WO2012160400A1 - Véhicule auto-équilibré ayant une seule roue ou ayant une roue segmentée, et procédé pour la commande auto-équilibrée d'un tel véhicule - Google Patents

Véhicule auto-équilibré ayant une seule roue ou ayant une roue segmentée, et procédé pour la commande auto-équilibrée d'un tel véhicule Download PDF

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Publication number
WO2012160400A1
WO2012160400A1 PCT/HR2011/000023 HR2011000023W WO2012160400A1 WO 2012160400 A1 WO2012160400 A1 WO 2012160400A1 HR 2011000023 W HR2011000023 W HR 2011000023W WO 2012160400 A1 WO2012160400 A1 WO 2012160400A1
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WO
WIPO (PCT)
Prior art keywords
wheel
vehicle
balancing
travel
turning
Prior art date
Application number
PCT/HR2011/000023
Other languages
English (en)
Inventor
Damir SERSIC
Original Assignee
University Of Zagreb
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 University Of Zagreb filed Critical University Of Zagreb
Priority to PCT/HR2011/000023 priority Critical patent/WO2012160400A1/fr
Publication of WO2012160400A1 publication Critical patent/WO2012160400A1/fr

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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
    • B62K1/00—Unicycles
    • 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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • 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
    • 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
    • B60L2200/14—Vehicles with one wheel only
    • 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
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/40—Electrical machine applications
    • B60L2220/46—Wheel motors, i.e. motor connected to only one wheel
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/14—Acceleration
    • B60L2240/20—Acceleration angular
    • 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
    • Y02T10/64—Electric machine technologies in electromobility
    • 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 present invention relates to the field of personal vehicles or transporters, and more specifically to personal vehicles that require balancing in all directions.
  • Personal vehicles include a large number of human and motor powered vehicles intended for the transport of at least one person. Such vehicles are used for recreation, utility (transportation), and assistance for motion-challenged individuals. Some examples of personal transporters are bicycles, motorcycles, monocycles, unicycles, and personal transporters of the type commonly known by the brand name Segway®.
  • self-balancing transporters that use powered motors and control algorithms to simplify and enable the use of vehicles with either two wheels or one that would be unstable without the self-balancing control algorithms.
  • the advantages of using control algorithms to balance such vehicles are (i) to enable the user to ride the vehicle without learning how to ride, and (ii) that the vehicle is balanced even while not in motion.
  • One desirable requirement for personal transporters is to present a footprint that is as small as that of a person. This would enable the use of personal transporters in the same areas used by pedestrians, including sidewalks, offices, hallways, and elevators.
  • the interest in vehicles with only one wheel is that they potentially have the smallest footprint of all personal vehicles.
  • a conventional human-powered unicycle has the disadvantage that the user must learn how to ride it and hence this eliminates the vast number of potential users including the elderly and disabled persons.
  • the unicycle requires a certain amount of space around it for maneuvering, while the size of that space depends on the skill of the rider.
  • Another desired characteristic of personal vehicles is the ability to ride on a broad range of terrains, which include office floor, sidewalk, grassy and rocky terrains, and sloped terrains (both in fore direction and laterally sloped). None of the prior art discloses a vehicle which simultaneously satisfies the abovementioned requirements for a desired personal vehicle. Clearly, a personal vehicle with only one wheel whose maneuvering space and riding efficiency do not depend on the skill of the rider, while it has an ability to ride on a broad range terrains would be very advantageous as it could potentially allow the use of such vehicles in areas designated solely for pedestrians. This application discloses such as vehicle.
  • U.S. Pat. No. 4,106,786 issued to E. R. Talbott on Aug. 15, 1978, entitled “Recreational Vehicle For Use On Sloping Terrains,” discloses a circular platform having a large single central wheel and a handle at the front. A rider shifts his/her weight to ride the device, including scraping the rear runners on the ground as a braking means.
  • a major disadvantage of the Segway® and similar two-coaxial- wheel personal transporters is that maintaining balance in the lateral direction requires a relatively large lateral separation between the two wheels (close to two feet). This makes the Segway® too wide and cumbersome to fit on many sidewalks and that they are dangerous to operate on terrains that have a lateral slope. Since the vehicle stands perpendicular to the terrain (defined by the two widely separated wheels), riding on a laterally sloped terrain can make the person fall sideways and suffer injury. This problem is inherent in personal transporters with two side-by-side wheels, but is not a problem in vehicles such as bicycles, where the two wheels are substantially in line in one plane and is potentially not a problem with vehicles such as the unicycle, which employ only one wheel.
  • the term "unicycle” conventionally refers to a human- powered vehicle with only one wheel although unicycles may be motorized and automated.
  • Patent application WO2009120157 discloses a motorized unicycle which features a control algorithm for maintaining balance in the fore and aft direction, while the user has to lean and turn the wheel relative to his or her body to maintain balance in the lateral direction. This unicycle also has to be in motion to remain stable.
