WO2023245731A1

WO2023245731A1 - Human-machine interaction body-sensing vehicle and drive method thereof

Info

Publication number: WO2023245731A1
Application number: PCT/CN2022/104027
Authority: WO
Inventors: 胡新涛; 傅丹
Original assignee: 浙江骑客机器人科技有限公司
Priority date: 2022-06-24
Filing date: 2022-07-06
Publication date: 2023-12-28
Also published as: CN115056901A

Abstract

Disclosed are a human-machine interaction body-sensing vehicle and a drive method thereof. The vehicle comprises at least one sensing support. An upper end of the sensing support is an upper connection part, and the upper connection part is arranged below a foot pad region of the vehicle body and above a wheel axial line. A lower end of the sensing support is a lower connection part, the lower connection part is in matched connection with a support framework, and the upper connection part and the lower connection part are in matched connection via a deformation part. The deformation part has provided thereon a first sensor used for detecting front-back bending deformation of the deformation part, and a controller controls wheel rotation according to signals from the first sensor. The present solution optimizes a sensing structure, thereby reducing the influence of body weight changes during the riding process on turning signal data needing to be obtained, and avoiding driving safety being affected by the misjudgment of rider turning intentions.

Description

Human-machine interactive somatosensory car and its driving method

Technical field

The invention belongs to the technical field of balancing vehicles, and in particular relates to a human-machine interactive body sensing vehicle and a driving method thereof.

Background technique

The human-computer interactive somatosensory car is also called an electric balance car or a thinking car. Its operating principle is mainly based on a basic principle called "dynamic stability". It uses the gyroscope and acceleration sensor inside the car body to detect the car. Changes in body posture, and use the servo control system to accurately drive the motor to make corresponding adjustments to maintain the balance of the system.

Existing human-computer interactive motion sensing vehicles are generally divided into two categories: those with operating levers and those without operating levers. Among them, the human-computer interactive motion sensing vehicles with operating levers are used to move forward, backward, and turn by operating levers. Carry out specific operational control. The human-machine interactive motion sensing vehicle without an operating lever is a foot-controlled balance vehicle. Its forward and backward movements are controlled by the overall tilt of the vehicle body. There are two ways to control turning on the existing foot-controlled balance vehicle. One is the traditional way. The structure of the twist car (publication number is CN104029769A and other patent documents), by sensing the difference in the rotation angle of the two pedals, controlling the speed difference of the wheel hub motor to control the vehicle turning. In this way, the car body structure must include complex The rotation mechanism, the limit mechanism that limits the rotation angle of the pedal assembly, two sets of gyroscopes for sensing angles, acceleration sensors and other components. When the rider controls the pedal assembly on both sides, he or she twists the pedal components at different amplitudes to achieve turning control. The structure is relatively complex. ; The other is a support frame as a whole structure, and the pedal components on both sides cannot rotate relative to each other. It is also called a somatosensory car. The difference caused by the foot posture of the two pedal parts is sensed through strain gauges, and the speed difference of the wheel hub motor is controlled. To control vehicle turning, the differences caused by foot posture include the following:

1) As disclosed in CN205396356U, CN110641594A, CN212354251U, CN110641593A, CN208393563U, US10843765B2 and other patent documents, the rider applies different gravity/pressure to the two pedal assemblies by adjusting the center of gravity of the left and right feet, and detects the gravity of the pedal assembly. / pressure difference, and the controller controls the hub motor to drive the vehicle to turn; it is necessary to eliminate part of the data that causes changes in gravity/pressure due to fluctuations during riding.

2) As disclosed in CN208216900U, CN110758620A, CN111591382A and other patent documents, by sensing the gravity/pressure changes between the front and rear soles of the rider's two feet, the rider's intention is determined, and based on the difference in changes between the two feet , and the controller controls the wheel hub motor to drive the vehicle to turn.

3) As disclosed in US10286972B2, CN106585805A, CN208325520U, CN208325519U, CN208393567U, CN214451559U, CN210310711U and other patent documents, strain gauges are attached to the middle of the support frame to sense the distortion caused by the torque generated by the pedals on both sides. Deformation, thereby obtaining the turning signal through strain gauge sensing, and controlling the vehicle body. Since the supporting frame is the load-bearing structure for the entire vehicle body and the weight of the rider, in order to meet the load-bearing requirements, high-strength materials and solid structures are required. This will result in a small deformation amount of the support frame that can be detected by the strain gauge, and it is difficult to distinguish and process the torsional deformation data and riding fluctuation data. Therefore, if the sensing needs are to be met, the material and structure of the support frame are required to be high. , the options are small.

