WO2017064162A1 - Véhicule à équilibrage dynamique - Google Patents

Véhicule à équilibrage dynamique Download PDF

Info

Publication number
WO2017064162A1
WO2017064162A1 PCT/EP2016/074539 EP2016074539W WO2017064162A1 WO 2017064162 A1 WO2017064162 A1 WO 2017064162A1 EP 2016074539 W EP2016074539 W EP 2016074539W WO 2017064162 A1 WO2017064162 A1 WO 2017064162A1
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
bearing
base
steering
handlebar
Prior art date
Application number
PCT/EP2016/074539
Other languages
German (de)
English (en)
Inventor
Armin Maurer
Uwe BERNHARD
Ulrich Riexinger
Original Assignee
Maurer, Cornelia
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 Maurer, Cornelia filed Critical Maurer, Cornelia
Publication of WO2017064162A1 publication Critical patent/WO2017064162A1/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
    • B62K11/00—Motorcycles, engine-assisted cycles or motor scooters with one or two wheels
    • B62K11/007—Automatic balancing machines with single main ground engaging wheel or coaxial wheels supporting a rider
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K1/00—Unicycles
    • 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
    • B62K21/00—Steering devices
    • B62K21/18—Connections between forks and handlebars or handlebar stems

Definitions

  • the present invention relates to a dynamically balancing vehicle having the features of the preamble of claim 1.
  • the present invention also relates to a conversion kit and a method for converting a dynamically balancing vehicle.
  • a dynamically balancing vehicle has a chassis that is supported on at least one wheel on a ground, a drive for driving the at least one wheel, a position or tilt sensor and a vehicle control device. These vehicles are used either with a single wheel or with multiple wheels, preferably with exactly two wheels, but then rotate about a common Radcardse extending parallel to a vehicle transverse axis.
  • the chassis has a base with a footboard having a tread on which a driver can stand.
  • the vehicle control device controls the respective drive such that the vehicle is balanced, that is, the vehicle control device operates the vehicle in a balance mode or balance operating state.
  • an angle of inclination of the vehicle longitudinal axis relative to a horizontal plane extending perpendicular to the gravitational direction is determined.
  • the vehicle control device tries permanently by appropriate control of the drive to reset this inclination angle to the value zero.
  • the driver can now change the inclination of the chassis relative to the horizontal plane by displacing its body center of gravity, whereby it comes depending on the angle of inclination to a positive or negative acceleration of the vehicle.
  • a positive acceleration is when the vehicle gets faster.
  • a negative acceleration occurs when the vehicle slows down. Simplified, the negative acceleration can also be called Braking or deceleration and the positive acceleration will be referred to as acceleration.
  • a separate drive is provided for each wheel.
  • a steering device is provided for generating steering commands.
  • the drives for the two wheels can be operated differently, resulting in a corresponding steering operation of the vehicle.
  • Such a steering device may for example have a switch with which the driver can generate the steering commands.
  • the steering device may comprise an operable by the driver handlebar, which is pivotally mounted via a steering bearing on the chassis about a parallel to a vehicle longitudinal axis extending steering axis.
  • Such dynamically balancing vehicles have become known under the name "Segway" of the manufacturer Segway Incorporated Since in such vehicles an inclination sensor can work with at least one gyro, these vehicles are occasionally also referred to as gyroscopic vehicles or as gyroscopically stabilized vehicles.
  • a dynamically balancing vehicle of the type mentioned is known, but instead of a running board with Trift Chemistry for a stationary driver is equipped with a vehicle seat on which the driver can take place.
  • the chassis is equipped with a structure which has the vehicle seat and which is adjustably mounted on the base in the vehicle longitudinal axis.
  • the known vehicle also has a handlebar which is mounted at the bottom of a promotedabstellplatte, which in turn is rigidly secured to the base. This handlebar is also coupled to the structure, so that the driver by pressing the Handlebar forward the body with the vehicle seat and thus his
  • Center of gravity can shift to the front, while he can move the structure with the vehicle seat and its center of gravity to the rear by pulling the handlebar to the rear.