  • Murata Manufacturing of Japan disclosed a unicycle-riding robot which uses a control algorithm to balance in the fore and aft direction by driving a single primary wheel, while lateral balance is accomplished using a flywheel located within the robot and oriented so the flywheel's axis of rotation points in the direction of robot propagation. This orientation enables the flywheel to exert torque to keep the unicycle balanced in the lateral direction.
  • PCT Publication 2011/106847 Al discloses a similar moving direction controller and computer program for use in similar applications.
  • US patent publication 2011/0010013 Al discloses a robot moving using only one primary wheel.
  • the robot utilizes a control algorithm for fore and aft balance that drives that wheel, while lateral balance is accomplished using a flywheel.
  • US patent 5,314,034 discloses a unicycle with a balancing feature for fore and aft balancing, and a large flywheel with its axis of rotation directed perpendicular to the ground and to the axis of rotation of the single wheel to maintain lateral balance. This unicycle is heavy and cumbersome because of the flywheel.
  • Chinese patent publication CN 200810179658.8 discloses a unicycle with an automatic fore-and-aft balancing function according to a special control algorithm but the rider has to control lateral balancing and the vehicle is stable only when in motion.
  • a single-wheel personal transporter branded U3-X was announced in 2009 by Hyundai of Japan.
  • the vehicle whose design is disclosed in US Design Patent D626892, balances in both fore-and-aft and lateral directions using the Hyundai Omni Traction Drive System, in which the surface of one large wheel can rotate in the direction that is orthogonal to the rotation of the wheel. In this way, any direction of motion can be achieved without the need to jerk the wheel (as in a classic unicycle).
  • the vehicle was demonstrated to operate and maneuver only on flat surfaces, such as office floors, due to the fine structure of the wheel, and is not amenable to laterally sloped surfaces and rough terrain.
  • An objective of this invention to provide a self-balancing vehicle (a vehicle with one wheel or a vehicle with one segmented wheel) that exhibits a footprint smaller than any currently available or known personal transporter and hence may be widely adopted in the market.
  • Another objective of the present invention is to provide a self-balancing unicycle that may easily and safely be ridden on laterally sloped terrain.
  • This application discloses a self-balancing personal transporter with one wheel that can be used on arbitrary terrains and that remains balanced when not in motion, and the method for accomplishing the self-balancing.
  • Vehicles using one wheel are inherently unstable and require control loops with sensors and actuators to provide balance.
  • This furthermore application discloses a personal vehicle with a segmented wheel which comprises two wheels positioned side-by-side that are operatively configured to rotate independently and to move relative to each other in a linear motion. Said personal vehicle with a segmented wheel is also inherently unstable and employs a control loop for balancing.
  • personal transporters or vehicles that are unstable in one direction (e.g., Segway®) are referred to as being unidirectionally unstable and for that reason require balancing control in only one direction: fore and aft direction.
  • Vehicles that require balancing in all directions e.g., classical unicycle
  • An example of a marginally stable vehicle is a classical unicycle with a flat and wide tire which can potentially stand upright on its own while stationary, but when a person rides it he or she must actively balance it to avoid falling to any side.
  • the word unicycle will be used for all vehicles that are omnidirectionally unstable whether they have one or more points of contact to the terrain, i.e., one or more wheels or wheel segments.
  • Wheel rotation means rotating the wheel around the axis of wheel's rotational symmetry, while wheel turning means rotating the wheel along an axis that is (i) perpendicular to the axis of rotational symmetry and (ii) substantially perpendicular to the direction of wheel travel when it rotates.
  • the amount of wheel turning is measured relative to the terrain on which the wheel travels.
  • Wheel direction means direction of wheel travel when the wheel rotates and is in contact with the terrain, and wheel travel refers to the linear motion of the rotating wheel in the wheel direction or the distance along said direction.
  • Fore direction means the direction to which the body of the unicycle points.
  • a personal vehicle comprises of a drive frame having a vertical axis; one wheel attached to said drive frame having an axis of rotation perpendicular to said vertical axis; a control algorithm sensing the balance of said personal vehicle, the control algorithm establishing a wheel direction required for balancing and amount of travel along the direction required for balancing; wherein the wheel is operatively configured to turn to a direction required for balancing and travel the amount in the direction required for balancing as to balance the vehicle;
  • the unicycle features a segmented wheel.
  • segmented wheel is considered as two wheels placed in the immediate proximity of each other so they look and feel like a single wheel: their rotation is controlled independently, but they turn together as one wheel.
  • the distance between the two wheels and the wheel assembly are such that they do not significantly alter the lateral stability of the vehicle. Namely, lateral balancing mechanism is required to maintain the unicycle stable.
  • a segmented wheel can turn in a spot by rotating two segments in opposite directions without producing a net angular moment on the vehicle thereby eliminating the net angular momentum acquired by the rider (and the unicycle body) upon wheel turning.
  • the preferred split-wheel unicycle may be used to climb stairs.