In actual use, due to the structural design of the above methods, changes in human body weight during riding will have a greater impact on the turning signal data to be obtained. When processing the obtained data, gravity changes must be filtered Data fluctuations caused by non-turning postures during riding are excluded. In addition, in some scenarios, the body's rotational posture is small, resulting in a weak turning data signal. It may be between the fluctuation range of deformation caused by gravity fluctuations that need to be eliminated, and it cannot be determined that the turn belongs to the rider. intention.

For example, in the existing technology, the pressure sensor installed on the vehicle body or support frame can be directly used to determine whether a cyclist is standing on the balance vehicle due to obvious deformation due to gravity. However, misjudgment is prone to occur when used to determine turning signals. When a cyclist gets off the bike with one foot, the deformation caused by the change in gravity sensed by the pressure sensor may be judged as a turning signal. If the changing range of the turning torsional deformation is within the changing range of the gravity deformation, and one foot is put down when getting off the car, the weight is concentrated on the other foot. At this time, it is judged as a turn, and the deformation caused by the weight is large, and it may The balancing car may turn sharply, affecting driving safety.

For another example, in the existing technology, strain gauges are directly attached to the support frame. When the human body stands on the body sensing vehicle, there will be gravity, causing the support frame itself to have slight bending deformation, which is detected by the strain gauge. The twisting deformation of the supporting frame caused by the torsion pedal will act on the strain gauge together with the bending deformation caused by gravity. In this way, the main deformation of the strain gauge is caused by the weight of the human body, and only a small part of the change is caused by the distortion of the supporting frame. It cannot be more clear. The feedback reflects the twisting deformation caused by human body posture, and during the actual use of the somatosensory vehicle, the gravity on the pedal may change due to various factors, resulting in the change range of the strain gauge, which may be greater than the change range of the twisting deformation. The overall data processing and analysis is very difficult. Disaster.

technical problem

In order to solve the above technical problems, the purpose of the present invention is to provide a human-computer interactive body sensing vehicle and a driving method thereof, which can reduce the impact of changes in human body weight during riding on the required turning signal data through optimization of the sensing structure. , to avoid misjudgment of the rider’s turning intention and affecting driving safety.

Technical solutions

In order to achieve the above objects, the present invention adopts the following technical solutions:

A human-machine interactive somatosensory vehicle, including a vehicle body with an integral structure and wheels (1) installed on the vehicle body. The vehicle body includes a support frame (8), a controller (6), a battery (5) and a shell. The body, the wheels (1) are installed on both sides of the support frame, the body is provided with a pedal area for the rider to pedal, and also includes at least one induction bracket (9), the upper end of the induction bracket (9) is The connecting part (91), the upper connecting part (91) is arranged below the pedal area of the vehicle body and above the wheel axis. The lower end of the induction bracket (9) is the lower connecting part (93), and the lower connecting part (93) is connected to the supporting frame (8) Fitting connection. The upper connecting part (91) and the lower connecting part (93) are matched and connected through the deformation part (92). The deformation part (92) is provided with a third sensor for detecting the front and rear bending deformation of the deformation part (92). A sensor (10) and a battery (5) provide power to the controller (6), which controls the rotation of the wheel (1) according to the signal from the first sensor (10).

Preferably, the deformation portion (92) of the induction bracket (9) is arranged vertically between the footrest area of the vehicle body and the support frame (8).

Preferably, the upper connection part (91) of the induction bracket (9) is in direct contact, indirect contact, positioning fit or fixed connection with the bottom of the pedal area of the vehicle body, and the lower connection part (93) of the induction bracket (9) is connected to the support frame (8) Fixed connection.

Preferably, the deformation portion (92) of the induction bracket (9) is integrally formed with the upper connecting portion (91) and the lower connecting portion (93) and is generated when the upper connecting portion (91) and the lower connecting portion (93) move relative to each other. Elastic deformation; the induction bracket (9) is made of metal; the deformation part (92) of the induction bracket (9) adopts a thin-wall or thin plate structure.

Preferably, the footrest area is provided on the housing or on an independent footrest component.

Preferably, a first sensor (10) is provided on the front side and the rear side of the deformation portion (92) of the induction bracket (9); the first sensor (10) is a strain gauge sensor.

Preferably, the support frame (8) is provided with a second sensor (11) for detecting whether the rider gets on the bike, and the second sensor (11) is a strain gauge sensor.

Preferably, an induction bracket (9) is provided on each side of the support frame (8), and one or two first sensors (10) are provided on the deformation portion (92) of each induction bracket (9).

Preferably, the first sensors (10) on the two sensing brackets (9) are arranged on the same side in front and back.

