other while the vehicle is in motion such that the spacing in the direction of travel of the vehicle between the axis of rotation of the first wheel and the axis of rotation of the second wheel changes.
[007] The personal transport vehicle may include one or more of the following features: The wheels are configured to transition, while in motion, between a first configuration and a second configuration, wherein in the first configuration the rotational axis of a first wheel is spaced apart a first distance fiom the rotational axis of a second wheel along the direction of travel, in the second configuration the rotational axis of the first wheel is spaced apart a second distance from the rotational axis of the second wheel along the direction of vehicle travel, and the second distance is less than the first. The second distance is substantially zero. The transition between the first configuration and the second configuration occurs at a predetermined vehicle speed. The vehicle operates in the first configuration at vehicle speeds below a predetermined speed and operates in the second configuration at vehicle speeds above the predetermined speed. During the transition between the first configuration and the second configuration, the vehicle includes a third configuration in which the rotational axis of the first wheel is spaced apart a third distance from the rotational axis of the second wheel along the direction of vehicle travel, and the third distance is less than the first distance and greater than the second distance. The personal transport vehicle also includes a third wheel wherein the wheels are configured to move relative to each other while the vehicle is in motion such that the spacing in the direction of travel of the vehicle between the axis of rotation of the first and third wheels remains constant, and spacing of the axis of rotation of the second wheel changes relative to that of the first and third wheels.
[008] In some aspects, a personal transport vehicle is provided that includes a frame, a first wheel and a second wheel connected to the frame, and a drive system mounted to the frame and configured to drive the wheels. The vehicle is configured to transition, while in motion, between a first configuration in which the wheels are arranged side-by-side and a second configuration in which the wheels are splayed in the firont-to-rear direction of the vehicle. The frame is configured to maintain the wheels in an orientation in which the plane of rotation of the first wheel is parallel to the plane of rotation of the second wheel.
[009] The personal transport vehicle may include one or more of the following features: The frame comprises a first arm which supports the first wheel, a second arm which supports the second wheel, and a superstructure connected to the first and second arms so as to permit relative movement of the first and second arms in opposed directions along the direction of vehicle travel. The first arm and the second arm each include a cam surface, and the superstructure is configured to engage the respective cam surfaces of the first and second arms, and the cam surfaces of the first and second arms are configured to maintain the wheels in an orientation in which the plane of rotation of the first wheel is parallel to the plane of rotation of the second wheel. The vehicle further includes a steering control system configured to permit, in at least one configuration, a wheel orientation in which the plane of rotation of the first wheel is not parallel to the plane of rotation of the second wheel.
[010] In some aspects, a personal transport vehicle is provided which includes a frame, a first wheel and a second wheel connected to the frame, and a drive system mounted to the frame and configured to drive the wheels. The vehicle is configured to transition, while in motion, between a first configuration and a second configuration. In the first configuration the contact point of a first wheel with an underlying surface is spaced apart a first distance from the contact point of a second wheel with the underlying surface along the direction of vehicle travel, and in the second configuration the contact point of first wheel and of the second wheel are substantially aligned along an axis transverse to the direction of travel.
[Oi l] In some aspects, a personal transport vehicle is provided that includes a frame, wheels connected to the frame, and a drive system mounted to the frame and configured to drive the wheels. The vehicle is configured to transition, while in motion, between a first steering mode and a second steering mode. In the first steering mode, the wheel rotational axes are each substantially parallel to an axis transverse to the direction of vehicle travel, and the vehicle is steered by differential speed control of the respective wheels, and in the second mode, the vehicle is steered by changing the angle between the rotational axis of one of the wheels relative to the rotational axis of another wheel.
[012] The personal transport vehicle may include the following feature: The frame further comprises handlebars and sensors for detecting pressure applied to the handlebars and turn angle of the handle bars, and in the first steering mode the differential speed control is based on detected pressure and in the second steering mode the relative change in wheel rotational axes is based on detected turn angle.
[013] In some aspects, a personal transport vehicle is provided that includes a frame including a throttle, wheels connected to the frame, a drive system mounted to the frame and configured to drive the wheels, inertia sensors mounted to the frame and a throttle sensor mounted to the throttle to detect throttle position. The vehicle is configured to transition, while in motion, between a first operating mode and a second operating mode. In the first operating mode, the vehicle speed is controlled based at least in part on input from inertial sensors, and in the second operating mode, the vehicle speed is controlled based on input from the throttle sensor.