  • the wheel segments are separated by any distance.
  • Fig. 1 Exemplary view of embodiments of a self-balancing vehicle with one wheel utilizing a solid wheel: (a) original, and (b) with foot rests.
  • Fig. 2 Exemplary view of an embodiment of a self-balancing vehicle with one wheel
  • Fig. 3 Two views of an exemplary wheel assembly employing a segmented wheel: (a)
  • Fig. 4 An illustration of the segmented-wheel assembly showing sliders and guides, and the turning motor.
  • Fig. 5 Illustration showing geometric quantities related to the tilting of the segmented-wheel assembly.
  • Fig. 6 Illustration how the force of the weight of the vehicle and the rider is applied to the segmented wheel assembly.
  • Fig. 7 Illustration of a vehicle-person assembly with notations of axes and directions
  • Fig. 8 Illustration of pitch and roll displacements as applied to the personal vehicle with one wheel.
  • Fig. 9 Diagram illustrating the wheel direction W its correction to new wheel direction W' during self-stabilization relative to the fore direction U .
  • Fig. 10 Flow-chart illustrating self-balancing control of the vehicle with one solid wheel.
  • Fig. 11 Flow-chart illustrating self-balancing control of the vehicle with one segmented
  • Figure 1 shows an exemplary view of a vehicle referred to as a solid-wheel unicycle.
  • the vehicle 101 comprises at least a body (or a drive frame) 102, wheel assembly 103, and an optional handle 104.
  • the wheel assembly 103 comprises a wheel 107 attached to a fork 108.
  • the wheel can rotate around axis of rotation 106, while the fork 108 can turn the wheel by rotating around an axis 110 which is substantially perpendicular to the axis 106.
  • the wheel 107 rotation around axis 106 is controlled using a wheel-drive motor (not shown) which enables the wheel to rotate and move the vehicle forwards and backwards in the wheel direction 111.
  • the body 102 has a fore direction 109.
  • the rotation of the fork 108 around the axis 1 10 relative to the body 102 is controlled by a turning motor included within the body 102 (not visible in Figure 1).
  • the turning motor controls the relative angle ⁇ between the fore direction 109 and the wheel direction 111.
  • the turning motor is a servo motor, namely, a motor equipped with a position- sensing device and a control circuit.
  • the turning motor is a stepper motor.
  • a person may ride the vehicle 101 by resting one's feet on the optional foot rests 105 shown in the assembled view 113 of vehicle 101 (two foot rests 105 A and 105B are shown). Vehicles 101 and 113 are identical with the exception that vehicle 1 13 has the optional foot rests 105 A and 105B.
  • a person may stand on the body 102 top surface 1 12 or any other surface attached to the body 102 that is suitable for standing.
  • a person may sit on a seat (not shown) centrally located on and attached to the body 102 and keep one's feet on the foot rests 105.
  • one foot rest 105A is shown collapsed for transport, while the other 105B is shown in normal mode when the rider can rest his or her foot on the foot rest.
  • the rider In order to start riding the vehicle 1 13, the rider first has to step and place all of his or her weight on one of the foot rests. This produces a large offset in center of mass and should the vehicle try to correct for this center-of-mass offset, it would have to produce an unnaturally high roll angle which would be uncomfortable for the user, and the user would be hesitant to proceed in placing the other foot on the other foot rest.
  • the foot rests are equipped with switches 115 (one on each foot rest) which are actuated when the rider rest his or her foot on the foot rest, the switches control the application of the lateral (roll-angle) stability algorithm in that one foot on any foot rest defeats the roll-angle stability portion of the algorithm, but maintains the fore-and-aft balancing algorithm active. If no foot is placed on any of the foot rests or if both feet are on respective foot rests (both switches actuated), the vehicle stability is controlled, namely, both the lateral stability and the fore-and-aft stability algorithms are active.
  • said omnidirectional balancing algorithm can be separated into fore-and-aft balancing algorithm and a lateral balancing algorithm, and the switches on the respective foot rests when engaged at least defeat said lateral balancing algorithm of the vehicle.
  • a transporter vertical axis (TV A) is the line passing though (i) the center of mass of the rider-vehicle system and (ii) the center of wheel force on the ground (effective point where the wheel force is exerted).
  • the TVA necessarily moves and changes while riding as well as when the person is climbing up to ride.
  • FIG. 7 illustrates a person 131 is standing on a segmented- wheel unicycle described later with help of Figure 2, but the definitions equally apply to the solid-wheel unicycle shown illustratively in Figure 1.
  • a person 131 is standing on the vehicle standing surface 128 and holding onto the handlebar 132.
  • the fore direction 135 is defined by the body of the vehicle.
  • the joint center of mass of the vehicle and the person is denoted with 129.
  • the vehicle touches the ground via the wheel (solid or segmented) and the center of force the wheel exerts is indicated with spot 133.
  • the TVA 127 passes through the center of mass 129 and the center of gravity force 133.