  • a dynamically balancing vehicle for a stationary vehicle operator which is equipped with a handlebar having a handle at the top and which is connected at the bottom to a steering bearing which is fixed to a base of the chassis.
  • This base can be designed as a trough and closed at its top by means of a footboard on which the driver can stand.
  • the steering bearing is expediently fastened directly to the base, for which purpose the base is equipped with a corresponding bearing fastening point.
  • the steering bearing has a rotational degree of freedom, namely the steering axis parallel to the vehicle longitudinal axis about which the steering rod in the steering bearing on the chassis is pivotable.
  • the steering bearing has only this one degree of freedom.
  • the present invention is concerned with the problem of providing an improved embodiment for a vehicle of the type mentioned at the beginning, which enables simplified handling for the seated driver. Furthermore, a conversion kit and a method are to be provided which simplify a conversion of a vehicle provided for a standing vehicle driver into a vehicle provided for a seated driver vehicle of the type mentioned.
  • the invention is based on the general idea to provide the chassis of the construction of a second bearing mounting point, which is suitable for attaching the steering bearing and which is identical or similar configured to a first Lübefest Trentsstelle provided on the base for attaching the steering bearing.
  • the body side second bearing mounting point is opposite to base side first bearing mounting point in the vehicle longitudinal axis offset forward.
  • the steering bearing is now attached to the structure at this second bearing attachment point and is therefore further ahead than the first bearing mounting point.
  • the accessibility of an optionally present plug-in connection for the handlebar is simplified, which simplifies handling during entry and exit.
  • the offset of the steering bearing forward creates more space for the vehicle seat. Likewise, the comfort for boarding and exit is increased.
  • the positioning of the steering bearing is independent of the base, so that a virtually any suitable position for the second bearing mounting location relative to the base can be provided.
  • the above-mentioned problems can thereby be reduced or avoided.
  • an optionally provided on the steering bearing rod receptacle, in which the lower end of the handlebar must be inserted be so far forward offset that it is relatively easy to see for a seated on the vehicle driver, which greatly simplifies the insertion of the handlebar.
  • the relative locations "front”, “rear”, “top” and “bottom” in the present context refer to a vehicle longitudinal axis or to a vehicle vertical axis with proper use of the vehicle.
  • the vehicle vertical axis extends parallel to the gravitational direction, which points to the center of the earth, ie vertically.
  • the vehicle longitudinal axis extends horizontally and perpendicular to the vehicle vertical axis and perpendicular to the Radcardachse.
  • “front” refers to a front end of the vehicle when driving forward
  • back refers to a rear end of the vehicle when driving forward.
  • the handlebar is located in a front area of the vehicle, ie at a front area of the body.
  • a vehicle transverse axis extends ho- horizontal and perpendicular to the vehicle's longitudinal axis and perpendicular to the vehicle's vertical axis.
  • the wheel rotation axis extends parallel to the vehicle transverse axis.
  • the steering rod is mounted to the structure pivotable about the steering axis relative to the chassis.
  • the steering bearing has expediently only this one degree of freedom, which defines this steering axis.
  • the structure at least in the region of the second bearing mounting point projecting forward over the base, so that the second bearing mounting point is located in front of the base.
  • the second bearing mounting point can lie with respect to a vehicle vertical axis above the first bearing fastening point, which is also advantageous for the visibility of a possibly provided between the steering bearing and the handlebar connector.
  • the handlebar may extend from the steering bearing to the handle un-cranked. This simplifies the production of the handlebar.
  • the steering rod can be configured rectilinear or curved.
  • the steering bearing may be secured by fasteners to the second bearing mounting location, which cooperate with complementary counter-fastening means formed at the second bearing mounting location.
  • the first bearing attachment point is equipped with such, complementary to the fastening means Gegenbefest Trentsmitteln so that the steering bearing can be attached to the base in the absence of construction at the first bearing attachment point.
  • the steering bearing is fastened by means of a plurality of screws to the second bearing mounting point, wherein the steering bearing has a through opening for each screw.
  • the arrangement of these through holes on the bearing defines a hole pattern.