[014] In some aspects, a personal transport vehicle is provided that includes a frame, wheels connected to the frame, a drive system mounted to the frame and configured to drive the wheels, and inertia sensors mounted to the frame. The vehicle is configured to transition, while in motion, between a first operating mode and a second operating mode. In the first operating mode, the wheels are positioned relative to the frame so the contact point of a first wheel with an underlying surface is spaced apart a first non-zero distance from the contact point of a second wheel with the underlying surface along the direction of vehicle travel, and in the second operating mode, the wheels are positioned relative to the frame so that the respective contact points of the wheels with the underlying surface are substantially aligned along an axis transverse to the direction of travel of the vehicle, and the vehicle pitch is controlled based on input from the inertia sensors.
[015] In some aspects, a personal transport vehicle is provided that includes a frame, wheels connected to the frame, a drive system mounted to the frame and configured to drive the wheels and inertia sensors mounted to the frame. The vehicle is configured to transition between a first operating mode and a second operating mode. At least one of steering control, speed control, and wheel spacing along a direction of vehicle travel changes in the second operating mode relative to its counterpart in the first operating mode.
[016] In some aspects, a personal transport vehicle is provided that includes a frame, a first wheel and a second wheel connected to the frame, and a drive system mounted to the frame and configured to drive at least one of the first and second wheels. The wheels are configured to move relative to each other while the vehicle is in stationary such that the spacing in the direction of travel of the vehicle between the axis of rotation of the first wheel and the axis of rotation of the second wheel changes.
[017] In some aspects, a personal transport vehicle is provided that includes a frame, a first wheel and a second wheel connected to the frame and a drive system mounted to the frame and configured to drive the wheels. The vehicle configured to transition between a first configuration in which the wheels are arranged side -by-side and a second configuration in which the wheels are splayed in the front-to-rear direction of the vehicle, and the frame is configured to maintain the wheels in an orientation in which the plane of rotation of the first wheel is parallel to the plane of rotation of the second wheel.
[018] A personal transport vehicle which transitions between a uni cycle mode and a motorcycle mode is advantageous both in urban and rural settings, and thus the same vehicle can be used efficiently in both settings. In the unicycle mode, the vehicle is compact in size for ease of parking and storage, and for nimble movement in crowds and traffic. In the motorcycle mode, the vehicle can be used at higher speeds to quickly and comfortably negotiate longer distances. In both modes, the vehicle is driven using electric motors whereby the cost to operate and ecological footprint are minimized.
[019] Modes for carrying out the present invention are explained below by reference to an embodiment of the present invention shown in the attached drawings. The above- mentioned object, other objects, characteristics and advantages of the present invention will become apparent from the detailed description of the embodiment of the invention presented below in conjunction with the attached drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
[020] FIG. 1 is a front perspective view of the personal transport vehicle in unicycle mode.
[021] FIG. 2 is a front perspective view of the internal structure of the vehicle of FIG. 1.
[022] FIG. 3 is a side view of the internal structure of the vehicle of FIG. 1.
[023] FIG. 4 is a front perspective view of the internal structure of FIG. 1 across line 4— 4 of FIG. 3.
[024] FIG. 5 is a right side view of the internal structure of the vehicle of FIG. 1.
[025] FIG. 6 is a left side view of the internal structure of the vehicle of FIG. 1.
[026] FIG. 7 is a top view of the internal structure of the vehicle of FIG. 1.
[027] FIG. 8 is a top view of the internal structure of the vehicle of FIG. 1 as seen across line 4—4 of FIG. 3.
[028] FIG. 9 is a rear view of the internal structure of the vehicle of FIG. 1.
[029] FIG. 10 is a bottom view of the internal structure of the vehicle of FIG. 1.
[030] FIG. 11 is a front view of the internal structure of the vehicle of FIG. 1.
[031] FIG. 12 is a perspective view of the center block.
[032] FIG. 13 is a top view of the center cam.
[033] FIG. 14 is a perspective view of the underside surface of the center cam.
[034] FIG. 15 is a side view of the vehicle of FIG. 1 in motorcycle mode.
[035] FIG. 16 is a perspective view of the internal structure of the vehicle of FIG. 2.
[036] FIG. 17 is a right side view of the internal structure of the vehicle of FIG. 2.
[037] FIG 18 is a perspective sectional view of the internal structure of the vehicle of FIG. 2 as seen across line 18— 18 of Fig. 20.
[038] FIG. 19 is a sectional view of the internal structure of the vehicle of FIG. 2 as seen across line 18— 18 of Fig. 20.
[039] FIG. 20 is a top view of the internal structure of the vehicle of FIG. 2. [040] FIG. 21 is a left side view of the internal structure of the vehicle of FIG. 2.
[041] FIG. 22 is a rear view of the internal structure of the vehicle of FIG. 2.
[042] FIG. 23 is a bottom view of the internal structure of the vehicle of FIG. 2.
[043] FIG. 24 is a front view of the internal structure of the vehicle of FIG. 2.
[044] FIG. 25 is a perspective view of the internal structure of the vehicle during transition between unicycle mode and motorcycle mode.