  • a gravity line 130 is defined as the line that passes through the center of force on the ground 133 and is parallel to the gravitational force (or the sum of the gravitational and inertial forces appearing during riding).
  • the gravity line 130 and the fore direction 135 define a fore-and-aft plane.
  • the stability and control parameters of the vehicle 140 depend on the pitch angle ⁇ ⁇ , defined as the angle between (i) the projection of the TVA 127 on the fore-aft plane and (ii) the gravity line 130 (both belonging to the fore-aft plane), and the roll angle ⁇ ⁇ , defined as the angle between (i) the TVA 127 and (ii) the projection of the TVA 127 on the fore-aft plane.
  • the plane parallel to the vector U and the gravity line direction belongs to the fore-and-aft plane.
  • the angle between the fore direction 109 (vector U) and the wheel direction (vector W) is denoted with ⁇ .
  • the angle ⁇ can vary from zero to above 360 degrees, i.e., the wheel can point in any direction without having to return.
  • the fore direction 109 relative to a fixed coordinate system is denoted with angle ⁇ (yaw angle).
  • the unicycle with a solid wheel comprises at least the following sensors: (1) a sensor for unicycle body balance continuously measuring and delivering the instantaneous pitch ⁇ and roll ⁇ angle values, referred to as the phi-sensor, and (2) a sensor for the relative angle ⁇ between the body of the unicycle and the wheel direction, referred as the theta-sensor.
  • the theta-sensor is commonly implemented as an integral part of the wheel turning motor.
  • the unicycle comprises of at least one motor controlling the wheel rotation (rotation motor 77) and at least one motor turning the wheel (turning motor 71);
  • the control algorithm comprises at least three control loops (illustrated in Figure 10): a fast wheel rotation loop (WRL), a fast wheel turning loop (WTL), and a slow loop that performs fore direction correction (FDC).
  • the fast control loop starts with the measurements of pitch ⁇ ⁇ and roll ⁇ ⁇ angles (via the phi-sensor 79) and the instantaneous position of the wheel assembly relative to the unicycle body ⁇ (via the theta-sensor 78), are fed as inputs to the fast control module 72.
  • the target value for the angle ⁇ (the output from the theta-sensor) is zero as the rider wishes to travel forward.
  • the pitch and roll angles will be non-zero and a correction of balance will be necessary.
  • the fast control module 72 uses the pitch ⁇ and roll ⁇ ⁇ angles to determine the direction to which the wheel has to travel to restore balance, i.e., to bring the pitch and roll angles to zero.
  • the output from the fast control module are hence the new angle ⁇ ' between the wheel direction W and the unicycle body direction U and the amount of wheel rotation ⁇ in this new direction W' required to restore balance.
  • the new angle ⁇ ' is given in terms of a new turning torque T mL to be applied to the wheel turning motor 71 (within the WTL).
  • T ST the slipping threshold torque
  • the dead zone module 75 passes only torque that exceeds the slipping threshold T ST before it is fed as input to the wheel turning motor 71.
  • the wheel-turning motor 71 produces torque sufficient to cause slipping of the wheel sideways and turning the wheel to the new angle & .
  • the wheel travels an amount equal to ⁇ as provided by the wheel rotation motor 77 (defined within the WRL.
  • the fast control loop cycle repeats, following the response of the mechanical system indicated with dashed lines in Figure 10. The user change the direction of the vehicle by leaning to the side and this will change pitch ⁇ and/or the roll ⁇ ⁇ angles. This serves as mechanical input into the fast control loop.
  • the sudden jerking of the solid wheel assembly resulting from the application of the turning torque T WTL provides a parasitic angular momentum in the other direction and this, if ignored, results in the wheel direction different from the fore direction ( ⁇ 0 ).
  • the restoring torque T FDC is always lower than the slipping threshold torque T ST as represented by the limiter module 76.
  • the response time of the FDC loop is slower than the response times of both the WTL and the WRL because more than one balancing turns may happen in a short time without the need to make fore direction correction.
  • the loop time constant of FDC control T S is much longer than the fast control loop time constant T F .
  • a typical ratio is an order of magnitude as indicated in Figure 10.
  • the fast control loop time constant F is determined by the required balancing time scale which depends on the moments of inertia of the rider/unicycle system and is typical of the order of hundreds of milliseconds.
  • the wheel of the preferred exhibits two types of motion: (i) it moves back and forth almost imperceptibly to maintain balance in the direction of the wheel (WRL), and (ii) it occasionally turns the wheel to a new direction in order to allow it to make a correction along that new direction (WTL).
  • the FDC loop corrects for the acquired angular momentum during wheel turning.
  • a person riding a classical unicycle learns to adjust this force and jolt by experience required to learn how to ride. While the unicycle is moving, the correction in lateral direction requires the rider (and the unicycle) to lean in one direction which causes precession of the wheel to compensate for torque in the same way it works for a regular bicycle (riding without hands).