A driving method for a human-machine interactive somatosensory vehicle. At least one induction bracket (9) is provided between the foot pedal area of the vehicle body and the support frame (8). The upper connecting portion (91) is provided below the foot pedal area of the vehicle body and Located above the wheel axis, the lower connecting part (93) of the induction bracket (9) is matched with the support frame (8), and the upper connecting part (91) and the lower connecting part (93) are connected through the deformation part (92). The deformation part (92) of the bracket (9) is provided with a first sensor (10) for detecting the bending deformation of the deformation part (92); the pedal area of the vehicle body is forced forward and backward along the wheel forward direction to produce a change in the front and rear tilt angle. When the inclination angles of the two footrest areas of the vehicle body are inconsistent, the upper connecting portion (91) of the induction bracket (9) will transmit the motion posture of the corresponding footrest area to the deformation portion (92) and cause the deformation. The first sensor (10) senses the amount of bending deformation of the deformation part (92) and sends corresponding information to the controller. The controller controls the wheel according to the preset instructions. operation to control the turning of the vehicle.

beneficial effects

Since the present invention adopts the above technical solution, the twisting deformation of the vehicle body is converted into the front and rear bending deformation of the induction bracket, the degree of deformation is more obvious, the information feedback is more accurate, it is convenient for data processing, and it can better sense the inclination angle of the pedal part. , Reduce the impact of changes in human body weight during riding on the required turning signal data, and avoid misjudgment of the rider's turning intention, which affects driving safety. It has the advantages of low cost, simple structure, more accurate vehicle control, turning attitude signal is less affected by gravity changes, and good turning riding experience.

Description of the drawings

The description and drawings that constitute a part of this application are used to provide a further understanding of this application. The illustrative embodiments and descriptions of this application are used to explain this application and do not constitute a limitation of this application.

Figure 1 is a perspective view (front side) of Embodiment 1 of the present invention;

Figure 2 is a perspective view (rear side) of Embodiment 1 of the present invention;

Figure 3 is an exploded view of Embodiment 1 of the present invention;

Figure 4 is a schematic diagram of the deformation of the induction bracket according to Embodiment 1 of the present invention (horizontal);

Figure 5 is a schematic diagram of the deformation of the induction bracket (forward tilt) in Embodiment 1 of the present invention;

Figure 6 is a schematic diagram of the deformation of the induction bracket in Embodiment 1 of the present invention (retroverted);

Figure 7 is a schematic structural diagram of an embodiment of the induction bracket;

Figure 8 is a schematic structural diagram of another embodiment of the induction bracket;

Figure 9 is a schematic structural diagram of Embodiment 1 of the present invention (with the lower cover removed);

Figure 10 is a schematic diagram of the arrangement of the support frame and the induction bracket in Embodiment 1 of the present invention;

Figure 11 is a schematic diagram of the arrangement of the support frame and the induction bracket in Embodiment 2 of the present invention;

Figure 12 is a schematic diagram of the arrangement of the support frame and the induction bracket in Embodiment 3 of the present invention;

Figure 13 is a schematic structural diagram of Embodiment 4 of the present invention (with the lower cover removed);

Figure 14 is a schematic diagram of the arrangement of the support frame and the induction bracket in Embodiment 4 of the present invention;

Figure 15 is a schematic structural diagram of Embodiment 5 of the present invention (with the lower cover removed);

Figure 16 is a schematic diagram of the arrangement of the support frame and the induction bracket in Embodiment 5 of the present invention;

Figure 17 is a schematic structural diagram of another embodiment of the supporting frame.

Among them, the reference symbols are explained as follows:

1. Wheel 1; 2. Foot pad 2; 3. Lower shell 3; 4. Upper shell 4; 5. Battery 5; 6. Controller 6; 7. Wheel fixing piece 7; 8. Support frame 8; 81. Wheel Connection part 81; 82, housing fixing part 82; 9, induction bracket 9; 91, upper connection part 91; 92, deformation part 92; 93, lower connection part 93; 10, first sensor 10; 11, second sensor 11.

Embodiments of the invention

The present invention will be further described below in conjunction with the accompanying drawings and examples.

It should be noted that the following detailed description is illustrative and is intended to provide further explanation of the present application. Unless otherwise defined, all technical and scientific terms used herein have the same meanings commonly understood by one of ordinary skill in the art to which this application belongs.

Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements with the same or similar functions. The embodiments described below with reference to the drawings are exemplary and are intended to explain the present invention and are not to be construed as limiting the present invention.

In the description of the present invention, the singular forms are also intended to include the plural forms unless the context clearly dictates otherwise. Furthermore, it will be understood that when the terms "comprises" and/or "includes" are used in this specification, they Indicate the presence of features, steps, operations, devices, components and/or combinations thereof.

In the description of the present invention, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", " The directions or positional relationships indicated by "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "clockwise", "counterclockwise" etc. are based on the attached The orientations or positional relationships shown in the figures are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the devices or elements referred to must have specific orientations, be constructed and operated in specific orientations, and therefore cannot be understood as limiting the present invention. Limitations of Invention.