  • the second bearing mounting point now has a threaded opening for each through hole into which one of the screws is screwed.
  • These passage openings are now arranged according to the hole pattern of the passage openings on the structure.
  • the first bearing mounting point also has a threaded opening for each through hole, which are arranged according to the hole pattern of the through holes on the base.
  • the structure may have a cover plate which closes an upper side of the trough-shaped base.
  • the cover plate serves as a kind of mechanical interface between the structure and the base. With the help of such a cover plate, the structure can be relatively easily mounted on the base.
  • the cover plate can be screwed to the base, wherein a screw connection comprising several screws is formed.
  • this screw connection uses one or more or all threaded openings of the first bearing fastening point.
  • the base can several
  • a steering angle sensor can be arranged on the steering bearing, which is coupled via a steering signal cable with a vehicle control, which converts the steering angle detected by the steering angle sensor into steering movements of the vehicle.
  • a vehicle control which converts the steering angle detected by the steering angle sensor into steering movements of the vehicle.
  • a locking device for securing the handlebar may be provided in a trained on steering bearing rod receptacle which upon insertion of the Handlebar automatically locked in the pole holder.
  • a plug connection is provided between the handlebar and steering bearing , which automatically secures the handlebar in the rod receptacle upon insertion of the handlebar in a corresponding, provided on the bearing rod support, preferably in the manner of a latch, namely by the lock. This increases the operational safety of the vehicle.
  • an unlocking device can be provided on the handlebar, which unlocks the locking device when actuated, so that the handlebar is pulled out of the rod holder.
  • the positioning of the unlocking device on the handlebar makes it possible, in particular, to arrange a manually actuatable actuating element of this unlocking device at a distance from the rod receptacle, that is to say at a distance from the lower end of the handlebar.
  • a manually actuatable actuating element of this unlocking device at a distance from the rod receptacle, that is to say at a distance from the lower end of the handlebar.
  • such an actuator may be arranged on the handlebar that it is easily accessible to the seated on the vehicle seat driver. This measure also increases the ease of use of the vehicle.
  • At least one support may be mounted on the structure, which is adjustable between an active position in which the support supports the chassis on the ground, and a passive position in which the support is lifted from the ground.
  • At least one electric column drive is provided for adjusting the respective support between the active position and the passive position, which is coupled to a manually operated by the driver support control device, which is used to drive the each Weil's column drive is provided.
  • a corresponding operating unit may be provided, which may be arranged for example on an armrest of the vehicle seat. This measure increases the ease of use of the vehicle.
  • the support control device may be coupled to a vehicle control device for driving the drive device and be configured or programmed such that the respective support is adjusted from the active position to the passive position only when the vehicle in a balance mode, ie in a Balance mode is.
  • the vehicle control device may be appropriately configured to detect when the driver enters the vehicle.
  • a footboard at the base of the vehicle may be elastically yielding, so that when entering the footboard a corresponding occupancy detection device, for example, operates with at least one switch or a sensor, is actuated, which then generates a corresponding occupancy signal.
  • This occupancy signal is then processed by the vehicle control device so that the balance mode is not set until the occupancy signal signals the vehicle to enter.
  • the support control device now interacts with the vehicle control device in such a way that the vehicle control device can be used to signal the entry of the vehicle with the aid of the support control device.
  • the support control device generates the occupancy signal for this purpose and transmits this to the vehicle control device.
  • the attendant of the vehicle control device can signal that the occupant has taken seat on the vehicle seat.
  • the vehicle control device can then automatically activate the balance mode and the support control can automatically adjust the respective support in the passive position.
  • a coupling device may be provided which transmits tensile and compressive forces along a vehicle longitudinal axis between the handlebar and the body.
  • the coupling device may have a rail guide on the body side, which allows relative movements between the body and handlebar transverse to the vehicle longitudinal axis. Consequently, despite the pressure and tensile stable connection in the vehicle longitudinal axis for steering the vehicle as before pivotal movements of the handlebar about the steering axis possible.
