WO2016045596A1 - 检测车体平衡的方法、车体平衡状态的控制方法及动平衡车 - Google Patents

检测车体平衡的方法、车体平衡状态的控制方法及动平衡车 Download PDF

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Publication number
WO2016045596A1
WO2016045596A1 PCT/CN2015/090487 CN2015090487W WO2016045596A1 WO 2016045596 A1 WO2016045596 A1 WO 2016045596A1 CN 2015090487 W CN2015090487 W CN 2015090487W WO 2016045596 A1 WO2016045596 A1 WO 2016045596A1
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WIPO (PCT)
Prior art keywords
vehicle body
steering angle
angle
steering
pitch angle
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PCT/CN2015/090487
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English (en)
French (fr)
Inventor
陈中元
王野
张辉
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鼎力联合(北京)科技有限公司
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Publication of WO2016045596A1 publication Critical patent/WO2016045596A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/02—Control of vehicle driving stability
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/11—Pitch movement
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D11/00—Steering non-deflectable wheels; Steering endless tracks or the like
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
    • B60W2050/146—Display means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/06—Direction of travel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/16—Pitch

Definitions

  • the invention belongs to the technical field of dynamic balance vehicles, and in particular to a method for detecting vehicle body balance, a control method for a vehicle body balance state, and a dynamic balance vehicle.
  • the dynamic balance vehicle directly uses electric energy as power, and by sensing the posture state of the vehicle body, the control command is calculated by the high speed processor, and the motor is driven to move the vehicle body.
  • the vehicle body posture is dynamically and frequently adjusted in real time to maintain the dynamic balance of the vehicle; when the dynamic balance vehicle is not in the working state, the vehicle body posture cannot be adjusted and the vehicle posture cannot be maintained. dynamic equilibrium.
  • the dynamic balance vehicle in order to respond quickly to the user's operation, the dynamic balance vehicle usually has to quickly adjust the posture of the vehicle body from the current attitude (CA) to the Dynamic Balance Steady Attitude (DBSA).
  • CA current attitude
  • DBSA Dynamic Balance Steady Attitude
  • the pitch angle and steering angle of the body to keep the occupant and the vehicle in a dynamic state and not fall.
  • the time for adjusting the posture of the vehicle body is very short, for example, usually less than 500ms, and the pitch angle and the steering angle cannot be changed too much in this process. Otherwise, if the change is too large, the vehicle will be strenuously moved, moved quickly or turned, and may be around. Object or person causes damage.
  • the prior art method enables the dynamic balance vehicle to enter the dynamic balance Steady Attitude (DBSA) from the current attitude (CA), including:
  • the present invention has been made in order to provide a method for detecting vehicle body balance, a vehicle body balance state control method, and a dynamic balance vehicle that overcome the above problems or at least partially solve the above problems.
  • a method of detecting vehicle body balance comprising:
  • the attitude sensor and the steering sensor respectively monitor the pitch angle and the steering angle of the vehicle body
  • the plurality of light emitting units are regularly illuminated according to the driving signal to simulate the pitch angle and the vehicle body balance state corresponding to the steering angle.
  • driving the plurality of illumination units to regularly emit light according to the driving signal to simulate the pitch angle and the vehicle body balance state corresponding to the steering angle comprises:
  • the plurality of light emitting units are respectively driven to emit light according to the driving signal, and the light emitting areas of the plurality of light emitting units are regularly adjusted according to the pitch angle and the steering angle to simulate a vehicle body balance state.
  • driving the plurality of illumination units to regularly emit light according to the driving signal to simulate the pitch angle and the vehicle body balance state corresponding to the steering angle comprises:
  • the plurality of light emitting units are respectively driven to emit light according to the driving signal, and the brightness of the plurality of light emitting units is regularly adjusted according to the pitch angle and the steering angle to simulate a vehicle body balance state.
  • generating a driving signal to drive the lighting unit to emit light according to the monitored pitch angle and the steering angle comprises:
  • the method further includes: setting a pitch angle threshold and a steering angle threshold in advance; generating, according to the monitored pitch angle and the steering angle, driving signals to drive the plurality of light emitting units to include According to the monitored pitch angle and pitch angle threshold, the steering angle and the steering angle threshold, a driving signal is generated to drive the plurality of light emitting units to emit light.
  • the method further includes displaying, in a human-computer interaction interface, a regular state of illumination of the illumination unit in real time to present a simulated vehicle body balance state to the driver.
  • a method of controlling a vehicle body balance state which includes: According to the simulated vehicle body balance state obtained by any of the above methods, the pitch and steering attitude of the vehicle body are adjusted.
  • a dynamic balance vehicle comprising: an attitude sensor, a steering sensor, a driving unit, an illumination unit, an attitude sensor and a steering sensor for respectively monitoring a pitch angle and a steering angle of the vehicle body; And generating a driving signal to drive the plurality of lighting units to emit light according to the monitored pitch angle and the steering angle; and the lighting unit is configured to periodically emit light according to the driving signal to simulate the pitch angle and the vehicle body balance state corresponding to the steering angle.
  • the method further includes: a human-machine interaction interface for displaying a regular state of the illumination of the illumination unit in real time to present the simulated vehicle body balance state to the driver.
  • a human-machine interaction interface for displaying a regular state of the illumination of the illumination unit in real time to present the simulated vehicle body balance state to the driver.
  • the lighting unit is regularly arranged at the pedal position of the balance vehicle according to the vehicle body balance state corresponding to the pitch angle and the steering angle.
  • the pitch angle and the steering angle of the vehicle body are respectively monitored by the attitude sensor and the steering sensor; and the driving signal is generated according to the monitored pitch angle and the steering angle to drive the plurality of light emitting units to emit light; Driving a plurality of illumination units to regularly emit light according to the driving signal to simulate the pitch angle and the vehicle body balance state corresponding to the steering angle, so that the occupant can grasp the balance state of the vehicle body in real time, and quickly and effectively enter the dynamic balance from the current posture CA.
  • Steady-state DBSA as far as possible to avoid damage to the surrounding objects or people.
  • FIG. 1 is a schematic flow chart of a method for detecting balance of a vehicle body according to an embodiment of the present invention
  • FIG. 2 is a schematic flowchart of generating a driving signal according to Embodiment 2 of the present invention
  • FIG. 3 is a schematic flow chart of a method for detecting vehicle body balance according to Embodiment 3 of the present invention.
  • FIG. 4 is a schematic flow chart of a method for detecting balance of a vehicle body according to Embodiment 4 of the present invention.