In addition, the terms “first” and “second” are used for descriptive purposes only and cannot be understood as indicating or implying relative importance or implicitly indicating the quantity of indicated technical features. Therefore, features defined as "first" and "second" may explicitly or implicitly include one or more of these features. In the description of the present invention, unless otherwise stated, the meaning of "plurality" is two or more than two, unless otherwise clearly defined.

In the present invention, unless otherwise clearly stated and limited, the terms "installation", "connection", "connection", "fixing" and other terms should be understood in a broad sense. For example, it can be a fixed connection or a detachable connection. , or integrally connected; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium; it can be an internal connection between two components. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

In the present invention, unless otherwise expressly provided and limited, the term "above" or "below" a first feature of a second feature may include direct contact between the first and second features, or may also include the first and second features. Not in direct contact but through additional characteristic contact between them. Furthermore, the terms "above", "above" and "above" a first feature on a second feature include the first feature being directly above and diagonally above the second feature, or simply mean that the first feature is higher in level than the second feature. “Below”, “under” and “under” the first feature is the second feature includes the first feature being directly below and diagonally below the second feature, or simply means that the first feature is less horizontally than the second feature.

In order to make the purpose, technical solutions and advantages of the present invention more clear, the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described here are only used to explain the present invention and are not intended to limit the present invention.

For the convenience of description, the present invention takes the horizontal direction parallel to the straight direction of the human-computer interactive body sensing vehicle as the front and rear direction, the horizontal direction perpendicular to the straight direction of the human-computer interactive body sensing vehicle as the left and right directions, and the horizontal direction perpendicular to the straight direction of the human-computer interactive body sensing vehicle as the left and right directions. The vertical direction is the up-down direction.

Example 1:

As shown in Figure 1, Figure 2 and Figure 3, a human-computer interactive motion sensing vehicle includes a vehicle body and wheels 1 installed on the vehicle body. The vehicle body includes a support frame 8, an induction bracket 9, a controller 6, The battery 5 and the casing, and the wheels 1 are installed on both sides of the support frame. There is a pedal area for the rider to pedal on the vehicle body. The upper end of the induction bracket 9 is an upper connection part 91, and the upper connection part 91 is arranged on the foot. Below the pedal area and above the wheel axis, the lower end of the induction bracket 9 is a lower connection part 93. The lower connection part 93 is cooperatively connected with the support frame 8. The upper connection part 91 and the lower connection part 93 are cooperatively connected through a deformation part 92 to deform. The first sensor 10 is provided on the portion 92 for detecting the front and rear bending deformation of the deformation portion 92. The battery 5 supplies power to the controller 6, and the controller 6 controls the rotation of the wheel 1 according to the signal of the first sensor 10.

The car body is an integral structure, that is, although there are two foot pedal areas on the car body, the two foot pedal areas are set on the same car body platform. Unlike the twist car, which has two pedal areas that can be twisted relative to each other. foot platform.

The shell is used to decorate, cover and protect internal components. As shown in FIG. 3 , in this embodiment, the shell includes an upper shell 4 and a lower shell 3 wrapped around a support frame 8 . In other embodiments, the housing may also adopt a three-layer housing structure with upper, middle and lower layers, or an integrally formed housing, or a cylindrical housing. In other embodiments, the support frame 8 can also partially expose the shell, for example, the upper shell or the lower shell can be partially exposed.

The support frame is used to bear the weight of the vehicle body and install the wheels. Therefore, the support frame includes a wheel connection part for connecting with the wheel and a support part for supporting the foot parts. The wheel connection part and the support part are integrally formed or directly fixedly connected. Or it is indirectly fixedly connected through other rigid components to ensure that the rider's weight is transferred to the wheels through the pedal components and support frame.

In this embodiment, as shown in Figure 3, wheel connecting portions 81 are provided at both ends of the supporting frame 8. The wheel connecting portion 81 cooperates with the wheel fixing member 7 to fix the wheel axle of the wheel 1. The middle section of the supporting frame 8 is a tubular support. The tubular support part is provided with several shell fixing parts 82 for fixing the upper shell 4 or the lower shell 3. The shell fixing parts 82 can also be used to bear the weight of the rider. The wheel connection part 81, the shell fixing part The part 82 and the supporting part are integrally formed or fixedly connected. In this embodiment, the tubular support part can be a hollow circular tube, a solid round bar, a hollow square tube, a solid square bar, etc.; thus, the structure is simple, processing and materials are convenient, and the manufacturing cost is low. In other embodiments, as shown in FIG. 17 , the support frame 8 may also be an integrated plate structure. The plate-like structure has a large area, high strength, and thin thickness, which facilitates the arrangement and installation of components, especially the battery, which allows the vehicle to have a larger distance from the ground and good passability.