  • At least one anti-tipper which counteracts tipping over of the vehicle to the rear and / or forward. This measure also increases the operational safety of the vehicle, especially when the driver is seated.
  • at least one rear anti-tipper for example in the form of a support wheel, can be provided, which counteracts tipping over of the vehicle to the rear.
  • at least one front anti-tipper for example in the form of a predominantlyabstellplatte, be provided which counteracts a tilting of the vehicle forward.
  • a conversion kit according to the invention with the aid of which a dynamically balancing vehicle, which is intended for a standing vehicle driver, can be transformed into a dynamically balancing vehicle intended for a seated vehicle driver, comprises a structure with vehicle seat and second bearing fastening point.
  • the standing for the vehicle driver provided vehicle has a trough-shaped base, which is closed at its top with a running board and having a first bearing attachment point, on which a steering bearing for a handlebar of the vehicle is attached.
  • the structure of the conversion kit can now be mounted on the base instead of the running board.
  • the steering bearing can now be attached to the structure at the second bearing attachment point.
  • the conversion of a vehicle provided for a standing vehicle driver in a vehicle according to the invention which is intended for a seated driver, particularly easy to implement.
  • the conversion kit includes a suitable for the seated driver handlebar, which is shortened to a provided for the stationary driver handlebar and is then coupled instead of the longer handlebar with the steering bearing.
  • An inventive method for converting a dynamically balancing vehicle intended for a stationary vehicle operator into a dynamically balancing vehicle intended for a seated vehicle operator is based on the consideration of the footboard from the base of the vehicle standing by the vehicle driver remove and remove the bearing from the base of this vehicle.
  • the steering bearing can be attached to the structure of the intended for the seated vehicle driver vehicle.
  • the structure may be fixed to the base of the vehicle.
  • the vehicle seat can be attached to the body.
  • the vehicle provided for the seated vehicle operator utilizes the base with the wheels, the drive means and the vehicle control of the vehicle intended for the standing driver.
  • the order in which the steering bearing, the body and the vehicle seat are mounted, is basically arbitrary and is e.g. depending on the accessibility of the respective installation site to choose.
  • FIG. 2 shows a greatly simplified front view of the vehicle, corresponding to a viewing direction II in FIG. 1;
  • Fig. 3 is a plan view of a base of the vehicle according to a
  • FIG. 4 is a plan view as in Fig. 3, but with a cover plate
  • Fig. 5 is a simplified sectional view corresponding to section lines V in
  • Fig. 6 is a greatly simplified sectional view in the region of a handlebar.
  • a dynamically balancing vehicle 1 includes a chassis 2 having a base 3 and a body 4.
  • Base 3 and structure 4 are firmly connected.
  • the structure 4 preferably comprises a cover plate 5, which is fastened to the base 3 and to which a support frame 7 for a vehicle seat 8 is fastened via a plurality of vertical supports 6.
  • the vehicle 1 has a longitudinal axis X or longitudinal direction X, which extends horizontally in the use state of the vehicle 1. Further, the vehicle 1 has a transverse axis Y or transverse direction Y, which is also perpendicular to the vehicle longitudinal axis X and in the use state of the vehicle 1 is also horizontal.
  • the vehicle 1 also has a vertical axis Z or vertical direction Z, which extends perpendicular to the vehicle longitudinal axis X and perpendicular to the vehicle transverse axis Y and which is vertical in the operating state of the vehicle 1, ie parallel to a gravitational direction G.
  • the structure 4 is arranged with respect to the vehicle vertical axis Z above the base 3.
  • the body 4 comprises the vehicle seat 8 for a vehicle driver.
  • the base 3 serves to accommodate various components of the vehicle 1, which will be explained below.
  • the base 3 is designed to accommodate said components preferably as a tub or housing.
  • the trough-shaped base 3 has an open top 9 at the top.
  • the vehicle 1 has at least two wheels 10, which serve to support the vehicle 1 on a substrate 1 1, on which the vehicle 1 is standing or driving.
  • the vehicle 1 has exactly two wheels 10 for supporting the chassis 2 on the ground 1 1.