  • FIG. 5 is a schematic diagram showing the regular arrangement of four light emitting units according to an embodiment of the present invention.
  • FIG. 6 is a schematic diagram showing a regular arrangement of five light emitting units according to an embodiment of the present invention.
  • FIG. 7 is a schematic diagram showing display of a vehicle body balance state in an LCD liquid crystal display interface according to an embodiment of the present invention.
  • FIG. 8 is a block diagram showing the functional structure of a dynamic balance vehicle according to an embodiment of the present invention.
  • the pitch angle and the steering angle of the vehicle body are separately monitored by the attitude sensor and the steering sensor; and the driving signal is generated according to the monitored pitch angle and the steering angle to drive the plurality of light emitting units to emit light; Driving a plurality of illumination units to regularly emit light according to the driving signal to simulate the pitch angle and the vehicle body balance state corresponding to the steering angle, so that the occupant can grasp the balance state of the vehicle body in real time, and quickly and effectively enter the dynamic balance from the current posture CA.
  • Steady-state DBSA as far as possible to avoid damage to the surrounding objects or people.
  • the attitude sensor and the steering sensor respectively monitor the pitch angle and the steering angle of the vehicle body
  • the plurality of light emitting units are regularly illuminated according to the driving signal to simulate the pitch angle and the vehicle body balance state corresponding to the steering angle.
  • FIG. 1 is a schematic flowchart of a method for detecting a balance of a vehicle body according to an embodiment of the present invention; as shown in FIG. 1 , the method may specifically include:
  • an attitude sensor and a steering sensor respectively monitor a pitch angle and a steering angle of the vehicle body
  • the pitch angle may refer to different states of the vehicle body tilting forward and backward
  • the steering angle may refer to different states of the vehicle body turning left and right.
  • the pitch angle includes a forward tilt angle and a rear elevation angle
  • the steering angle includes a left steering angle and a right steering angle.
  • the attitude sensor can be designed according to the actual structure of the product and fixed at the center of gravity of the vehicle body.
  • the attitude sensor can include a gyroscope and an accelerometer.
  • the gyroscope tracks the rotation of the vehicle along the X and Y axes, ie the angle of the car body, and the accelerometer measures the acceleration along the angular velocity.
  • Three-axis gyroscopes and three-axis accelerometers are available for specific product applications.
  • the pitch angle of the vehicle body is calculated according to the angle of the vehicle body, the acceleration of the vehicle body, and the angular velocity.
  • the steering sensor is coupled to the steering device, and the steering sensor may be a potentiometer or a Hall sensor.
  • the Hall sensor moves in the magnetic field, and a Hall voltage is output to determine the steering angle of the steering mechanism based on the Hall voltage.
  • FIG. 2 is a schematic flowchart of generating a driving signal according to Embodiment 2 of the present invention, which may specifically include:
  • S112. Generate, according to the monitored pitch angle, a first group of driving signals, where the first group of driving signals includes a first driving signal to drive the plurality of lighting units of the first group of lighting units in the analog pitch state to emit light;
  • S122 Generate a second group of driving signals according to the monitored steering angle, where the second group of driving signals includes a second driving signal to drive the plurality of lighting units of the second group of lighting units in the analog steering state to emit light.
  • the first group of light emitting units are disposed in a vertical direction to simulate a front and rear tilting state of the vehicle body according to a pitch angle of the vehicle body, and a second group of light emitting units are disposed in a horizontal direction according to the body of the vehicle body.
  • the steering angle simulates the left and right steering state of the vehicle body. Therefore, when generating the driving signal, a first group of driving signals for driving the first group of light emitting units are respectively generated, and a second group of driving signals for the second group of light emitting units are driven.
  • the LEDs included in the first group of the light-emitting units and the second group of the light-emitting units are not specifically limited, such as three or five.
  • first group of driving signals may include a plurality of independent driving signals to drive each of the first group of lighting units one by one.
  • the second set of drive signals may also include a plurality of independent drive signals to drive each of the second set of illumination units one by one.
  • first group of driving signals may also include only one driving signal, and the driving signals are shared between the respective lighting units in the first group of lighting units.
  • the second set of drive signals may also include only one drive signal that is shared between the light-emitting units of the second set of light-emitting units.
  • the plurality of light emitting units are respectively driven to emit light according to the driving signal, and the light emitting areas of the plurality of light emitting units are regularly adjusted according to the pitch angle and the steering angle to simulate a vehicle body balance state.
  • step S102 if a plurality of independent first group driving signals are generated, selectively driving a partial driving signal to selectively drive a part of the first group of light emitting units to emit light. Regularly adjusting a certain number of LEDs in the light-emitting unit group to emit light, thereby adjusting the light-emitting area of the light-emitting unit.
  • a first group of driving signals including a driving signal is generated, by selectively sharing the driving signals between the partial lighting unit groups in the first group of lighting units, a plurality of LEDs in the group of lighting units are regularly adjusted to emit light, Thereby, the light-emitting area of the light-emitting unit is adjusted.
  • FIG. 3 is a schematic flowchart of a method for detecting a balance of a vehicle body according to a third embodiment of the present invention. As shown in FIG. 3, the method may specifically include:
  • an attitude sensor and a steering sensor respectively monitor a pitch angle and a steering angle of the vehicle body
  • the plurality of light emitting units are respectively driven to emit light according to the driving signal, and the light emitting brightness of the plurality of light emitting units is regularly adjusted according to the pitch angle and the steering angle to simulate a vehicle body balance state.
  • this embodiment simulates the vehicle body balance state by regularly adjusting the light-emitting brightness of the light-emitting unit.
  • step S102 if a plurality of independent first group driving signals are generated, the driving units in the first group of lighting units are driven to emit light by selectively generating driving signals of different sizes, and the lighting is regularly adjusted.
  • the brightness of the LEDs in the unit if a plurality of independent first group driving signals are generated, the driving units in the first group of lighting units are driven to emit light by selectively generating driving signals of different sizes, and the lighting is regularly adjusted. The brightness of the LEDs in the unit.
  • a first group of driving signals including a driving signal is generated, by selectively sharing the driving signals between the partial lighting unit groups in the first group of lighting units, a plurality of LEDs in the group of lighting units are regularly adjusted to emit light, Thereby, the luminance of the entire illumination unit is adjusted.
  • the first embodiment or the first embodiment shown in FIG. 1 can be used.
  • another embodiment is formed, which includes an additional step of displaying the regular state of the illumination of the illumination unit in real time in the human-computer interaction interface to present the simulated vehicle body balance state to the driver. This step can be performed after step S103 or step S303.