In other embodiments, the support frame can also be an integrally formed plate-like structure, rod-like structure, rod-like structure, tubular structure, block structure, cylinder structure or cover structure, or can be directly fixed after split-forming or A structure that is indirectly fixed and connected as one, for example, the wheel connection part supporting the frame is in the form of a plate structure, rod structure, rod structure, tubular structure, block structure, cylinder structure or cover structure, and the supporting part supporting the frame is in the form of a plate structure, rod-shaped structure, rod-shaped structure, tubular structure, block structure, cylinder structure or cover structure, the wheel connecting part and the supporting part are directly fixedly connected or through a rigid component (the rigid component can also be a plate-shaped structure , one or more of rod-shaped structure, rod-shaped structure, tubular structure, block structure, cylinder structure or cover structure, such as all or part of the upper cover or lower cover) are fixedly connected. The support frame may be hidden inside the vehicle body, or may be fully or partially exposed to the outside of the vehicle body. For example, the shell of the vehicle body may be used as the support frame, or a part of the support frame may be exposed from the shell.

The supporting frame is preferably made of metal. The metal material has good rigid support performance. It can not only install and fix various components, but also effectively ensure the explosion-proof power supply and improve safety. The metal material is preferably aluminum material.

In other embodiments, all or part of the supporting frame may be a rigid component made of metal, or may be made of non-metallic materials such as wood, plate, hard plastic, etc. with a certain rigidity. The supporting frame can be formed in one step or through multiple processes, such as turning, milling, grinding, drawing, welding, injection molding, etc. The supporting frame is not limited to a one-piece structure and can also be assembled from multiple components.

The footrest area is used for the rider to step on and transfer weight to the support frame. In this embodiment, as shown in Figures 1, 2 and 3, the footrest area is formed on the upper shell 4 of the housing, and a footpad 2 is installed in the two footrest areas respectively. Since the upper shell 4 for decoration and protection is generally made of plastic, it has a simple structure, easy assembly, low manufacturing cost and beautiful appearance.

In other embodiments, the footrest area can also be formed on an independent footrest component that is movable relative to the shell and the support frame 8; the footrest component can be wrapped inside the shell, or it can be all or part of it. Expose the shell.

When the rider steps on the pedal area of the vehicle body, the shell or pedal components can directly contact the support frame (or indirectly connect the support frame through an intermediate component) to transfer the weight to the support frame, which is ultimately carried by the support frame. weight.

The induction bracket is used to convert the torsional force transmitted by the rider through the footrest area into the deformation amount of the deformation part 92 . The induction bracket 9 includes an upper connection part 91 , a deformation part 92 and a lower connection part 93 .

The upper connecting portion 91 of the induction bracket 9 is used for fixed or positioning fit with the housing or pedal components. Therefore, it is preferably plate-shaped or sheet-shaped to correspond to a larger pedal area for better transmission. The torsional force of the pedal area of the car body rotates around the wheel axis synchronously with the pedal area, thus fully showing the changes in the rider's posture. In order to better amplify the deformation amount of the deformation portion 92 and improve the detection sensitivity of the first sensor 10 , it is preferable to set the upper connecting portion 91 away from the wheel axis or away from the support frame 8 .

Preferably, in this embodiment, the upper connecting portion 91 of the induction bracket 9 is directly and fixedly connected to the housing or pedal component (such as fastener connection, plug connection, snap connection). In other embodiments, the upper connecting portion 91 can also be positioned and matched with the housing or the pedal component, such as through positioning posts, jacks, buckles, positioning grooves, etc. In other embodiments, the upper connecting portion 91 of the induction bracket 9 can also only be in direct or indirect contact with the housing or pedal components; or it can be non-contact, but in contact during operation, and can transmit the posture of the front and rear of the pedal area of the vehicle body. Just change.

The lower connecting portion 93 of the induction bracket 9 is used for fixed or positioning fit with the supporting frame 8. Therefore, it is preferable that the shape of the lower connecting portion 93 is adapted to the shape of the connecting part of the supporting frame 8 to have more fixed points or positioning points. . Preferably, in this embodiment, the lower connecting portion 93 is U-shaped and is placed on the tubular support frame 8 and is fixedly connected through fasteners. In other embodiments, the lower connecting portion 93 can also be positioned and matched with the support frame 8, such as through positioning posts, sockets, buckles, positioning grooves, etc.

The deformation part 92 of the induction bracket 9 is used to connect the upper connection part 91 and the lower connection part 93 and generate elastic deformation when the two move relative to each other. Preferably, in this embodiment, the deformation part 92 is integrally formed with the upper connecting part 91 and the lower connecting part 93 , that is, the induction bracket 9 is an integral component. In other embodiments, the sensing bracket 9 may also be an assembly formed by multiple independent components through fixed fit or positioning fit. The deformation part 92 preferably adopts a thin-walled structure or a thin plate so as to be more easily deformed and facilitate the detection of small deformation amounts.