  • three or more wheels 10 are conceivable. It is essential that the wheels 10 are arranged rotatably about a common wheel rotation axis 12 on the chassis 2, which runs parallel to the vehicle transverse axis Y.
  • the wheels 10 are rotatably mounted on the base 3 and that at two in the vehicle transverse axis Y facing away from each other sides of the base. 3
  • the aforementioned vehicle seat 8 comprises a seat cushion 13 carried by the support frame 7.
  • the seat cushion 13 is firmly connected to the support frame 7.
  • the seat cushion 13 relative to the support frame 7 in the vehicle longitudinal be arranged axis X adjustable.
  • the vehicle seat 8 also has a backrest 14 which has a back pad 15 and a back pad holder 16 with which the back pad 15 is attached to the support frame 7.
  • two reproduced in Fig. 2 armrests 17 may be provided, each having an armrest pad 18 and an armrest pad holder 19 which connects the armrest pad 18 fixed to the support frame 7. In Fig. 1, these armrests 17 are omitted for clarity. At least one of these armrests 17 may, for example, be configured to be hinged about a pivot axis extending parallel to the vehicle longitudinal axis X.
  • the vehicle 1 further comprises a drive device 20, which is coupled to the wheels 10 and which serves for the dynamic balancing of the vehicle 1 and for driving, for accelerating, for braking and for steering the vehicle 1.
  • the drive device 20 expediently comprises, for each of the two wheels 10, an electric motor 21 and at least one vehicle battery 22 as an electrical energy store or for the power supply of the motors 21. If more than three wheels 10 should be provided, the drive device 20 is coupled to at least two of these wheels 10. Then at least two wheels 10 are each equipped with an electric motor 21.
  • the vehicle 1 has a steering device 23, which is provided for generating steering commands.
  • the steering device 23 on a handlebar 24 which is actuated by the driver.
  • the handlebar 24 is suitably equipped at its upper end with a handle 25 to which the driver can grip the handlebar 24 and operate.
  • the steering rod 24 is pivotally mounted at its lower end via a steering bearing 26 on the body 4 about a steering axis 27 which extends parallel to the vehicle longitudinal axis X.
  • the vehicle 1 is also equipped with a position sensor 28, which is indicated in Fig. 1 and which serves to determine at least one angle of inclination. Accordingly, the position sensor 28 comprises at least one tilt sensor or is formed by at least one such tilt sensor.
  • a vehicle control device 30 is provided, which is indicated in FIG. 1 and which is suitably coupled to the steering device 23 and to the position sensor system 28.
  • the position sensor 28 is integrated into the vehicle control device 30.
  • the steering device 23 may have, in particular on the steering bearing 26, a steering angle sensor 31 in order to detect a steering angle.
  • the steering angle is that angle that spans the handlebar 24 with respect to a vertical direction.
  • the handlebar 24 is vertical, so that the steering angle has the value 0 °.
  • the vehicle 1 or the chassis 2 is oriented horizontally, so that the vehicle longitudinal axis X extends in the horizontal plane 29 and the angle of inclination has the value 0 °.
  • the vehicle control device 30 is used to generate drive commands and brake commands depending on the tilt angle. Furthermore, the vehicle control device 30 is designed such that it can control the drive device 20 or its electric motors 21 depending on the steering commands, depending on the drive commands and depending on the brake commands.
  • the base 3 has, in the region of its upper side 9 and in a front region, a first bearing fastening point 32 on which the steering bearing 26 can be fastened.
  • the structure 4 likewise has a second bearing fastening point 33 in a front region, to which the steering bearing 26 is likewise fastened. that can.
  • the steering bearing 26 is attached to the second bearing mounting point 33, ie on the structure 4.
  • the second bearing mounting point 33 is arranged farther forward than the first bearing fastening point 32 with respect to the vehicle longitudinal axis X.
  • the projection of the structure 4 or the cover plate 5 on the base 3 is here in the example so large that the second bearing mounting point 33 is located in front of the base 3.
  • forward offset second bearing mounting point 33 results in a correspondingly displaced forward positioning of the steering bearing 26 relative to the chassis 2, so that it is possible to design the handlebar 24 un-cranked.