  • the human-computer interaction interface may be an LCD liquid crystal display interface, in which a solid circular pattern is displayed to simulate a bubble of a horizontal ruler.
  • another embodiment may be formed on the basis of the first embodiment shown in FIG. 1 or the third embodiment shown in FIG. 3, which includes the added steps: pre-set The pitch angle threshold and the steering angle threshold are determined; this step may precede step S101 or S301.
  • the pitch angle threshold and the steering angle threshold may refer to a pitch angle and a steering angle when the vehicle body is in a self-balancing state.
  • the driving signal is generated in this embodiment.
  • a driving signal is generated to drive the regular illumination of the plurality of illumination units.
  • the pitch angle threshold includes a forward tilt angle threshold and a backward tilt angle threshold
  • the steering angle threshold includes a left steering angle threshold and a right steering angle threshold.
  • the pitch angle threshold and the steering angle threshold can be set based on the vehicle's inertia, dynamics model, and experimental experience values.
  • a further embodiment may be formed on the basis of the first embodiment shown in FIG. 1 or the third embodiment shown in FIG. 3, which includes the added steps: pre-set The pitch angle difference threshold and the steering angle difference threshold are determined; this step may be before step S101 or S301.
  • the pitch angle difference ⁇ p is the difference between the pitch angle detected in real time and the pitch angle when the vehicle body is completely in the self-balancing state.
  • the pitch angle difference includes the forward tilt angle difference and the backward tilt angle difference threshold, and the steering
  • the angle difference ⁇ r is the difference between the steering angle detected in real time and the steering angle when the vehicle body is completely in the self-balancing state, including the left steering angle difference and the right steering angle difference.
  • the pitch angle difference threshold ⁇ ps is the theoretical difference between the pitch angle detected when the vehicle body is in the dynamic balance state and the pitch angle when the vehicle body is completely in the self-balancing state.
  • the steering angle difference threshold ⁇ rs refers to the theoretical difference between the steering angle detected when the vehicle body is in the dynamic balance state and the steering angle when the vehicle body is completely in the self-balancing state.
  • the pitch angle difference and the steering angle difference threshold can be set according to the vehicle's inertia, dynamics model, and experimental experience values.
  • the occupant can intuitively or the balance state of the vehicle body through the regular illumination of the illumination unit, so as to adjust the balance state of the vehicle body in real time, such as if the illumination state of the first group of illumination units is passed. It is judged that the forward tilt angle in the pitch angle exceeds the forward tilt angle threshold in the pitch angle threshold, and the vehicle reclining needs to be appropriately adjusted to reduce the forward tilt angle. For details, refer to the description of the subsequent embodiments.
  • FIG. 4 is a schematic flow chart of a method for detecting the balance of a vehicle body according to Embodiment 4 of the present invention. for details, please refer to FIG. 4, and details are not repeated herein.
  • each group of illumination units includes an LED lamp, and LED1, LED2, and LED3 indicate the pitch state of the vehicle body, and LED4, LED2, and LED5 indicate The steering state of the car body. This embodiment will be described by taking the example of setting the pitch angle threshold and the steering angle threshold.
  • LED1 is extinguished, LED2 brightness ⁇ LED3 brightness, indicating that the vehicle body forward tilt angle exceeds the forward tilt angle threshold, the occupant needs to properly lean back the vehicle body;
  • LED4 is extinguished, LED2 brightness ⁇ LED5 brightness, indicating that the left steering angle of the handle exceeds the left steering angle threshold, and the occupant needs to adjust the steering device to the right;
  • FIG. 5 is specifically described by using the pitch angle threshold and the steering angle threshold as an example.
  • the actual example can also be applied to the pitch angle difference threshold and the steering angle difference threshold, as follows:
  • the light-emitting unit includes a first group of light-emitting units 501 and a second group of light-emitting units 502, and a first group of light-emitting units.
  • the second group of light-emitting units respectively comprise a plurality of light-emitting unit groups, namely, LED1 light group, LED2 light group, LED3 light group, LED4 light group, LED5 light group, and the first group of light-emitting units includes LED1 light group, LED2 light group, LED3
  • the light group, the second group of light-emitting units comprises an LED4 lamp group, an LED2 lamp group, an LED5 lamp group, an LED1 lamp group, an LED2 lamp group, an LED3 lamp group, an LED4 lamp group, and an LED5 lamp group each including a plurality of LED lamps.
  • the balance state of the vehicle body can also be determined by the light-emitting area of the light-emitting unit. This embodiment details the determination of the light-emitting area To explain.
  • FIG. 7 is a schematic diagram showing the display of the balance state of the vehicle body in the LCD liquid crystal display interface according to the embodiment of the present invention; as shown in FIG. 7, a solid circular pattern is drawn on the LCD liquid crystal screen to simulate the bubble of the level, according to the brightness of the LED lamp or The area of illumination changes the size and diameter of the circular pattern.
  • the drawing formula of the solid circular pattern in this embodiment is as follows:
  • Xd is the X-axis coordinate of the center of the solid circle
  • Yd is the Y-axis coordinate of the center of the solid circle
  • ⁇ d is the diameter of the solid circle.
  • K1, K2, K3, K4, and K5 are constants that are customized according to experience and LCD resolution.
  • the liquid crystal display interface can be defined as a four quadrant, and the counterclockwise is the first quadrant, the second quadrant, the third quadrant, and the fourth quadrant respectively, and the circular pattern is in the quadrant position by the light emitting area or the brightness of the light emitting unit. Definition.
  • the forward tilt angle of the vehicle body exceeds the forward tilt angle threshold
  • the right steering angle of the handle exceeds the right steering angle threshold
  • the forward tilt angle of the vehicle body exceeds the forward tilt angle threshold, and the left steering angle of the handle exceeds the left steering angle threshold, and is in an unbalanced state.
  • the vehicle body reclining angle exceeds the reclining angle threshold, and the left steering angle of the handle exceeds the left steering angle threshold.
  • the vehicle body reclining angle exceeds the reclining angle threshold, and the right steering angle of the handle exceeds the right steering angle threshold, and is in an unbalanced state.
  • the front and rear elevation angles of the vehicle body do not exceed the front and rear elevation angle thresholds, but the right steering angle of the handle exceeds the right steering angle threshold.
  • the front and rear elevation angles of the vehicle body do not exceed the front and rear elevation angle thresholds, but the left steering angle of the handle exceeds the left steering angle threshold and is in an unbalanced state.
  • the forward tilt angle of the vehicle body exceeds the forward tilt angle threshold, but the left and right steering angles of the handle exceed the left and right steering angle thresholds, and are in an unbalanced state.