  • the lateral balance correction occurs in a significantly smoother routine as the sudden jerk is replaced with a gradual correction of the vehicle direction in the same manner as a regular bicycle would.
  • the fast loop maintains the balance of the vehicle by controlling the rotation of the wheels forwards and backwards and providing lateral stability by turning the wheel when necessary to address stability in the other direction.
  • the slipping threshold torque T ST is determined in an independent algorithm which uses the measured relationship between the applied torque at the input to the wheel turning motor 71 and the resulting angle ⁇ . In another embodiment, the slipping threshold torque T ST is further estimated from the measured weight of the rider, while in another embodiment, the slipping threshold torque T ST is kept constant for a specific type of terrain.
  • Figure 9 illustrates an example where a non-zero pitch ⁇ ⁇ and roll ⁇ angles have been measured, while at that moment the wheels happen to be turned in the direction of vector W (angle ⁇ ).
  • the control algorithm will mandate that the wheel assembly be turned to a new direction indicated with W (angle ⁇ ') along which wheel rotation will compensate for the instability described with the non-zero pitch and roll angles.
  • the control algorithm rotates the wheels to move in the direction of falling and to bring the center of mass to coincide with the gravity line, i.e., establish zero pitch and roll angles.
  • the balance is maintained when the unit is stationary and for any constant velocity of the wheel or wheels.
  • the transporter contains a flywheel within the body (not shown) with flywheel axis of rotation parallel to the TVA.
  • the flywheel is turned in the opposite direction to acquire equal and opposite angular momentum when the wheel assembly is turned and hence the fore direction remains unaffected by the sudden turn of the wheel assembly.
  • the FDC control is omitted from the block diagram in Figure 10.
  • the vehicle 201 comprises at least of a body (or a drive frame) 202, wheel assembly 203, and an optional handlebar 204.
  • the wheel assembly 203 turns around an axis 210
  • the segmented wheel 207 turns to a new direction 21 1 and enables motion of the segmented wheel 207 in the new wheel direction 21 1.
  • the body 202 has a fore direction 209.
  • the turning of the fork 208 around the axis 210 relative to the body 202 is controlled by a wheel -turning motor 213 included within the body 202 as is shown in Figure 2(b).
  • the wheel-turning motor controls the relative angle ⁇ between the fore direction 209 and the wheel direction 21 1.
  • a person may ride the vehicle 201 by resting one's feet on two foot rests (not shown) similar to the ones shown in embodiments connected to vehicle 113.
  • a person may stand on the body 202 top surface 212 or any other surface attached to the body 202 that is suitable for standing and is located above the wheels.
  • a person may sit on a seat (not shown) centrally located on and attached to the body 202 and keep one's feet on the foot rests.
  • Figure 3 illustrates the allowed motion of the wheel segments.
  • the wheel assembly 301 comprises a segmented wheel having two side-by-side wheel segments 307 and 309 that are mechanically coupled in such a way that (i) their axes of rotation 302 are substantially parallel, (ii) their respective axes of rotation can move in a linear motion relative to each other differentially, and (iii) each wheel segment has its own rotation-drive motor, namely, the wheel segments can rotate independently.
  • the wheel rotating motor is preferably enclosed in the body of the wheel (a hub motor).
  • the linear motion is perpendicular to the axes of rotation and parallel to the gravity line or least closing an oblique angle with the gravity line.
  • the rotational axes of the first and the second wheel segments coincide as shown with 302 in Figure 3, case 301.
  • the first wheel segment 307 is attached to a first slider 308, while the second wheel segment 309 is attached to a second slider 310.
  • the sliders 308 and 310 allow the wheel segments to slide up and down.
  • the linear motion is substantially parallel with the gravitational force (or the sum of gravitational and inertial forces).
  • the axis of rotation 353 of the first wheel segment 357 is always parallel to the axis of the rotation 355 of the second wheel segment 359, and the two axes can offset from each other, as shown in state 350, differentially around the equilibrium axis 354. Namely, the amount 361 by which the first axis 355 can be lowered equals the amount 362 by which the second axis 353 can be elevated relative to the equilibrium line 354 at which both axes coincide.
  • the segmented wheels always turn together, namely, the axes of rotation of the two wheels remain parallel during turning. In one embodiment, the segmented-wheel assembly can turn more than 360 degrees - full circle without any obstacles.
  • the mechanical coupling between the segmented wheels 307 and 309 and the fork 303 in Figure 3 is accomplished using sliding rails illustrated in a perspective drawing in Figure 4.
  • the exemplary segmented- wheel assembly 401 is shown with the turning motor 406 attached to the turning axis 407 and the wheel assembly having a segmented wheel 408.
  • the segmented wheel 408 is shown in an offset state similar to as is shown in Figure 3(b).
  • the two segments of the segmented wheel 408 are each coupled to linear sliding rails.
  • the rotating axis of a first segment of the wheel is coupled to an inner rail 405 which slides within an outer rail 404 and allows the first segment to move in linear motion up and down.