[045] FIG. 26 is a right side view of the internal structure of the vehicle of FIG. 25.
[046] FIG. 27 is a left side view of the internal structure of the vehicle of FIG. 25.
[047] FIG. 28 is a front view of the internal structure of the vehicle of FIG. 25.
[048] FIG. 29 is a rear view of the internal structure of the vehicle of FIG. 25.
[049] FIG. 30 is a top view of the internal structure of the vehicle of FIG 25.
[050] FIG. 31 is a bottom view of the internal structure of the vehicle of FIG. 25.
[051] FIG. 32 is a schematic diagram of the overall control system of the vehicle.
[052] FIG. 33 is a schematic diagram of the control system of the vehicle in unicycle mode.
[053] FIG 34 is a schematic diagram of the control system of the vehicle in motorcycle mode.
[054] FIGS. 35-53 are views of a first alternative embodiment of the invention.
[055] FIGS. 54-61 are views of a second alternative embodiment of the invention.
[056] FIGS. 62-67 are views of a third alternative embodiment of the invention.
[057] FIGS. 68-78 are views of a fourth alternative embodiment of the invention.
DETAILED DESCRIPTION
[058] Referring to FIGS. 1-14, the personal transport vehicle 200 is illustrated in the unicycle mode. The vehicle 200 includes a seat 204, handlebars 206, foot pegs 210 and cowling 220 mounted to a vehicle frame 300 (the frame 300 is shown in Fig. 2 with the preceding structures removed). The handlebars 206 incorporate a throttle 208 for controlling vehicle speed. The vehicle 200 includes a pair of wheels 222, 224 which are connected to the frame 300. In the unicycle mode, the wheels 222, 224 are arranged side- by-side so that the rotational axis Al of the first wheel 222 and the rotational axis A2 of the second wheel 224 are substantially aligned in the front to rear direction of the vehicle 200, and are parallel to an axis AT transverse to the direction of movement of the vehicle 200. In unicycle mode, the wheels 222, 224 are spaced apart a distance dl along the transverse axis AT. The distance dl is sufficient to laterally support the vehicle 200 while at rest.
[059] Referring particularly to FIGS 2-4, the frame 300 includes a superstructure 310 which supports the seat 204, handlebars 206, power supply (not shown) and electronic control unit 130. The frame 300 also includes substructure 370 which supports the wheels 222, 224, and a transition subassembly 330 disposed between the superstructure 330 and substructure 370. The transition subassembly 330 connects the superstructure 310 and substructure 370, permits relative wheel displacement in the front-to-rear direction of the vehicle 200, and enables vehicle steering in when the vehicle 200 is in motorcycle mode.
[060] The superstructure 310 includes a base plate 312 to which the seat 204, handlebars 206, power supply (not shown), electronic control unit 130 and driver position motor 314 are mounted. The driver position motor 314 includes a pinion 316 that engages a rack 338 provided on the top plate 332 of the transition subassembly 330, and is used to position the base plate 312, and thus the position of the seat 204, in the front-to-rear direction of the vehicle relative to the top plate 332 of the transmission subassembly 330.
[061] The transition subassembly includes the top plate 332 which serves as a rigid, substantially horizontal platform. The top plate 332 is rotatably supported from below by the center block 302 (FIG. 12) of the substructure 370 (described below). More specifically, a thrust bearing (not shown) is mounted within a bushing 306 that extends upward from the upper surface of the center block 302 and is connected to the underside of the top plate 332, permitting the top plate 332 to rotate about a vertical axis. As a result, since the superstructure 310 is mounted to the top plate, the superstructure is permitted to both translate in the front- to-rear direction and rotate about a vertical axis. The top plate 332 also includes a front pin 342 which extends downward from the underside of the top plate 332 near its front end, and a rear pin 344 which extends downward from the underside of the top plate near its rear end. The front and rear pins 342, 344 engage tracks 402, 406 provided in the front and rear cams 400, 404 of the second arm 374 of the substructure. During transition between unicycle and motorcycle configurations, engagement of front and rear pins 342, 344 with the front and rear cams 400, 404 causes the top plate 332, and thus the superstructure 310, to rotate about a vertical axis in concert with second arm 374. In effect, this mechanism maintains the seat 204 in a parallel arrangement with the plane of rotation of the wheels 222, 224 at all times, and particularly during transition between unicycle and motorcycle modes of operation.