  • the vehicle body reclining angle exceeds the reclining angle threshold, but the left and right steering angles of the handle exceed the left and right steering angle thresholds, and are in an unbalanced state.
  • the front and rear elevation angles of the car body do not exceed the front and rear elevation angle thresholds, and the left and right steering angles of the handlebars do not exceed the left and right steering angle thresholds. At this time, the car body is actually in equilibrium.
  • circular pattern in FIG. 6 may also be replaced by other shape patterns such as a polygon.
  • FIG. 8 is a block diagram showing the functional structure of the dynamic balancing vehicle according to the seventh embodiment of the present invention; as shown in FIG. 8 , it may specifically include: an attitude sensor 701, a steering sensor 702, a driving unit 703, and a lighting unit 704. among them:
  • the attitude sensor 701 and the steering sensor 702 are respectively used for monitoring the pitch angle and the steering angle of the vehicle body;
  • the driving unit 703 is configured to generate a driving signal according to the monitored pitch angle and the steering angle to drive the plurality of light emitting units 704 to emit light;
  • the 704 is configured to emit light according to the driving signal regularly to simulate the pitch angle and the body balance state corresponding to the steering angle.
  • a human-computer interaction interface may be further included for displaying the regular state of the illumination of the illumination unit in real time to present the simulated vehicle body balance state to the driver.
  • the human-computer interaction interface can be an LCD liquid crystal display interface.
  • the lighting unit 704 is regularly arranged at the pedal position of the dynamic balance vehicle according to the vehicle body balance state corresponding to the pitch angle and the steering angle.
  • the first group of light emitting units 714 and the second group of light emitting units 724 are respectively arranged according to the simulated pitch state and the steering state.
  • LED1, LED2, and LED3 constitute a first group of light emitting units
  • LED4, LED2 and LED5 constitute a second group of light emitting units.
  • the driving unit 703 generates a plurality of independent first group driving signals, driving the lighting units in the first group of lighting units to emit light by selectively generating driving signals of different sizes, and regularly adjusting the LEDs in the lighting unit. Brightness.
  • the lighting unit comprises a first group of lighting units and a second group of lighting units
  • the first group of lighting units further comprises a plurality of groups of lighting units, each of which generates a first group of driving signals including a driving signal