  • Visible has the handlebar 24 in the side view, ie parallel to the vehicle transverse axis Y no crank. Rather, the handlebar 24 is designed rectilinear in the example. It is clear that in principle also a curved or curved handlebar 24 comes into consideration.
  • the steering bearing 26 is fastened by means of fastening means 34 to the second bearing mounting point 33, which is provided for this purpose with counter-fastening means 35 which are complementary to the fastening means 34 and with which the fastening means 34 cooperate.
  • the fastening means 34 are formed by screws 34, in particular by countersunk screws 34.
  • the counter-fastening means 35 are formed by complementary threaded openings 35.
  • the first bearing fastening point 32 is now also equipped with such counter-fastening means 35 ', that is to say for example with threaded openings 35', which are likewise designed to be complementary to the fastening means 34.
  • the steering bearing 36 can be attached to the base 3 with the body 4 removed at the first bearing attachment point 32.
  • the steering bearing 26 is fastened by means of several screws 34 at the second bearing mounting point 33.
  • the steering bearing 26 has a passage opening 36 for each screw 34.
  • the arrangement of these through holes 36 on the steering bearing 26 defines a hole pattern 37.
  • the second bearing mounting point 33 has a threaded opening 35 for each through hole 36, wherein the threaded holes 35 are arranged at the second bearing mounting point 33 according to the aforementioned hole pattern 37.
  • this hole pattern 37 has two parallel rows of four holes each. It is clear that basically any other suitable hole pattern can be realized.
  • a corresponding number and arrangement of threaded openings 35 ' are also provided in the first bearing fastening point 32 according to the hole pattern 37, so that a threaded opening 35' is also provided here for each through hole 36.
  • the base 3 has a plurality of screw openings 38, by means of which a footboard 39 indicated in FIG. 3 can be fastened to the base 3 if the structure 4 is missing.
  • the footboard 39 may also be secured to the base 3 when the steering bearing 26 is secured to the base 3 at the first bearing mounting location 32.
  • the cover plate 5 can now be screwed to the base 3 in the absence of a footboard 39.
  • the associated screw can use one or more or all screw holes 38 of the base 3 for this purpose.
  • the screw connection of the cover plate 5 uses all the screw holes 38 of the base 3, which are provided for the screw connection of the running board 39.
  • Figs. 3 and 4 are hidden in itself
  • the reference chen 38 represents simplified at the same time corresponding through holes 38 which are included in the running board 39 and in the cover plate 5 in order to introduce screws this screw into the screw holes 38 can.
  • this reference numeral 38 also represent corresponding screws 38, which are screwed into the screw holes 38 for the realization of the screw.
  • the cover plate 5 can also be screwed to the base 3 such that the associated screw connection uses one or more or all threaded openings 35 'of the first bearing fastening point 32. 4, only some of the threaded openings 35 'of the first bearing attachment point 32 are used, namely, for example, exactly four of the total of eight threaded openings 35'.
  • the reference numeral 35 ' at the same time the threaded openings 35' in the base 3, the associated through holes in the cover plate 5 and the associated screws, which are screwed through the respective passage opening in the respective threaded opening 35 '.
  • the steering angle sensor 31 is arranged on the steering bearing 26, so that the steering angle sensor 31 is also simultaneously converted during the reaction of the steering bearing 26.
  • the steering angle sensor 31 is coupled to the vehicle control device 30 via a steering signal cable 39.
  • the vehicle control device 30 can, as mentioned, convert the steering angle detected by the steering angle sensor 31 into steering movements of the vehicle 1.
  • a locking device 40 for securing the handlebar 24, which is shown shortened or interrupted in FIG. 6, may be provided in a rod receptacle 41.
  • the rod holder 41 is formed on the steering bearing 26.
  • the latch device 40 is configured to engage when plugged in the handlebar 24 in the rod holder 41 causes an automatic locking, so that the handlebar 24 is secured in the rod holder 41.
  • the locking device 40 is realized in the example of FIG. 6 with the aid of a latching bolt 42, which has a detent 43 and which is mounted about a bolt pivot axis 44 pivotally mounted on the handlebar 24. In the latched state, which is shown in Fig.