[062] Referring also to FIGS. 13-14, the transition subassembly includes a central cam 346 disposed below the top plate 332. The central cam 346 is a generally oval plate having a center opening 345, which is dimensioned to permit the bushing 306 of the center block 302 to extend upward therethrough. A pair of linear bearings 340 are disposed between the upper surface 347 of the central cam 346 and the top plate 332. The linear bearings 340 permit the central cam to move laterally from side-to-side relative to the top plate 332. As a result, since the top plate 332 is rotatable about a vertical axis, the central cam 346 is configured to rotate about a vertical axis and also to move laterally. In addition, the underside surface 347 of the central cam 346 has a pair of tracks 350, 352 formed along opposed peripheral edges thereof. The tracks 350, 352 are dimensioned to receive and direct cam followers 414 provided on steering arms 408. As described below, the steering arms 408 are fixed to the wheel forks 378, and thus movement of the steering arms 408 results in a change in direction of the plane of rotation of the wheels 222, 224. Thus, independent of the mode of operation of the vehicle and/or extent of wheel splay, a sideways movement of the central cam 346 permits steering of the wheels 222, 224. In the configuration shown, the wheels 222, 224 are turned simultaneously and in opposite directions during such steering.
[063] The central cam 346 provides the following advantages: A single drive device can be used to steer both wheels. In the illustrated embodiment, the drive device used to achieve lateral movement of the central cam is an electric motor (not shown), but other drive device and/or methods including hydraulic drives and direct mechanical linkage, are within the scope of the invention. In addition, control of the angle of the wheel is achieved through a passive mechanical device rather than via electronic control. By doing so, safety issues related to steering during electronic control system faults are avoided, and the overall system load of the control system is reduced.
[064] The substructure 370 includes the central block 302, first and second arms 372, 374, and the wheel suspension structure 375, 377, 378, 380. The central block 302 includes parallel through holes 304, 304 which receive linear bearings 376, 376. The first and second arms 372, 374 are supported on the linear bearings so as to be moveable generally in the front-to-rear direction relative to central block 302. The first and second arms 372, 374 are L-shaped plates formed to be elongate in the front-to-rear direction of the vehicle 200. Each arm 372, 374 includes a rack 373 that extends in the front-to-rear direction of the vehicle 200, and a transition drive motor 392 is connected to each rack 373 via a pinion 393 to effect relative movement of the arms 372, 374.
[065] Each of the wheels 222, 224 is driven by a wheel hub motor 384, and includes a rotor 387 and calipers 388 to permit disc braking. Each of the wheels 222, 224 is suspended from respective first and second arms 372, 374 via a fork 378 and shock absorbers 380. The upper portion of each fork 378 includes a post 377 that extends vertically upward through an opening formed in the corresponding arm 372, 374.
[066] The substructure also includes a pair of steering arms 408, 408. One steering arm 408 is used to steer each wheel 222, 224. The steering arms 408, 408 are elongate levers that are disposed on the upper side of the respective arm 372, 374. One end of a steering arm 408 is fixed to the upper end of a respective post 377, and the other end of the steering arm 408 is provided with cam followers 414. The cam followers 414 are received in tracks 450, 452 of the central cam 346 to permit wheel steering.
[067] When the transition subassembly 330 is actuated, the arms 372, 374 are driven to move in opposed directions relative to the vehicle center along a corresponding linear bearing 376 that is supported by each arm 372, 374. For example, during transition from unicycle mode to motorcycle mode, the wheels 222, 224 become splayed as the first arm 372 moves forward and the rear arm 372 moves rearward. During transition from motorcycle to unicycle mode, the wheels 222, 224 contract toward the center of the vehicle 200 as the first arm 372 moves rearward and the rear arm 372 moves forward relative to the upper platform 310.
[068] Referring to FIGS.15-23, the vehicle 200 is shown in the motorcycle mode. In the motorcycle mode, the wheels 222, 224 are positioned relative to the frame so that the first wheel 222 is moved forward along the frame 300 toward the front of the vehicle 200, and the second wheel 224 is moved rearward along the frame 300 toward the rear of the vehicle 200. In addition, the wheels 222, 224 are aligned in a front-to-rear arrangement so that the rotational axis Al of the first wheel 222 and the rotational axis A2 of the second wheel 224 are substantially spaced apart a distance d2 in the front to rear direction of the vehicle, and are parallel to a transverse axis AT. In addition, the wheels 222, 224 are not spaced apart along a transverse axis AT. That is to say, the front wheel 222 and the rear wheel 224 rotate in substantially the same plane when in motorcycle mode.
[069] Referring to FIG. 32, the vehicle controlled dynamic system 100 includes a physical system 100 and an electronic control system 130. A human operator (driver) 150 uses manual controls 152 to interact with the physical system 110 directly, or via the electronic control system 130. [070] The physical system 110 includes the mechanical systems 114 of the vehicle 200 (e.g., wheels, steering suspension, etc.). A number of components of the mechanical system are driven, for example, each of the wheels 222, 224 are coupled to a wheel drive 384, which include electric motors embedded in the hubs of the wheels. The driver's position is controlled in a forward-aft direction according to the driver position drive 314. The overall "splay" configuration of the vehicle is controlled by the transition drive 392. The physical system 110 also includes various sensors 112 that provide inertial measurements (e.g., 3-axis acceleration and 3 axis gyroscope), and data related to vehicle speed, suspension compression (e.g., to measure the side -to-side tilt of the vehicle), throttle position, brake lever position, handle bar position and/or torque, current vehicle configuration including fore-aft wheel separation, and battery voltage and current levels.