  • the driving signal By selectively sharing the driving signal between the partial lighting unit groups in the first group of light emitting units, a certain number of LEDs in the light emitting unit group are regularly adjusted to emit light, thereby adjusting the light emitting brightness or the light emitting area of the entire light emitting unit.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Human Computer Interaction (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Lighting Device Outwards From Vehicle And Optical Signal (AREA)

Abstract

一种检测车体平衡的方法、车体平衡状态的控制方法及动平衡车。其中检测车体平衡的方法包括：姿态传感器和转向传感器分别监测车体的俯仰角度以及转向角度；根据监测到的俯仰角度和转向角度，生成驱动信号，以驱动多个发光单元发光；根据驱动信号驱动多个发光单元规律性发光，以模拟所述俯仰角度以及转向角度对应的车体平衡状态。车体平衡状态的控制方法利用检测车体平衡的方法获得的模拟车体平衡状态调整车体的俯仰及转向姿态。该动平衡车可使乘员实时掌握车体的平衡状态，快速有效地从当前姿态CA进入动平衡稳态DBSA，尽可能地避免车辆对周围的物体或人员造成伤害。

Description

检测车体平衡的方法、车体平衡状态的控制方法及动平衡车 技术领域
本发明属于动平衡车技术领域，具体地说，涉及一种检测车体平衡的方法、车体平衡状态的控制方法及动平衡车。
背景技术
动平衡车辆直接利用电能作为动力，并通过感测车身的姿势状态，通过高速处理器计算出控制指令，驱动马达来移动车身。动平衡车辆在工作状态时根据车辆姿态的变化，实时动态高频率地调整车身姿态，以保持车辆的动态平衡；当动平衡车辆不处于工作状态时，则无法调整车身姿态进而也就无法保持自身动态平衡。
在动态平衡调节过程中，为了迅速响应用户的操作，动平衡车辆通常必须迅速从当前姿态(current attitude，简称CA)进入动平衡稳态(Dynamic Balance Steady Attitude，DBSA)调整车身的姿态，调整车体的俯仰角度和转向角度，以保持乘员和车辆处于动平衡状态，不至于摔倒。该调整车身姿态的时间很短比如通常小于500ms，且这个过程中俯仰角度和转向角度改变不能过大，否则一旦改变过大，则会造成车辆的剧烈动作，迅速移动或转向，可能对周围的物体或者人员造成伤害。
现有技术中方法使动平衡车从当前姿态(current attitude，简称CA)进入动平衡稳态(Dynamic Balance Steady Attitude，DBSA)的实现方法包括：
1)不检测乘员是否上车，只要动平衡车辆开机时即立即进入动平衡稳态DBSA，但是这种方法由于动平衡车辆开机时立即迅速从当前姿态CA进入动平衡稳态DBSA，车身状态调整的过度时间太短，车辆容易迅速移动或转向，可能对周围的物体或者人员造成伤害。
2)不检测乘员是否上车，延长动平衡车辆从当前姿态进入动平衡稳态DBSA的时间比如大于2s，以降低车辆在此过程中移动的速度和角度变化，降低安全危险。但是，该方法中，如果乘员已经上车而车辆还没有完全进入动平衡稳态DBSA，车辆可能失去平衡而导致乘员摔倒受伤。
发明人在实现本发明的过程中发现，无论是上述那种方式，其原因是乘员在动平衡车辆从当前姿态CA进入动平衡稳态DBSA，无法直观的了解车身平衡状态，未参与到动平衡稳态的调整。因此，亟待提供一种技术方案，使乘员参与到动平衡稳态调整的过程中，实时掌握车体的平衡状态，快速有效地从当前 姿态CA进入动平衡稳态DBSA，尽可能地避免车辆对周围的物体或者人员造成伤害。
发明内容
鉴于上述问题，提出了本发明以便提供一种克服上述问题或者至少部分地解决上述问题的检测车体平衡的方法、车体平衡状态的控制方法以及动平衡车。
依据本发明的一个方面，提供了一种检测车体平衡的方法，其包括：
姿态传感器和转向传感器分别监测车体的俯仰角度以及转向角度；
根据监测到的俯仰角度和转向角度，生成驱动信号，以驱动多个发光单元发光；
根据驱动信号驱动多个发光单元规律性发光，以模拟所述俯仰角度以及转向角度对应的车体平衡状态。
优选地，在本发明的一实施例中，根据驱动信号驱动多个发光单元规律性发光，以模拟所述俯仰角度以及转向角度对应的车体平衡状态包括：
根据驱动信号分别驱动多个发光单元发光，并按照所述俯仰角度和转向角度，规律性调整多个发光单元的发光面积，以模拟车体平衡状态。
优选地，在本发明的一实施例中，根据驱动信号驱动多个发光单元规律性发光，以模拟所述俯仰角度以及转向角度对应的车体平衡状态包括：
根据驱动信号分别驱动多个发光单元发光，并按照所述俯仰角度和转向角度，规律性调整多个发光单元的亮度，以模拟车体平衡状态。
优选地，在本发明的一实施例中，根据监测到的俯仰角度和转向角度，生成驱动信号，以驱动发光单元发光包括：
根据监测到的俯仰角度，生成第一组驱动信号，所述第一组驱动信号包括第一驱动信号，以驱动模拟俯仰状态的第一组发光单元中多个发光单元发光；
根据监测到的转向角度，生成第二组驱动信号，所述第二组驱动信号包括第二驱动信号，以驱动模拟转向状态的第二组发光单元中多个发光单元发光。
优选地，在本发明的一实施例中，还包括：预先设定俯仰角度阈值和转向角度阈值；所述根据监测到的俯仰角度和转向角度，生成驱动信号，以驱动多个发光单元发光包括：根据监测到的俯仰角度及俯仰角度阈值，转向角度及转向角度阈值，生成驱动信号，以驱动多个发光单元发光。
优选地，在本发明的一实施例中，还包括：在人机交互界面中实时显示发光单元发光的规律性状态，以向驾驶者呈现模拟的车体平衡状态。
根据本发明的另一方面，提供了一种车体平衡状态的控制方法，其包括： 根据上述任意所述方法获得的模拟车体平衡状态，调整车体的俯仰以及转向姿态。
根据本发明的再一方面，提供了动平衡车，其包括：姿态传感器、转向传感器、驱动单元、发光单元，姿态传感器和转向传感器分别用于监测车体的俯仰角度以及转向角度；驱动单元用于根据监测到的俯仰角度和转向角度，生成驱动信号，以驱动多个发光单元发光；发光单元用于根据驱动信号规律性发光，以模拟所述俯仰角度以及转向角度对应的车体平衡状态。
优选地，在本发明的一实施例中，还包括：人机交互界面，用于实时显示发光单元发光的规律性状态，以向驾驶者呈现模拟的车体平衡状态。
优选地，在本发明的一实施例中，所述发光单元根据模拟所述俯仰角度以及转向角度对应的车体平衡状态有规律地布置在动平衡车的踏板位置处。