Preferably, in this embodiment, as shown in FIG. 7 , only one thin plate-shaped deformation portion 92 is provided between the upper connecting portion 91 and the lower connecting portion 93 . In other embodiments, a plurality of deformation portions 92 are provided between the upper connection portion 91 and the lower connection portion 93. As shown in Figure 8, two front and rear deformation portions 92 are provided between the upper connection portion 91 and the lower connection portion 93. .

Preferably, in this embodiment, as shown in FIG. 7 , the deformation part 92 is provided at the middle position of the upper connecting part 91 and the lower connecting part 93 . In other embodiments, the deformation part can also be arranged at a non-middle position, and the sensing function can still be achieved. However, the deformation part can be arranged at a middle position to more uniformly sense the force changes in the front and rear parts of the foot pedal area of the vehicle body.

As shown in Figure 4, when the vehicle body is in a horizontal state, there is no relative torsion between the footrest area and the support frame 8, there is no relative rotation between the upper connecting part 91 and the lower connecting part 93, and the deformation part 92 does not produce front and rear bending deformation; when When relative torsion occurs between a pedal area (a shell or pedal component) and the support frame 8, because the distance between the upper connecting part 91 and the wheel axis is greater than the distance between the lower connecting part 93 and the wheel axis, the upper connection The portion 91 rotates relative to the lower connecting portion 93, which causes the deformation portion 92 connected between the upper connecting portion 91 and the lower connecting portion 93 to bend forward or backward: as shown in Figure 5, the footrest area Tilt forward, the upper connecting part 91 tilts forward relative to the lower connecting part 93, which causes the deformation part 92 connected between the upper connecting part 91 and the lower connecting part 93 to bend forward; as shown in Figure 6, the foot The tread area is tilted backward, and the upper connecting portion 91 is tilted backward relative to the lower connecting portion 93 , which causes the deformation portion 92 connected between the upper connecting portion 91 and the lower connecting portion 93 to bend backward.

The first sensor 10 is used to sense the deformation amount of the deformation portion 92 of the sensing bracket 9 . A strain gauge sensor is preferred, and a wire type resistance strain gauge or a foil type resistance strain gauge is further preferred. The sensor is fixed on the deformation part 92 of the induction bracket 9 by means of adhesives, fasteners, etc.

In this embodiment, as shown in Figures 3, 9 and 10, an induction bracket 9 is provided on the upper side of the support frame 8. The upper connecting portion 91 of the induction bracket 9 is in direct contact with the bottom of the footrest area of the housing, and indirectly. Contact, positioning fit or fixed connection, the lower connection part 93 of the induction bracket 9 is fixedly connected to the tubular support frame 8, the deformation part 92 of the induction bracket 9 is arranged vertically, so that the upper connection part 91 and the deformation part 92 are arranged vertically to form a "T shape" Two first sensors 10 are respectively provided on the front and rear sides of the deformation portion 92 of the induction bracket 9 . In this way, when the rider turns with his feet, the footrest area on one side of the vehicle body and the support frame 8 are relatively stationary, and the footrest area on the other side of the vehicle body twists forward or backward relative to the support frame 8, and the sensing bracket 9 The deformation portion 92 produces slight bending deformation forward or backward, and the first sensor 10 senses the deformation amount and transmits the signal to the controller, and the controller determines the rider's driving intention accordingly.

In other embodiments, a pressure-bearing portion capable of withstanding the weight transmitted from the pedal area of the vehicle body is provided between the upper and lower connecting parts of the induction bracket. This can be applied to situations where the induction bracket directly bears the weight of the human body, such as an induction bracket. Directly connects the support frame and pedal assembly.

In other embodiments, the upper connecting portion of the induction bracket can also be a footrest component or be integrally formed on the footrest component or the vehicle shell, and the upper end of the deformation portion of the induction bracket can be positioned to cooperate with it. For example, a groove is provided under the foot pedal component, and the upper end of the deformation part is inserted into the groove to feedback the torsional changes of the foot pedal component. Among them, since the deformation part and the upper connection part have a certain movement space in the up and down direction, there is no need to contact the pressure caused by the weight of the human body transmitted from the foot pedal components, reducing the deformation of the deformation part other than non-bending deformation due to load-bearing. Such as deformation caused by slight compression in the length direction. When the rider stands on the balance bike, the upper connecting part slides downward along the deformation part under the action of pressure, but the pressure is not easily transmitted to the deformation part, so the strain gauge on the deformation part is difficult to deform, and it is difficult to produce any negative effects. The change in resistance value, therefore, the strain gauge only senses changes caused by bending deformation. Only one strain gauge is needed to achieve the turning function, and it can greatly reduce the impact of weight changes in the pedal area of the car body.