  • the rotating axis a second segment of the wheel 408 is coupled to an inner rail 402 which slides and guided along an outer rail 403.
  • the linear-motion sliding rails appear between the wheel segments.
  • first wheel segment and the second wheel segment of the segmented-wheel assembly are operatively configured to be driven independently, namely, a first motor drives the rotation of the first wheel, and a second motor drives the rotation of the second wheel.
  • first and second wheels are driven with two motors wherein the first motor drives the average rotation of the two wheels, while a second motor drives the rotation difference between the two wheels. The end effect of these two embodiments is identical: the wheels can be operated independently.
  • the separation between the wheel segments in the direction parallel to the axis of rotation of any of the segmented wheel is smaller than the overall width of the transporter. Separating the wheel segments does not improve the stability of the transporter relative to having a single solid wheel only, because the segmented wheels are able to move in vertical linear motion differentially. Consequently, lateral stability control loop is still required to use the vehicle with the segmented wheel and the vehicle is hence omnidirectionally unstable.
  • the segmented wheel embodiment is considered to be a unicycle. Larger distance between the wheels improves the ability of the segmented wheel to turn in a spot because the static friction for of each wheel can be surmounted with a lower wheel rotation torque.
  • FIG. 5 is used to clarify the definition and the issues related to the wheel separation.
  • a segmented wheel with segments 506 and 507 in the equilibrium state 501 touches the riding surface 514 at points 503 and 504.
  • Points 503 and 504 are the centers of force each wheel segment exerts on the riding surface.
  • the rotational axes of the two wheel segments 506 and 507 coincide in the equilibrium state and are depicted with line 505.
  • the lateral distance between the points 503 and 504 is referred to as the force center separation D(0), were the zero argument implies zero angle between the surface 514 normal and the axis of turning.
  • the wheel segment separation S(0) D(0) .
  • the wheel segments move away from the equilibrium state and the rotational axes of the two wheel segments split as shown in 502.
  • the distance 51 1 between the separate rotational axes of the wheel segments is denoted H.
  • the tilted wheel segments now touch the riding surface 515 in two points 509 and 510.
  • the points 509 and 510 are the centers of force the wheel segments exert on the riding surface.
  • the distance between the points 509 and 501 (under wheel tilt) is generally different from what it used to be in the equilibrium state and is denoted with D ⁇ H).
  • the wheel separation generally depends on the tilts, so it is denoted with S(H).
  • the wheel segment separatio constant i.e., is independent of H.
  • Figure 6 illustrates how the weight of the vehicle and the rider is applied to the segmented wheel assembly.
  • the segmented wheel assembly is sketched (without all the mechanical parts) in vertical position 601 and in a tilted position 602 which occurs when the vehicle has a non-zero roll angle occurring, for example, when one is riding into a curve, or riding on laterally sloped terrain.
  • the two wheel segments (already described in Figure 5) rotate around axis 605 and are attached to left fork 623 and right fork 624.
  • the wheel segments exert a force downwards in points 603 and 604 and are pressing against the riding surface 614.
  • the points 603 and 604 represent the centers of force action).
  • the weight of the rest of the vehicle and the rider are exerted as a force 606 from the top pressing on a level 607 that touches and slides on top of the left fork 623 and the right fork 624 thereby transferring the vehicle's weight to the wheel segments approximately equally.
  • the left fork 625 and the right fork 626 remain parallel owing the guides (as illustrated in Figure 4), but they have moved relative to each other differentially: one went up and the other went down owing to the pressure exerted from the level 608.
  • the weight of the vehicle is exerted as a force 636 in the center of the level 608 and applied approximately equally on to the left fork 625 and right fork 626.
  • the turning is executed by differentially driving the two segments of the wheel.
  • the slow FDC loop is required to maintain proper fore direction.
  • the unicycle with a segmented wheel comprises at least the following sensors: (1) a sensor for unicycle body balance continuously measuring and delivering the instantaneous pitch ⁇ and roll ⁇ ⁇ angle values, referred to as the phi-sensor, and (2) a sensor for the relative angle ⁇ between the body of the unicycle and the wheel direction, referred as the theta-sensor.
  • the theta-sensor is commonly implemented as an integral part of the wheel turning motor.
  • the unicycle comprises of at least two motors controlling the wheel-segment rotation (rotation motors 85, 86) and at least one motor turning the wheel (wheel turning motor 81);
  • the control algorithm comprises at least three control loops (illustrated in Figure 11): a fast wheel rotation loop (WRL), a fast wheel turning loop (WTL), and a slow loop that performs fore direction correction (FDC).
  • the measured pitch ⁇ ⁇ and roll ⁇ angles (via the phi- sensor 89) and the instantaneous position of the wheel assembly relative to the unicycle body ⁇ (via the theta-sensor 88), are fed as inputs to the fast control module 82.
  • the target value for the angle ⁇ is zero as the rider wishes to travel forward.
  • the pitch and roll angles will be non-zero and a correction of balance will be necessary.