[071] The electronic control system 130 includes a splay drive control 132, which provides a input to the transition drive 392, and a driver position control 134, which provides an input the to driver position drive 314. The wheel drives 384 accept an input from the control system 130, which is based on input from the wheel speed control 136, which determines the common rotation mode of the wheels for causing forward motion of the vehicle, and/or input from a differential wheel control 138 for causing the wheels to rotate at different speeds thereby causing turning of the vehicle.
[072] The operator 150 interacts with manual controls 152, which include a throttle and/or brake, and a steering mechanism (e.g., handlebars). The mechanical output of the steering mechanism is passed to a steering mechanism 116 of the physical system 110. A steering lockout control 142 of the electronic control system provides an input to the steering mechanism 116, which determines whether the manual steering inputs are passed to the mechanical systems or are locked out (i.e., inactive).
[073] Referring to FIG. 33, in the unicycle mode, sensors 112 provide inertial measurements (e.g., 3-axis acceleration and 3-axis gyroscope) and optionally other measurements such as vehicle speed and suspension compression (e.g., to measure the side -to-side tilt of the vehicle). The sensor measurements are passed to the wheel speed control 136, which effectively maintains a target vehicle angle to the horizontal or road angle, and to the wheel differential control 138, which affects a turning of the vehicle according to input from the handlebar sensors and/or the side-to-side tilt of the vehicle.
[074] In the unicycle mode, the speed of the vehicle is controlled indirectly by modifying the center of gravity (CG) of the driver using the driver position control 134 (throttle 208) and the driver position drive 314. In some examples, based on detected throttle actuation, the drive 314 moves the driver's seat in a forward-aft direction, changing the position of the CG. As a result, the control loop effectively increases wheel speed to compensate for the change in CG and maintain the vehicle in the upright position. In unicycle mode, the control system disables use of the hand brakes so that direct braking via the disc brakes is prevented. However, actuation of the hand brakes while in unicycle mode is detected by the control system and results movement of the CG by the driver position drive 314 to achieve slowing of the wheel drive motors 384.
Vehicle deceleration can also be achieved through release or reverse actuation of the throttle.
[075] In the unicycle mode, the control system prevents manual steering of the wheels via the handlebars 206. In this mode, the driver indicates a desired turn direction and turn angle by applying pressure to the handlebars 206, which are provided with
potentiometers and/or pressure sensors such as strain gauges. Steering is accomplished using steer-by-wire through differential control of wheel speed. The wheel differential control 138 portion of the electronic control 130 uses manual steering input (e.g., detected pressure on handlebars) to determine the degree of differential rotation speed of the wheels.
[076] In some embodiments, the degree of lean of the vehicle as detected by sensors 112 can also be used as an input to cause turning of the vehicle, and can also be used in a closed loop to stabilize the vehicle in the lateral direction. [077] In some embodiments, the seat position, including angle relative to the horizontal and fore-aft position relative to the vehicle frame, is actively controlled in motorcycle mode, which might be useful when going up or down steep hills, again from a ride comfort point of view. For example if going down a steep hill one wants to sit way back
[078] A variant of the mode shown in FIG. 33 is used when the vehicle in on a hill. The vehicle senses the hill angle from the inertial sensors and adjusts the vehicle pitch angle so that it is not level with the ground, so as to give a better riding experience. To maintain speed, the electronic control systems in this case may move the seat, superimposing a CG shift over the rider's throttle commanded seat position. This will be transparent to the rider.
[079] Referring to FIG. 34, in motorcycle mode, the vehicle effectively runs open loop control between the throttle and motors (i.e. loop is closed entirely through driver speed perception). When entering this mode, the seat is moved to a predefined position by the controller 130, steering control is enabled and mechanical brakes are unlocked. In particular, the vehicle speed is controlled based on detected throttle actuation. In addition, steering is accomplished using steer-by -wire based on detected manual steering input via the handlebars 206. In motorcycle mode, the wheel differential control 138 portion of the electronic control system 130 is locked out, and the handle bars 206 are permitted to rotate. The amount of handlebar turning is detected by a sensor such as potentiometer, and the control system 130 effects turning by changing the direction of both wheels 222, 224. In some embodiments, this is achieved by moving the cams 390 relative to the arms 372, 374 of the vehicle frame 300. Doing so changes the angle between the rotational axis Al of one of the wheels 222 relative to the rotational axis A2 of the other wheel 224, resulting in turning of the vehicle 200. However, vehicle steering in motorcycle mode not limited to this, and may be accomplished directly, through use of a hydraulic system, or other known methods. [080] In other respects, the vehicle 200 behaves exactly like a motorcycle and no other data is considered for steady state control.