In other embodiments, if you want to increase the detection of whether the human body is standing on the body-sensing car, another strain gauge can be directly pasted on the middle position of the supporting frame to sense whether the user is standing on the balance car. Such an implementation can be When driving on uneven roads, avoid bumps that may cause the balance car to turn incorrectly.

The deformation portion 92 of the induction bracket 9 is not limited to the vertical arrangement shown in this embodiment. It can also be arranged in various arrangements such as forward or backward tilting at a certain angle, as long as it can be applied according to the rider's footsteps. The pressure can cause corresponding changes in the strain gauge. In this embodiment, the strain gauge is vertically pasted in the middle of the deformation part; in other embodiments, the strain gauge can also be pasted in other parts of the deformation part, or at 0°, 45°, or 90° from the vertical direction. °, 135° and other angles, but it is better to obtain a strain gauge that can reduce the influence of gravity deformation.

The induction bracket is preferably made of metal, or may be made of other hard materials capable of producing certain flexible deformation.

In the solution of the present invention, the number of the first sensor 10 is only one to meet the demand. The strain gauge sensor can use positive and negative numbers to distinguish compression deformation and tensile deformation. Therefore, one strain gauge sensor can distinguish the deformation part 92 of the sensing bracket 9 Is it twisting forward or twisting backward. In this embodiment, a strain gauge is provided on each front and rear side of the deformation part 92 of the sensing bracket 9. Double-gauge strain gauges are used. In the same action, the deformation amounts sensed by the two strain gauges are opposite, and the signals can be reversed accordingly. Determined as a turning signal, there is no need to consider the deformation of the two in the same direction caused by gravity to avoid the influence of human body gravity on the judgment of turning intention.

In other embodiments, only one first sensor 10 may be provided on the front or rear side of the deformation portion 92 of the sensing bracket 9 .

In other embodiments, one induction bracket 9 can be provided on each side of the support frame 8 , and one or two first sensors 10 can be provided on the deformation portion 92 of each induction bracket 9 . Further preferably, the first sensors 10 on the two sensing brackets 9 are both arranged on the front side or the rear side of the sensing bracket (arranged on the same side).

In other embodiments, the induction bracket 9 may not be arranged directly below the footrest area of the vehicle body, but may be arranged below or below the footrest area of the vehicle body, such as on the left or right side of the footrest area of the vehicle body. Below, the induction bracket 9 can reduce or even not bear the rider's gravity, and does not affect the torsional posture of the pedal area it senses.

The human-machine interactive motion sensing car may further include a position sensor (not shown) for sensing the inclination information of the support frame relative to the horizontal plane. With this arrangement, when the rider and the supporting frame as a whole lean forward, the position sensor senses the tilt and sends a signal to the controller. The controller controls the driving wheel to move forward, causing the whole body to move backward under the action of inertia. The force of tilt plays a balancing role. Specifically, the position sensor includes a gyroscope, an acceleration sensor and/or a photoelectric sensor.

The wheels are used to bear load and drive the vehicle body to move by being driven to rotate. The wheels can be installed on both sides of the support frame or underneath the support frame. The wheel preferably uses a hub motor. The hub motor realizes relative rotation between the wheel frame and the wheel axle. In this way, the wheel axle can be directly fixed on the supporting frame. The structure is simple and reasonable, easy and quick to install, takes up less space inside the vehicle body, and is easy to manufacture. low cost. In this embodiment, the left and right wheels are arranged on both sides of the supporting frame, and the two wheel axles are basically coaxial.

It can be seen from the above that in the present invention, the "upper connecting part 91 of the induction bracket 9 is arranged below the footrest area" is not limited to directly below the footrest area, but also includes the side below the footrest area. The "fitting connection" includes fixed fit and positioning fit. Fixed fit refers to the fixed connection between two components through welding, bonding, interference fit, fastener fixation, etc., and positioning fit refers to the fixed connection between two components. The connection method achieves positioning and synchronous movement in at least one direction through positioning posts/pins, positioning holes/slots, surface fits, key connections, limiters, etc. The "bending deformation", "torsion deformation" and "deformation" include both large deformation visible to the naked eye and small deformation invisible to the naked eye but detectable by sensors.

A driving method for a human-machine interactive somatosensory vehicle. At least one induction bracket 9 is provided between the bottom of the pedal area of the vehicle body and the support frame 8. The upper connecting portion 91 of the induction bracket 9 is in direct contact with the shell or the pedal component. , indirect contact or fixed connection, the lower connection part 93 of the induction bracket 9 is fixedly connected to the support frame 8, the upper connection part 91 and the lower connection part 93 are connected through a deformation part 92, the deformation part 92 of the induction bracket 9 is provided with a The first sensor 10 detects the bending deformation of the deformation part 92; when the vehicle is ridden, the footrest area of the vehicle body is forced forward and backward along the wheel forward direction, causing the front and rear inclination angle to change. When the two footrest areas of the vehicle body When the tilt angles are inconsistent, the upper connecting portion 91 of the sensing bracket 9 transmits the motion posture of the corresponding footrest area to the deforming portion 92 and causes the deforming portion 92 to bend forward or backward, and the first sensor 10 senses The deformation part 92 measures the amount of bending deformation and sends corresponding information to the controller. The controller controls the wheel operation according to the preset instructions, thereby controlling the turning of the entire vehicle.