  • the fast control module 82 uses the pitch ⁇ ⁇ and roll ⁇ angles to determine the direction to which the wheel has to travel to restore balance, i.e., to bring the pitch and roll angles to zero.
  • the fast control algorithm results in the new angle & between the wheel direction W and the unicycle body direction U and the amount of wheel rotation ⁇ required to restore balance.
  • the control algorithm output is fed as differential information 87 to the two wheel-segment motors 85 and 86 and wheel turning motor 81 to track the wheel assembly turn.
  • the segmented wheel travels an amount equal to ⁇ as provided by the common rotation of the wheel rotation motors 85 and 86 in the WRL.
  • the fast control loop cycle repeats following the response of the mechanical system indicated with dashed lines in Figure 11.
  • the fore direction may have to be realigned with the wheel direction.
  • FDC slow fore-direction correction
  • the response time of the FDC loop is slower than the response times of both the WTL and the WRL because more than one balancing turns may happen in a short time without the need to make fore direction correction.
  • the loop time constant of FDC control T S is much longer than the fast control loop time constant T F .
  • a typical ratio is an order of magnitude as indicated in Figure 11.
  • the fast control loop time constant T F is determined by the required balancing time scale which depends on the moments of inertia of the rider/unicycle system and is typical of the order of hundreds of milliseconds.
  • the segmented wheel comprises more than two segments.
  • a segmented wheel with three segments driven by two independent motors wherein a first edge wheel is driven by a first motor, a second edge wheel by a second motor, and a center wheel driven by the average of the first and second motors.
  • three segments are driven using three independent motors.
  • the self-balancing vehicle with one wheel includes a wheel assembly that contains either a single solid or a segmented wheel.
  • the wheel is powered by wheel motors (one for single wheel, and two for segmented wheel) and their turning is powered by a turning motor.
  • a controller is coupled to the motor for providing a control signal in response to changes in the center of gravity of the assembly that includes the vehicle and a person.
  • a person as shown in Figure 7, steps onto the vehicle first with one foot and then with both feet, he or she temporarily displaces the center of gravity to one side and then brings it back to an approximate center (when both feet are on).
  • the controller module senses these changes in the center of gravity.
  • the center of gravity moves forward in the fore direction, power is provided to the wheels and the vehicle moves forward.
  • the vehicle will slow and reverse direction such that the vehicle moves in the aft direction.
  • the wheel assembly will turn the wheel in that direction and move the transporter in the direction of the center of gravity change to regain balance.
  • the pitch of the vehicle may also be sensed and compensated for in the control loop.
  • sensing the balance means measuring the pitch ⁇ and roll ⁇ ⁇ angles, and any other parameters that provide sufficient information on how to balance the vehicle.
  • the linear vehicle motion in the fore direction and turning is performed using electrical controls on the handlebar.
  • pitching the handlebar forward while allowing for the vehicle to maintain balance is an instruction to add average linear motion in the fore direction. Tilting the handle sideways, namely, introducing roll, is a signal to the vehicle to turn to the side.
  • the personal vehicle with one solid or segmented wheel can be collapsed (reduced in size) for easy transportation.
  • the collapsing includes, but is not limited to lifting the foot rest, as is illustrated in Figure 1(b) with 105B showing normal use and 105 A showing folded for transportation use, and folding the handlebar 114 down against the body of the vehicle as is shown in Figure 1(b).

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Motorcycle And Bicycle Frame (AREA)

Abstract

La présente invention porte sur un véhicule personnel (101, 113, 201, 140) possédant une seule roue ou une roue segmentée, et sur un procédé pour équilibrer ledit véhicule. Ledit véhicule comprend une carrosserie (102,202); un ensemble roue (103, 203, 301, 350); un moteur (213, 406, 71, 81) d'entraînement de la roue en rotation, qui est fixé mécaniquement entre la carrosserie et l'ensemble roue, et qui présente un axe de rotation perpendiculaire à la direction vers l'avant (109, 209, 135, U); au moins une roue (107, 207, 307, 309, 357, 359, 408, 506, 507) fixée à l'ensemble roue ayant un axe de rotation (106, 302, 353, 355, 505, 605) perpendiculaire à l'axe vertical (110, 210) et alimentée par au moins un moteur de rotation de roue (77, 85, 86), la roue ayant une direction de marche (111, 211, W) et un angle de braquage (Θ) entre la direction de marche de la roue et la direction vers l'avant, le moteur de rotation de la roue étant conçu fonctionnellement pour faire tourner la roue et mettre le véhicule personnel en mouvement vers l'avant ou vers l'arrière dans la direction de marche de la roue; un système de commande qui établit une direction de roue équilibrante nécessaire pour ajuster l'équilibre du véhicule et une distance de marche équilibrante le long de ladite direction équilibrante nécessaire pour ajuster l'équilibre du véhicule; ladite roue étant conçue fonctionnellement pour : (i) s'orienter dans la direction de roue équilibrante (W'), (ii) parcourir la distance de marche équilibrante (Ω) dans la direction équilibrante de la roue (W') et (iii) faire tourner le corps du véhicule pour réaligner la direction vers l'avant avec la direction de marche de la roue.