[081 ] The vehicle 200 may be operated at low speeds in both uni cycle and motorcycle mode. The control system 130 will prevent operation of the vehicle 200 in unicycle mode at speeds higher than a predetermined value. When the vehicle 200 approaches this predetermined value while in unicycle mode, transition from unicycle mode to motorcycle mode is made. This transition may occur automatically at the predetermined vehicle speed, or may be directed by a vehicle operator 150. Once in motorcycle mode, the vehicle 200 can be operated at any desired speed, and transition from motorcycle mode to unicycle mode is made through direction of the vehicle operator 150.
[082] Referring to FIGS. 24-31 , the vehicle supports a transition mode, which permits driving of the vehicle as it makes a transition from the control approach shown in FIG. 33 to that shown in FIG. 34, or back. In some examples, this mode includes some preset mechanical steering that keeps the wheels aligned during transition, accomplished with a track and cam followers. This preset steering can also have a combination of user-input mechanical and differential steering superimposed upon it so that one can actually steer during the transition.
[083] The vehicle 200 achieves transition between the unicycle mode and the motorcycle mode using the frame 300 as described above, but the invention is not limited to this. Referring to FIGS. 35-53, a first alternative embodiment includes a two-wheeled vehicle 500 in which each wheel 522, 524 is connected to the vehicle body 530 via a linkage system 540 such as a four bar linkage which permits the first wheel 522 to scissor relative to the second wheel 524 during forward motion of the vehicle 500. As in the original embodiment, when in the unicycle mode, the wheels 522, 524 are arranged side- by-side so that the rotational axis Al of the first wheel 522 and the rotational axis A2 of the second wheel 524 are substantially aligned in the front to rear direction of the vehicle 500, and are parallel to an axis AT transverse to the direction of movement of the vehicle 500. In unicycle mode, the wheels 522, 524 are spaced apart a distance d3 along the transverse axis AT that is sufficient to laterally support the vehicle 500 while at rest. In the motorcycle mode, the wheels 522, 524 are positioned relative to the vehicle body 530 so that the first wheel 522 moves forward toward the front of the vehicle 500, and the second wheel 524 moves rearward toward the rear of the vehicle 500. In addition, the vehicle 500 may be controlled so that the seat position remains generally horizontal, regardless of the incline of the supporting surface 540.
[084] Referring to FIGS. 54-61 , a second alternative embodiment includes a two wheeled vehicle 600 in which the front (first) wheel 622 is similar in size and shape to that of previous embodiments, and the rear (second) wheel 624 has a wide tread relative to that of the first wheel 622. The vehicle body 630 includes a rear portion 632 which rotatably supports the rear wheel 624, a front portion 636 which rotatably supports the front wheel 622, and a mid portion 634 pivotally joined to the rear portion along a first pivot axis PI and pivotally joined to the front portion 636 along a second pivot axis P2. In the motorcycle mode, the wheels 622, 624 are positioned relative to the vehicle body 530 so that the first wheel 622 is forward of the front of the vehicle body 630, and the second wheel 624 is centrally supported on the rear portion 632. In the unicycle mode, the vehicle body 630 is rearranged so that the mid portion 634 is rotated upward and rearward about the first pivot axis PI , and the front portion 636 simultaneously rotates forward and down about the second pivot axis P2. The rotation of the front portion 636 is to the extent that the first wheel 622 is retracted into the mid portion 634 of the vehicle body and no longer contacts the underlying ground surface. In unicycle mode, the rear wheel 624 has a tread width that is sufficient to laterally support the vehicle 600 while at rest.
[085] Referring to FIGS. 62-67, a third alternative embodiment includes a three wheeled vehicle 700. When in motorcycle mode, a pair of rear wheels 723, 724 are connected to the vehicle body 730 via a first linkage 740 so as to reside in a side-by-side arrangement positioned generally below the seat 704. In addition, a front wheel 722 is connected to the vehicle body 530 via a second linkage 742 so as to extend forward of the vehicle body 730. In the unicycle mode, the second linkage 742 is folded inward to position the front wheel 722 between the rear wheels 723, 724. That is, the wheels 722, 723, 724 are arranged side-by-side so that the rotational axis Al of the first wheel 722, the rotational axis A2 of the second wheel 723, and the rotational axis A3 of the third wheel 724 are substantially aligned in the front to rear direction of the vehicle 700, and are parallel to an axis AT transverse to the direction of movement of the vehicle 700. In unicycle mode, the wheels 722, 723, 724 are spaced apart a distance dl along the transverse axis AT that is sufficient to laterally support the vehicle 700 while at rest.