  • the locking latch 42 may be biased by means of a detent spring 48 in its locking position.
  • the handlebar 24 is biased in the extension direction by means of a rod spring 49, whereby the rod 24 is held without play in connection with the locking device 40 in the rod holder 41.
  • an unlocking device 50 is provided on the handlebar 24, which unlocks the locking device 40 when actuated.
  • the handlebar 40 can be pulled out of the rod holder 41.
  • the unlocking device 50 in the region of the latching bolt 42 has a, for example wedge-shaped, driver 51, which is coupled via a rod 52 with an out of the handlebar 24 led out lever 53.
  • the operating lever 53 protrudes through a further handlebar opening 54 from the interior 45 of the handlebar 24 out and outside of the handlebar 24 carries a handle 55 which is manually operable by the driver.
  • the driver pulls on the handle 55 upwards.
  • the rod 52 moves upward, taking the driver 51 also with up.
  • the driver 51 comes into contact with the latching bolt 42 and causes the latching latch 42 to pivot about the latching bolt pivotal axis 44 in such a way that the latch 43 is retracted inwardly into the interior 45 of the handlebar 24 and clear of the rod receiving aperture 47. Subsequently, the handlebar 24 can be pulled out of the rod holder 41.
  • a possible position of the actuating lever 53 and handle 55 is indicated on the handlebar 24.
  • At least one support 56 can be attached to the structure 4.
  • the respective support 56 has a support rod 57, which carries a, in particular movably mounted, support leg 58 and relative to a housing 59 of the respective support 56 is adjustable.
  • the respective support 56 is adjustable between an active position AS and a passive position PS. In the active position AS, the respective support 56 supports the chassis 2 on the ground 1 1. In the passive position PS, however, the respective support 56 is lifted from the ground 1 1.
  • exactly two such supports 56 are provided.
  • the one support 56 is arranged on the chassis 2 and the body 4 front, on the right side of the vehicle, while the other support 56 is arranged behind, on the left side of the vehicle.
  • a support 56 is moved to the active position AS, while the other support 56 is adjusted in the passive position PS. It is clear that usually both supports 56 are simultaneously adjusted to the active position AS or in the passive position PS.
  • an electric column drive (not shown) may be provided for adjusting the respective support 56 between the active position AS and the passive position PS.
  • a support control device 60 indicated in FIG. 2 can be accommodated in the base 3 and is coupled to the respective support drive.
  • a recognizable in Fig. 2 control unit 61 may be provided, for example in the area of the right armrest 17, the driver is manually operated. Accordingly, the driver can control the support control device 60 via the operating unit 61, so that it causes an adjustment of the supports 56 between the active position AS and the passive position PS.
  • the pillar control device 60 is coupled to the vehicle control device 30 and further configured to program the pillars 56 from the active position AS to the passive position PS only when the vehicle 1 is in a balance mode.
  • a coupling device 62 is also provided, which is configured such that it can transmit tensile and compressive forces, which are oriented parallel to the vehicle longitudinal axis X, between the steering rod 24 and the body 4.
  • the coupling device 42 is coupled at one end to the handlebar 24 and at the other end to the body 4, preferably to the support frame 7.
  • the coupling device may expediently have a rail guide 63 on the structure 4, the relative movements of the handlebar 24 to the structure 4 transverse to the vehicle longitudinal axis X, in particular in the vehicle transverse axis Y, but allows tensile forces and compressive forces transmits X in the vehicle longitudinal axis.
  • the chassis 2 is also equipped with at least one tilt protection 64, 65.
  • the respective anti-tipper 64, 65 attached to the body 4.
  • the respective anti-tipper 64, 65 counteracts tipping of the vehicle 1 to the rear or to the front.
  • a front anti-tipper 64 is formed by a predominantlyabstellplatte 66 which is attached to the cover plate 5 and the body 4 and is dimensioned so that it counteracts a tilting of the vehicle 1 forward.