PCT/HR2011/000023 2011-05-23 2011-05-23 Véhicule auto-équilibré ayant une seule roue ou ayant une roue segmentée, et procédé pour la commande auto-équilibrée d'un tel véhicule WO2012160400A1 (fr)

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CN103707972A (zh) * 2014-01-13 2014-04-09 嘉兴斯麦龙电子科技有限公司 自平衡电动独轮车
CN103707973A (zh) * 2014-01-13 2014-04-09 嘉兴斯麦龙电子科技有限公司 便于携带的自平衡电动独轮车
CN104743023A (zh) * 2015-03-25 2015-07-01 深圳乐行天下科技有限公司 一种电动车
CN106371437A (zh) * 2016-08-30 2017-02-01 尚艳燕 一种平衡车在狭窄空间的自动驻车方法和装置
CN106828740A (zh) * 2017-04-12 2017-06-13 黄刚明 一种双独轮摩托车
CN107512348A (zh) * 2017-07-27 2017-12-26 纳恩博（北京）科技有限公司 电动平衡车
WO2018006297A1 (fr) * 2016-07-06 2018-01-11 尚艳燕 Procédé de commande de virage de gyropode et gyropode
WO2018006301A1 (fr) * 2016-07-06 2018-01-11 尚艳燕 Procédé et dispositif de commande de sécurité de véhicule à équilibrage
WO2018026595A1 (fr) * 2016-08-01 2018-02-08 HoverHandle, LLC Appareil de commande différentielle d'un gyropode
WO2018118856A3 (fr) * 2016-12-21 2018-10-25 Segway, Inc. Véhicules porteurs de charge utile à auto-équilibrage et à assistance électrique utilisant une détection de force appliquée par l'opérateur
US10858027B2 (en) 2017-06-08 2020-12-08 Segway Inc. Control of a power-assisted payload carrying vehicle using operator-applied force sensing
US10889312B2 (en) 2016-12-21 2021-01-12 Segway, Inc. Self-balancing and power-assisted payload carrying vehicles using operator-applied force sensing
WO2021039194A1 (fr) * 2019-08-27 2021-03-04 ソニー株式会社 Dispositif de traitement d'informations, son procédé de commande, et programme
WO2022147051A1 (fr) * 2020-12-29 2022-07-07 Razor Usa Llc Monocycle motorisé doté de plateformes de support en ligne
US11945534B2 (en) 2014-12-23 2024-04-02 Razor Usa Llc Powered unicycle with handle

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CN103707973A (zh) * 2014-01-13 2014-04-09 嘉兴斯麦龙电子科技有限公司 便于携带的自平衡电动独轮车
CN103707972A (zh) * 2014-01-13 2014-04-09 嘉兴斯麦龙电子科技有限公司 自平衡电动独轮车
US11945534B2 (en) 2014-12-23 2024-04-02 Razor Usa Llc Powered unicycle with handle
CN104743023A (zh) * 2015-03-25 2015-07-01 深圳乐行天下科技有限公司 一种电动车
WO2018006297A1 (fr) * 2016-07-06 2018-01-11 尚艳燕 Procédé de commande de virage de gyropode et gyropode
WO2018006301A1 (fr) * 2016-07-06 2018-01-11 尚艳燕 Procédé et dispositif de commande de sécurité de véhicule à équilibrage
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CN106371437A (zh) * 2016-08-30 2017-02-01 尚艳燕 一种平衡车在狭窄空间的自动驻车方法和装置
CN106371437B (zh) * 2016-08-30 2020-02-11 尚艳燕 一种平衡车在狭窄空间的自动驻车方法和装置
US10889312B2 (en) 2016-12-21 2021-01-12 Segway, Inc. Self-balancing and power-assisted payload carrying vehicles using operator-applied force sensing
WO2018118856A3 (fr) * 2016-12-21 2018-10-25 Segway, Inc. Véhicules porteurs de charge utile à auto-équilibrage et à assistance électrique utilisant une détection de force appliquée par l'opérateur
CN106828740A (zh) * 2017-04-12 2017-06-13 黄刚明 一种双独轮摩托车
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CN107512348A (zh) * 2017-07-27 2017-12-26 纳恩博（北京）科技有限公司 电动平衡车
WO2021039194A1 (fr) * 2019-08-27 2021-03-04 ソニー株式会社 Dispositif de traitement d'informations, son procédé de commande, et programme
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JP7548234B2 (ja) 2019-08-27 2024-09-10 ソニーグループ株式会社 情報処理装置、その制御方法及びプログラム
WO2022147051A1 (fr) * 2020-12-29 2022-07-07 Razor Usa Llc Monocycle motorisé doté de plateformes de support en ligne

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