[086] Referring to FIGS. 68-78, a fourth alternative embodiment includes a three wheeled vehicle 800. The vehicle body 830 includes a rear portion 832, a front portion 836 which rotatably supports the front wheel 822, and a mid portion 834 pivo tally joined to the rear portion along a first pivot axis PI and pivotally joined to the front portion 636 along a second pivot axis P2. The rear portion 832 includes a swing arm 833 which rotatably supports the pair of rear wheels 823, 824 in a side-by-side arrangement. In the motorcycle mode, the rear wheels 823, 824 are positioned substantially below the seat 804, and the front wheel 822 is forward of the front of the vehicle body 830. In the unicycle mode, the vehicle body 830 is rearranged so that the mid portion 834 is rotated upward and rearward about the first pivot axis PI, and the front portion 636
simultaneously rotates forward and down about the second pivot axis P2. As a result, the first wheel 822 is retracted into the mid portion 634 of the vehicle body and no longer contacts the underlying ground surface. In unicycle mode, the wheels 823, 824 are spaced apart a distance dl along the transverse axis AT that is sufficient to laterally support the vehicle 800 while at rest.
[087] The inventive concepts disclosed herein for a personal transport vehicle include embodiments used by human operators for transportation of self and other items.
However, the concepts are not limited thereto and may be applied to scaled versions, including models and toys. [088] A selected illustrative embodiment of the invention is described above in some detail. It should be understood that only structures considered necessary for clarifying the present invention have been described herein. Other conventional structures, and those of ancillary and auxiliary components of the system, are assumed to be known and understood by those skilled in the art. Moreover, while a working example of the present invention has been described above, the present invention is not limited to the working example described above, but various design alterations may be carried out without departing from the present invention as set forth in the claims.

Claims

What is claimed is,
1. A personal transport vehicle comprising
a frame;
a first wheel and a second wheel connected to the frame; and
a drive system mounted to the frame and configured to drive at least one of the first and second wheels,
wherein
the wheels are configured to move relative to each other while the vehicle is in motion such that the spacing in the direction of travel of the vehicle between the axis of rotation of the first wheel and the axis of rotation of the second wheel changes.
2. The personal transport vehicle of claim 1 wherein the wheels are configured to transition, while in motion, between a first configuration and a second configuration, wherein
in the first configuration the rotational axis of a first wheel is spaced apart a first distance from the rotational axis of a second wheel along the direction of travel,
in the second configuration the rotational axis of the first wheel is spaced apart a second distance from the rotational axis of the second wheel along the direction of vehicle travel, and
the second distance is less than the first.
3. The personal transport vehicle of claim 2 wherein the second distance is substantially zero.
4. The personal transport vehicle of claim 2 wherein the transition between the first configuration and the second configuration occurs at a predetermined vehicle speed.
5. The personal transport vehicle of claim 2 wherein the vehicle operates in the first configuration at vehicle speeds below a predetermined speed and operates in the second configuration at vehicle speeds above the predetermined speed.
6. The personal transport vehicle of claim 2 wherein during the transition between the first configuration and the second configuration, the vehicle includes a third configuration in which the rotational axis of the first wheel is spaced apart a third distance from the rotational axis of the second wheel along the direction of vehicle travel, and
the third distance is less than the first distance and greater than the second distance.
7. The personal transport vehicle of claim 1 further comprising a third wheel wherein the wheels are configured to move relative to each other while the vehicle is in motion such that the spacing in the direction of travel of the vehicle between the axis of rotation of the first and third wheels remains constant, and spacing of the axis of rotation of the second wheel changes relative to that of the first and third wheels.
8. A personal transport vehicle comprising
a frame;
a first wheel and a second wheel connected to the frame; and
a drive system mounted to the frame and configured to drive the wheels, the vehicle configured to transition, while in motion, between a first configuration in which the wheels are arranged side -by-side and a second configuration in which the wheels are splayed in the front-to-rear direction of the vehicle, wherein the frame is configured to maintain the wheels in an orientation in which the plane of rotation of the first wheel is parallel to the plane of rotation of the second wheel.
9. The vehicle of claim 8 wherein the frame comprises
a first arm which supports the first wheel;
a second arm which supports the second wheel; and
a superstructure connected to the first and second arms so as to permit relative movement of the first and second arms in opposed directions along the direction of vehicle travel.
10. The vehicle of claim 9 wherein the first arm and the second arm each include a cam surface, and the superstructure is configured to engage the respective cam surfaces of the first and second arms, wherein the cam surfaces of the first and second arms are configured to maintain the wheels in an orientation in which the plane of rotation of the first wheel is parallel to the plane of rotation of the second wheel.