与现有的方案相比，由于通过姿态传感器和转向传感器分别监测车体的俯仰角度以及转向角度；再根据监测到的俯仰角度和转向角度，生成驱动信号，以驱动多个发光单元发光；最后，根据驱动信号驱动多个发光单元规律性发光，以模拟所述俯仰角度以及转向角度对应的车体平衡状态，从而使乘员实时掌握车体的平衡状态，快速有效地从当前姿态CA进入动平衡稳态DBSA，尽可能地避免车辆对周围的物体或者人员造成伤害。
上述说明仅是本发明技术方案的概述，为了能够更清楚了解本发明的技术手段，而可依照说明书的内容予以实施，并且为了让本发明的上述和其它目的、特征和优点能够更明显易懂，以下特举本发明的具体实施方式。
附图说明
通过阅读下文优选实施方式的详细描述，各种其他的优点和益处对于本领域普通技术人员将变得清楚明了。本实施例的附图仅用于示出优选实施方式的目的，而并不认为是对本发明的限制。而且在整个附图中，用相同的参考符号表示相同的部件。在附图中：
图1为本发明实施例一检测车体平衡的方法流程示意图；。
图2为本发明实施例二生成驱动信号的流程示意图；
图3为本发明实施例三检测车体平衡的方法流程示意图；
图4为本发明实施例四检测车体平衡的方法一详细流程示意图
图5为本发明实施例四发光单元的规律性布置示意图；
图6为本发明实施例五发光单元的规律性布置示意图；
图7为本发明实施例六LCD液晶显示界面中车体平衡状态的显示示意图；
图8为本发明实施例七动平衡车的功能结构框图。
具体实施方式
下面将参照附图更详细地描述本公开的示例性实施例。虽然附图中显示了本公开的示例性实施例，然而应当理解，可以以各种形式实现本公开而不应被这里阐述的实施例所限制。相反，提供这些实施例是为了能够更透彻地理解本公开，并且能够将本公开的范围完整的传达给本领域的技术人员。
本发明下述实施例中，由于通过姿态传感器和转向传感器分别监测车体的俯仰角度以及转向角度；再根据监测到的俯仰角度和转向角度，生成驱动信号，以驱动多个发光单元发光；最后，根据驱动信号驱动多个发光单元规律性发光，以模拟所述俯仰角度以及转向角度对应的车体平衡状态，从而使乘员实时掌握车体的平衡状态，快速有效地从当前姿态CA进入动平衡稳态DBSA，尽可能地避免车辆对周围的物体或者人员造成伤害。
本发明下述实施例提供的检测车体平衡的方法，其核心思想在于包括如下步骤：
姿态传感器和转向传感器分别监测车体的俯仰角度以及转向角度；
根据监测到的俯仰角度和转向角度，生成驱动信号，以驱动多个发光单元发光；
根据驱动信号驱动多个发光单元规律性发光，以模拟所述俯仰角度以及转向角度对应的车体平衡状态。
图1为本发明实施例一检测车体平衡的方法流程示意图；如图1所示，其具体可以包括：
S101、姿态传感器和转向传感器分别监测车体的俯仰角度以及转向角度；
本实施例中，俯仰角度可以指车体前后仰斜的不同状态，而转向角度可以指车体左右转向的不同状态。俯仰角度包括前倾角、后仰角，转向角度包括左转向角度、右转向角度。
本实施例中，姿态传感器可以根据产品的实际结构设计，固定在车体的重心位置处。姿态传感器可以包括陀螺仪以及加速度计。陀螺仪来跟踪车辆沿着X和Y轴的旋转即车体的角度，加速度计测量沿加速度和角速度。在具体产品应用中，可以使用三轴陀螺仪和三轴加速度计。根据车体的角度、车体的加速度以及角速度计算车体的俯仰角度。
本实施例中，转向传感器耦接在转向装置上，转向传感器可以是电位器或者霍尔传感器。
如果是电位器的话，由于在平衡车转向的过程中，电位器的电刷会沿着电位器的电阻体移动，从而获得与位移量对应的电阻变化、电流变化，据此获得 车体的转向角度。
如果是霍尔传感器的话，在转向过程中，霍尔传感器在磁场中运动，输出了霍尔电压，以根据所述霍尔电压确定所述转向机构的转向角度。
S102、根据监测到的俯仰角度和转向角度，生成驱动信号，以驱动多个发光单元发光；
本实施例中，步骤S102的具体流程示意图可以如图2所示，图2为本发明实施例二生成驱动信号的流程示意图，其具体可以包括：
S112、根据监测到的俯仰角度，生成第一组驱动信号，所述第一组驱动信号包括第一驱动信号，以驱动模拟俯仰状态的第一组发光单元中多个发光单元发光；
S122、根据监测到的转向角度，生成第二组驱动信号，所述第二组驱动信号包括第二驱动信号，以驱动模拟转向状态的第二组发光单元中多个发光单元发光。
在本实施例中，在竖直方向上设置第一组发光单元，以根据车体的俯仰角度模拟车体的前后仰斜状态，在水平方向上设置第二组发光单元，以根据车体的转向角度模拟车体的左右转向状态。因此，在生成驱动信号时，分别生成驱动第一组发光单元的第一组驱动信号，驱动第二组发光单元的第二组驱动信号。需要说明的是，第一组发光单元和第二组发光单元中包括的发光单元包括的LED并无具体限定，比如是3个或5个等等。
需要说明的是，第一组驱动信号可以包括若干个独立的驱动信号，以对第一组发光单元中的每个发光单元一一驱动。第二组驱动信号也可以包括若干个独立的驱动信号，以对第二组发光单元中的每个发光单元一一驱动。
需要说明的是，第一组驱动信号也可以只包括一个驱动信号，该驱动信号在第一组发光单元中的各发光单元之间共用。第二组驱动信号也可以只包括一个驱动信号，该驱动信号在第二组发光单元中的各发光单元之间共用。
S103、根据驱动信号分别驱动多个发光单元发光，并按照所述俯仰角度和转向角度，规律性调整多个发光单元的发光面积，以模拟车体平衡状态。
本实施例中，参见上述步骤S102，如果生成多个独立的第一组驱动信号，通过有选择地生成部分驱动信号，以有选择地驱动第一组发光单元中的部分发光单元组发光，有规律地调整发光单元组中某几个LED进行发光，从而调整发光单元的发光面积。
如果生成包括一个驱动信号的第一组驱动信号，通过有选择地在第一组发光单元中的部分发光单元组之间公用该驱动信号，规律地调整发光单元组中某几个LED进行发光，从而调整发光单元的发光面积。
对于第二组发光单元的驱动可以参照上述对第一组发光单元的驱动，详细不再赘述。
图3为本发明实施例三检测车体平衡的方法流程示意图；如图3所示，其具体可以包括：
S301、姿态传感器和转向传感器分别监测车体的俯仰角度以及转向角度；
S302、根据监测到的俯仰角度和转向角度，生成驱动信号，以驱动多个发光单元发光；
有关步骤S301-S302详细可参见上述图1所示的实施例，在此不再赘述。
S303、根据驱动信号分别驱动多个发光单元发光，并按照所述俯仰角度和转向角度，规律性调整多个发光单元的发光亮度，以模拟车体平衡状态。
与上述图1所示实施例不同的是，本实施例是通过规律性的调整发光单元的发光亮度，模拟车体平衡状态。
本实施例中，参见上述步骤S102，如果生成多个独立的第一组驱动信号，通过有选择地生成大小不同的驱动信号，驱动第一组发光单元中的发光单元发光，有规律地调整发光单元中LED的亮度。
如果生成包括一个驱动信号的第一组驱动信号，通过有选择地在第一组发光单元中的部分发光单元组之间公用该驱动信号，规律地调整发光单元组中某几个LED进行发光，从而调整整个发光单元的发光亮度。
对于第二组发光单元的驱动可以参照上述对第一组发光单元的驱动，详细不再赘述。