  • the front anti-tipper 64 comes from a predetermined angle of inclination with the ground 1 1 in contact, so that the center of gravity of the vehicle 1 is in particular with the driver between the contact points of the vehicle 1 with the ground 1 1, which are then formed by the front anti-tipper 64 and the two wheels 10.
  • the front anti-tipper 64 and constitutionalabstellplatte 66 are not shown for simplicity.
  • a rear anti-tilt device 65 is realized, namely in the form of at least one support wheel 67, which is attached to the structure 4 or to the cover plate 5 in a suitable manner.
  • the support wheel 67 comes in a tilting of the vehicle 1 to the wheel rotational axis 12 to the rear from a certain angle of inclination with the substrate 1 1 in contact.
  • the vote is appropriate so that the center of gravity of the vehicle 1, preferably with the driver sitting thereon, between the contact points of the vehicle 1 to the ground 1 1, which are then formed by the rear anti-tipper 65 and the two wheels 10.
  • the rear anti-tipper 65 and the support wheel 67 are not shown for simplicity.
  • the second bearing mounting point 33 is formed directly on the cover plate 5. Conceivable, however, is the realization of the second bearing mounting point 33 on a support structure which is provided on the structure 4 and which may be fastened in particular to the cover plate 5. Such a support structure is provided in the example of Fig. 1 for attaching the support wheel 67 and designated 68.
  • a conversion kit (not designated in any more detail) is provided which comprises the structure 4.
  • the vehicle provided for the stationary vehicle driver has or provides the trough-shaped base 3 which is closed at its top 9 with the footboard 39.
  • the steering bearing 26 is attached.
  • the footboard 39 is removed from the base 3.
  • the steering bearing 26 is removed from the first bearing mounting point 32 of the base 3. Subsequently, the steering bearing 26 is attached to the second bearing mounting point 33 on the structure 4. Further, the structure 4 is fixed to the base 3. Appropriately, only the vehicle seat 8 is then attached to the body 4.

Abstract

L'invention concerne un véhicule (1) à équilibrage dynamique, comprenant un châssis (2) qui présente une base (3) et une structure (4) agencée sur la base (3), un siège de véhicule (8) agencé sur la structure (4) pour le conducteur du véhicule, et deux roues (10) par lesquelles le châssis (2) prend appui sur le sol (11) et qui sont montées sur le châssis (2) de manière à pouvoir tourner autour d'un axe de rotation commun (12) des roues parallèle à un axe transversal (Y) du véhicule, et une barre de direction (24). Le confort lorsqu'une personne monte sur le véhicule (1) et en descend peut être amélioré si la barre de direction (24) présente en haut une poignée (25) et est raccordée en bas à un palier de direction (26), si la base (3) présente un premier point de fixation de palier (32) pour la fixation du palier de direction (26), si la structure (4) présente un second point de fixation de palier (33) pour la fixation du palier de direction (26), décalé par rapport au premier point de fixation de palier (32), et si le palier de direction (26) est fixé à la structure (4) au niveau du second point de fixation de palier (33).
PCT/EP2016/074539 2015-10-13 2016-10-13 Véhicule à équilibrage dynamique WO2017064162A1 (fr)

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CN109533155B (zh) * 2017-09-20 2024-02-06 常州摩本智能科技有限公司 智能平衡车
DE102019202546B3 (de) 2019-02-26 2020-07-09 Uwe Bernhard Dynamisch selbstbalancierendes Zweirad-Fahrzeug
DE102019216549B4 (de) 2019-10-28 2022-06-02 Uwe Bernhard Dynamisch selbstbalancierendes Zweirad-Fahrzeug
DE102019216550B4 (de) 2019-10-28 2022-06-02 Uwe Bernhard Dynamisch selbstbalancierendes Zweirad-Fahrzeug
DE102020202395A1 (de) 2020-02-25 2021-08-26 Uwe Bernhard Dynamisch selbstbalancierendes Zweirad-Fahrzeug
DE102020202397A1 (de) 2020-02-25 2021-08-26 Uwe Bernhard Dynamisch selbstbalancierendes Zweirad-Fahrzeug

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