11. The vehicle of claim 8 wherein the vehicle further comprising a steering control system configured to permit, in at least one configuration, a wheel orientation in which the plane of rotation of the first wheel is not parallel to the plane of rotation of the second wheel.
12. A personal transport vehicle comprising
a frame;
a first wheel and a second wheel connected to the frame; and
a drive system mounted to the frame and configured to drive the wheels, the vehicle configured to transition, while in motion, between a first configuration and a second configuration, wherein
in the first configuration the contact point of a first wheel with an underlying surface is spaced apart a first distance from the contact point of a second wheel with the underlying surface along the direction of vehicle travel,
in the second configuration the contact point of first wheel and of the second wheel are substantially aligned along an axis transverse to the direction of travel.
13. A personal transport vehicle comprising
a frame;
wheels connected to the frame; and
a drive system mounted to the frame and configured to drive the wheels, the vehicle configured to transition, while in motion, between a first steering mode and a second steering mode, wherein
in the first steering mode, the wheel rotational axes are each substantially parallel to an axis transverse to the direction of vehicle travel, and the vehicle is steered by differential speed control of the respective wheels, and
in the second mode, the vehicle is steered by changing the angle between the rotational axis of one of the wheels relative to the rotational axis of another wheel.
14. The personal transport vehicle of claim 8 wherein the frame further comprises handlebars and sensors for detecting pressure applied to the handlebars and turn angle of the handle bars, and in the first steering mode the differential speed control is based on detected pressure and in the second steering mode the relative change in wheel rotational axes is based on detected turn angle.
15. A personal transport vehicle comprising
a frame including a throttle;
wheels connected to the frame;
a drive system mounted to the frame and configured to drive the wheels;
inertia sensors mounted to the frame; and
a throttle sensor mounted to the throttle to detect throttle position,
wherein
the vehicle is configured to transition, while in motion, between a first operating mode and a second operating mode, wherein
in the first operating mode, the vehicle speed is controlled based at least in part on input from inertial sensors, and
in the second operating mode, the vehicle speed is controlled based on input from the throttle sensor.
16. A personal transport vehicle comprising
a frame;
wheels connected to the frame;
a drive system mounted to the frame and configured to drive the wheels; and inertia sensors mounted to the frame,
wherein
the vehicle is configured to transition, while in motion, between a first operating mode and a second operating mode, wherein
in the first operating mode, the wheels are positioned relative to the frame so the contact point of a first wheel with an underlying surface is spaced apart a first non-zero distance from the contact point of a second wheel with the underlying surface along the direction of vehicle travel, and
in the second operating mode, the wheels are positioned relative to the frame so that the respective contact points of the wheels with the underlying surface are substantially aligned along an axis transverse to the direction of travel of the vehicle, and the vehicle pitch is controlled based on input from the inertia sensors.
17. A personal transport vehicle comprising
a frame;
wheels connected to the frame;
a drive system mounted to the frame and configured to drive the wheels; and inertia sensors mounted to the frame,
wherein
the vehicle is configured to transition between a first operating mode and a second operating mode, wherein at least one of steering control, speed control, and wheel spacing along a direction of vehicle travel changes in the second operating mode relative to its counterpart in the first operating mode.
18. A personal transport vehicle comprising
a frame; a first wheel and a second wheel connected to the frame; and
a drive system mounted to the frame and configured to drive at least one of the first and second wheels,
wherein
the wheels are configured to move relative to each other while the vehicle is stationary such that the spacing in the direction of travel of the vehicle between the axis of rotation of the first wheel and the axis of rotation of the second wheel changes.
19. A personal transport vehicle comprising
a frame;
a first wheel and a second wheel connected to the frame; and
a drive system mounted to the frame and configured to drive the wheels, the vehicle configured to transition between a first configuration in which the wheels are arranged side -by-side and a second configuration in which the wheels are splayed in the front-to-rear direction of the vehicle, wherein the frame is configured to maintain the wheels in an orientation in which the plane of rotation of the first wheel is parallel to the plane of rotation of the second wheel.
PCT/US2010/048460 2009-09-10 2010-09-10 Personal transport vehicle WO2011031992A2 (en)

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FR3069840A1 (en) * 2017-08-03 2019-02-08 Compagnie Generale Des Etablissements Michelin ELECTRIC TRICYCLE WITH FRONT AND RETRACTABLE FRONT WHEEL
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ITRM20110496A1 (en) * 2011-09-22 2013-03-23 Alfonso Apicella SEATED STRUCTURE FOR PERSONAL TRANSPORTATION WITH TWO-WHEELED VEHICLES.
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