如果是两轮的动平衡车的话，乘员一般都是双手握把处于站立姿势，因此，为了便于乘员便捷地观察到车体的平衡状态，可以在上述图1所示实施例一或图3所示实施例三的基础上，形成另一实施例，其包括了增加的步骤：在人机交互界面中实时显示发光单元发光的规律性状态，以向驾驶者呈现模拟的车体平衡状态。该步骤可以在步骤S103或者步骤S303之后执行。
在具体实施时，该人机交互界面可以是一LCD液晶显示界面，在该界面中显示一实心圆形图案，模拟水平尺的液泡。
为了向乘员提供车体平衡状态调整的参考，可以在上述图1所示实施例一或图3所示的实施例三的基础上，形成另外一实施例，其包括增加了的步骤：预先设定俯仰角度阈值和转向角度阈值；该步骤可以在步骤S101或者S301之前。
本实施例中，俯仰角度阈值和转向角度阈值可以指车体处于自平衡状态时的俯仰角度和转向角度。
当设定了俯仰角度阈值和转向角度阈值后，在本实施例中在生成驱动信号 时，根据监测到的俯仰角度及俯仰角度阈值，转向角度及转向角度阈值，生成驱动信号，以驱动多个发光单元规律性的发光。
俯仰角度阈值包括前倾角度阈值和后仰角度阈值，转向角度阈值包括左转向角度阈值和右转向角度阈值。俯仰角度阈值和转向角度阈值可以根据车辆的惯量、动力学模型和实验经验值进行设置。
为了向乘员提供车体平衡状态调整的参考，可以在上述图1所示实施例一或图3所示的实施例三的基础上，形成再一实施例，其包括增加了的步骤：预先设定俯仰角度差值阈值和转向角度差值阈值；该步骤可以在步骤S101或者S301之前。
俯仰角度差值Δp是指实时监测到的俯仰角度与车体完全处于自平衡状态时的俯仰角度之间的差值，俯仰角度差值包括前倾角度差值和后仰角度差值阈值，转向角度差值Δr是指实时监测到的转向角度与车体完全处于自平衡状态时的转向角度之间的差值，包括左转向角度差值和右转向角度差值。俯仰角度差值阈值Δps指如果车体处于动平衡状态时监测到的俯仰角度与车体完全处于自平衡状态时俯仰角度的理论差值。转向角度差值阈值Δrs指如果车体处于动平衡状态时监测到的转向角度与车体完全处于自平衡状态时转向角度的理论差值。俯仰角度差值和转向角度差值阈值可以根据车辆的惯量、动力学模型和实验经验值进行设置。
在设置了阈值或者差值阈值之后，通过发光单元的规律性发光，使乘员可以直观地或者车体的平衡状态，以便实时调整车体的平衡状态，比如如果通过第一组发光单元的发光状态判断得知，俯仰角度中的前倾角超过了俯仰角度阈值中的前倾角阈值，则需要适当调整车辆后仰，减小前倾角。详细可参见后续实施例说明。
图4为本发明实施例四检测车体平衡的方法一详细流程示意图；详细请参见图4记载，在此不再重述。
图5为本发明实施例四发光单元的规律性布置示意图；如图5所示，每一组发光单元包括一个LED灯，LED1、LED2、LED3指示车体的俯仰状态，LED4、LED2、LED5指示车体的转向状态。本实施例以设定俯仰角度阈值和转向角度阈值为例进行说明。
(1)当LED1亮度＜LED2亮度＜LED3亮度时，处于非平衡状态，指示车体前倾角度超过前倾角度阈值，乘员需将车体适当后仰；
(2)当LED1亮度＞LED2亮度＞LED3亮度时，处于非平衡状态，指示车体后仰角度超过后仰角度阈值，乘员需将车体适当前倾；
(3)当LED4＜LED2亮度＜LED5亮度时，处于非平衡状态，指示手把左转向角度超过左转向角度阈值，乘员需将转向装置朝右侧调整；
(4)当LED4亮度＞LED2亮度＞LED5亮度时，处于非平衡状态，指示手把右转向角度超过右转向角度阈值，乘员需将转向装置朝左侧调整；
(5)五颗LED亮度越接近，表示俯仰角度和转向角度更接近其对应阈值，也就表明车体的当前姿态越接近动平衡稳态。
图5实施例在具体应用时，可以通过某个灯的熄灭来直观的进行上述判断：
(1)LED1熄灭，LED2亮度＜LED3亮度时，指示车体前倾角度超过前倾角度阈值，乘员需将车体适当后仰；
(2)LED1亮度＞LED2亮度，LED3熄灭，指示车体后仰角度超过后仰角度阈值，乘员需将车体适当前倾；
(3)LED4熄灭，LED2亮度＜LED5亮度时，指示手把左转向角度超过左转向角度阈值，乘员需将转向装置朝右侧调整；
(4)当LED4亮度＞LED2亮度，LED5熄灭，指示手把右转向角度超过右转向角度阈值，乘员需将转向装置朝左侧调整。
需要说明的是，上述图5的实施例具体以俯仰角度阈值和转向角度阈值为例进行说明，但是，其实际也可以应用于俯仰角度差值阈值和转向角度差值阈值，详细如下：
(1)当LED1亮度＜LED2亮度＜LED3亮度时，指示车体前倾角度差值超过前倾角度差值阈值，乘员需将车体适当后仰；
(2)当LED1亮度＞LED2亮度＞LED3，比如LED3灭时，指示车体后仰角度差值超过后仰角度差值阈值，乘员需将车体适当前倾；
(3)当LED4＜LED2亮度＜LED5亮度时，指示手把左转向角度差值超过左转向角度差值阈值，乘员需将转向装置朝右侧调整；
(4)当LED4亮度＞LED2亮度＞LED5亮度，指示手把右转向角度差值超过右转向角度差值阈值，乘员需将转向装置朝左侧调整；
图6为本发明实施例五发光单元的规律性布置示意图；如图5所示，与上述图5不同，发光单元包括第一组发光单元501和第二组发光单元502，第一组发光单元和第二组发光单元又各自包括若干个发光单元组即LED1灯组、LED2灯组、LED3灯组、LED4灯组、LED5灯组，第一组发光单元包括LED1灯组、LED2灯组、LED3灯组，第二组发光单元包括LED4灯组、LED2灯组、LED5灯组，LED1灯组、LED2灯组、LED3灯组、LED4灯组、LED5灯组各自包括若干个LED灯，此时，除了可以通过上述图4说是的不同亮度来判断车体的平衡状态，也可以通过发光单元的发光面积判断车体的平衡状态。本实施例详细以发光面积的判断 来进行说明。
(1)当LED1灯组亮度＜LED2灯组亮度＜LED3灯组亮度时，指示车体前倾角度超过前倾角度阈值，乘员需将车体适当后仰；
(2)当LED1灯组发光面积＞LED2灯组发光面积＞LED3灯组发光面积时，指示车体后仰角度超过后仰角度阈值，乘员需将车体适当前倾；
(3)当LED4灯组发光面积＜LED2灯组发光面积＜LED5灯组发光面积时，指示手把左转向角度超过左转向角度阈值，乘员需将转向装置朝右侧调整；
(4)当LED4灯组发光面积＞LED2灯组发光面积＞LED5灯组发光面积时，指示手把右转向角度超过右转向角度阈值，乘员需将转向装置朝左侧调整；
(5)五颗LED灯组发光面积越接近，表示俯仰角度和转向角度更接近其对应阈值，也就表明车体的当前姿态越接近动平衡稳态。
有关各个灯组发光面积的控制，可参见上述方法实施例，详细不再赘述。
图7为本发明实施例六LCD液晶显示界面中车体平衡状态的显示示意图；如图7所示，在LCD液晶屏上绘制实心圆形图案，模拟水平尺的液泡，根据LED灯的亮度或者发光面积来改变圆形图案大小以及直径。本实施例中实心圆形图案的绘制公式如下：
Figure PCTCN2015090487-appb-000001
上式中，Xd是该实心圆形的圆心X轴坐标，Yd是该实心圆形的圆心Y轴坐标，φd是该实心圆形的直径。K1、K2、K3、K4、K5分别为根据经验和LCD液晶屏分辨率而自定义的常数。
可以把液晶显示界面定义为一个四个象限，逆时针分别为第一象限、第二象限、第三象限、第四象限，通过上述发光单元的发光面积或者亮度来进行圆形图案在象限中位置的定义。
(1)位于第一象限
车体前倾角度超过前倾角度阈值，手把右转向角度超过右转向角度阈值。
(2)位于第二象限
车体前倾角度超过前倾角度阈值，手把左转向角度超过左转向角度阈值，处于非平衡状态。
(3)位于第三象限
车体后仰角度超过后仰角度阈值，手把左转向角度超过左转向角度阈值。
(4)位于第四象限
车体后仰角度超过后仰角度阈值，手把右转向角度超过右转向角度阈值，处于非平衡状态。
(5)位于象限交界水平正向
车体前、后仰角度未超过前、后仰角度阈值，但手把右转向角度超过右转向角度阈值。
(6)位于象限交界水平负向
车体前、后仰角度未超过前、后仰角度阈值，但手把左转向角度超过左转向角度阈值，处于非平衡状态。
(7)位于象限交界垂直正向
车体前倾角度超过前倾角度阈值，但手把左、右转向角度超过左、右转向角度阈值，处于非平衡状态。
(8)位于象限交界垂直负向
车体后仰角度超过后仰角度阈值，但手把左、右转向角度超过左、右转向角度阈值，处于非平衡状态。
(9)位于象限交界中心位置
车体前、后仰角度未超过前、后仰角度阈值，手把左、右转向角度未超过左、右转向角度阈值，此时，车体实际刚好处于平衡状态。
需要说明的是，上述情况(1)-(9)并非群举，还包括其他各种情形，详细不再赘述。
需要说明的是，图6中的圆形图案也可以由其他形状图案比如多边形代替。
图8为本发明实施例七动平衡车的功能结构框图；如图8所示，其具体可以包括：姿态传感器701、转向传感器702、驱动单元703、发光单元704。其中：
姿态传感器701和转向传感器702分别用于监测车体的俯仰角度以及转向角度；驱动单元703用于根据监测到的俯仰角度和转向角度，生成驱动信号，以驱动多个发光单元704发光；发光单元704用于根据驱动信号规律性发光，以模拟所述俯仰角度以及转向角度对应的车体平衡状态。
本实施例中，还可以包括人机交互界面，用于实时显示发光单元发光的规律性状态，以向驾驶者呈现模拟的车体平衡状态。该人机交互界面可以为一LCD液晶显示界面。
本实施例中，发光单元704根据模拟所述俯仰角度以及转向角度对应的车体平衡状态有规律地布置在动平衡车的踏板位置处。
按照模拟俯仰状态和转向状态分别布置了第一组发光单元714和第二组发光单元724，比如如图4所示，LED1、LED2、LED3组成第一组发光单元，LED4、 LED2、LED5组成第二组发光单元。
可选地，如果驱动单元703生成多个独立的第一组驱动信号，通过有选择地生成大小不同的驱动信号，驱动第一组发光单元中的发光单元发光，有规律地调整发光单元中LED的亮度。
可选地，如果发光单元包括第一组发光单元和第二组发光单元，第一组发光单元又包括若干个发光单元组，以每个驱动单元生成包括一个驱动信号的第一组驱动信号，通过有选择地在第一组发光单元中的部分发光单元组之间公用该驱动信号，规律地调整发光单元组中某几个LED进行发光，从而调整整个发光单元的发光亮度，或者发光面积。
上述说明示出并描述了本发明的若干优选实施例，但如前所述，应当理解本发明并非局限于本文所披露的形式，不应看作是对其他实施例的排除，而可用于各种其他组合、修改和环境，并能够在本文所述发明构想范围内，通过上述教导或相关领域的技术或知识进行改动。而本领域人员所进行的改动和变化不脱离本发明的精神和范围，则都应在本发明所附权利要求的保护范围内。

Claims (10)

  1. 一种检测车体平衡的方法，其特征在于，包括：
    姿态传感器和转向传感器分别监测车体的俯仰角度以及转向角度；
    根据监测到的俯仰角度和转向角度，生成驱动信号，以驱动多个发光单元发光；
    根据驱动信号驱动多个发光单元规律性发光，以模拟所述俯仰角度以及转向角度对应的车体平衡状态。
  2. 根据权利要求1所述的方法，其特征在于，根据驱动信号驱动多个发光单元规律性发光，以模拟所述俯仰角度以及转向角度对应的车体平衡状态包括：
    根据驱动信号分别驱动多个发光单元发光，并按照所述俯仰角度和转向角度，规律性调整多个发光单元的发光面积，以模拟车体平衡状态。
  3. 根据权利要求1所述的方法，其特征在于，根据驱动信号驱动多个发光单元规律性发光，以模拟所述俯仰角度以及转向角度对应的车体平衡状态包括：
    根据驱动信号分别驱动多个发光单元发光，并按照所述俯仰角度和转向角度，规律性调整多个发光单元的亮度，以模拟车体平衡状态。
  4. 根据权利要求1所述的方法，其特征在于，根据监测到的俯仰角度和转向角度，生成驱动信号，以驱动发光单元发光包括：
    根据监测到的俯仰角度，生成第一组驱动信号，所述第一组驱动信号包括第一驱动信号，以驱动模拟俯仰状态的第一组发光单元中多个发光单元发光；
    根据监测到的转向角度，生成第二组驱动信号，所述第二组驱动信号包括第二驱动信号，以驱动模拟转向状态的第二组发光单元中多个发光单元发光。
  5. 根据权利要求1所述的方法，其特征在于，还包括：预先设定俯仰角度阈值和转向角度阈值；所述根据监测到的俯仰角度和转向角度，生成驱动信号，以驱动多个发光单元发光包括：根据监测到的俯仰角度及俯仰角度阈值，转向角度及转向角度阈值，生成驱动信号，以驱动多个发光单元发光。
  6. 根据权利要求1所述的方法，其特征在于，还包括：在人机交互界面中实时显示发光单元发光的规律性状态，以向驾驶者呈现模拟的车体平衡状态。
  7. 一种车体平衡状态的控制方法，其特征在于，包括：根据权利要求1-6任意所述方法获得的模拟车体平衡状态，调整车体的俯仰以及转向姿态。
  8. 一种动平衡车，其特征在于，包括：姿态传感器、转向传感器、驱动单元、发光单元，姿态传感器和转向传感器分别用于监测车体的俯仰角度以及转向角度；驱动单元用于根据监测到的俯仰角度和转向角度，生成驱动信号， 以驱动多个发光单元发光；发光单元用于根据驱动信号规律性发光，以模拟所述俯仰角度以及转向角度对应的车体平衡状态。
  9. 根据权利要求8所述的动平衡车，其特征在于，还包括：人机交互界面，用于实时显示发光单元发光的规律性状态，以向驾驶者呈现模拟的车体平衡状态。
  10. 根据权利要求8所述的动平衡车，其特征在于，所述发光单元根据模拟所述俯仰角度以及转向角度对应的车体平衡状态有规律地布置在动平衡车的踏板位置处。
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CN104401322A (zh) * 2014-09-26 2015-03-11 纳恩博（天津）科技有限公司 检测车体平衡的方法及动平衡车

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