In this embodiment, a strain gauge is provided on both front and rear sides of the deformation portion 92 of the induction bracket 9 . When a rider stands on the balance bike, under the influence of the human body's weight, the two strain gauges will produce strains in the same direction (stretch or compress at the same time), and the resistance values of the two strain gauges will change to the same extent (become larger at the same time). or smaller), the turning action causes the strain gauges to change in opposite directions (one stretches and the other compresses). Taking the induction bracket installed on the left side of the support frame as an example, the rider leans forward with his left foot and leans back with his right foot. Under the action of pressure, the induction bracket under the left foot pedal area bends forward, and the deformation part of the induction bracket bends forward. Deformation occurs, both the first strain gauge and the second strain gauge deform, and the resistance values change (one becomes larger and the other becomes smaller). The controller detects the change in resistance value of the strain gauge and sends a control signal. The left wheel hub motor and the right wheel hub motor The side hub motor rotates differentially, and the balance car turns to the right; the right foot leans forward, the left foot leans backward, and the balance car turns left.

The solution of the present invention reduces the influence of gravity on the deformation sensed by the first sensor. Compared with the torsional deformation of turning, the change of gravity has less influence on the change of the strain gauge, and the posture of the feet twisting back and forth during turning causes the distortion of the sensing bracket. The strain gauge on the deformation part undergoes relatively deep bending deformation. In practice, a variety of data processing methods can be used to prevent the vehicle from getting off with one foot and turning on the spot. For example, it is determined that the deformation amount of the strain gauge is within the preset value. , will not be considered, only the exceeding part will be considered as a turn signal.

The solution of the present invention can also be used to sense whether someone is standing on the pedal area of the vehicle body. That is, when a person stands on the vehicle body, part or all of the pressure will be transmitted to the deformation part of the induction bracket, and the deformation part will be under certain pressure. The compressed deformation is used to obtain the detection results and then control the starting state of the vehicle. During the actual test process, when a person steps on the balancing car, the feedback effect of the strain gauge is not very obvious, but there is still a certain change. After software debugging, it can be used as a signal to start the machine. However, for the sake of product stability, It is preferable to use strain gauges or other sensing modules that are separately installed on the support frame or the footrest area of the vehicle body to detect whether someone is standing.

实施例Example 22 ：:

The only difference from Embodiment 1 is that only one first sensor 10 is provided on the front side or the rear side of the deformation portion 92 of the sensing bracket 9 . The first sensor 10 is a strain gauge sensor, which can use positive and negative numbers to distinguish compression deformation and tensile deformation. Therefore, a strain gauge sensor can distinguish whether the deformation portion 92 of the sensing bracket 9 is twisted forward or backward.

As shown in Figure 11, an induction bracket 9 is provided on the upper side of the support frame 8. The upper connecting portion 91 of the induction bracket 9 is in direct contact, indirect contact, positioning fit or fixed connection with the bottom of the foot pedal area of the housing. The induction bracket 9 The lower connecting part 93 is fixedly connected to the tubular support frame 8. The deforming part 92 of the sensing bracket 9 is arranged in the vertical direction so that the upper connecting part 91 and the deforming part 92 are vertically arranged to form a "T shape". The deforming part 92 of the sensing bracket 9 is A first sensor 10 is provided on the front side.

When turning (taking the induction bracket installed on the left side of the support frame as an example), the rider leans forward with his left foot and leans back with his right foot. Under the action of pressure, the induction bracket under the left foot pedal bends forward, and the induction The deformation part of the bracket deforms, the strain gauge deforms, and the resistance changes. The controller detects the change in resistance of the strain gauge and sends a control signal. The left hub motor and the right hub motor rotate differentially, and the balancing car turns to the right. ;Lean your left foot backward and your right foot forward, and the balance car will turn left.

Others are the same as Example 1.

实施例Example 33 ：:

The only difference from Embodiment 2 is that, as shown in Figure 12, a second sensor 11 is provided on the support frame 8, and the second sensor 11 is used to detect whether the rider gets on the bike. The second sensor 11 and the induction bracket 9 are respectively located on both sides of the support frame 8. The second sensor 11 is a strain sensor, preferably a wire resistance strain gauge or a foil resistance strain gauge.

When the rider stands on the balance car, the support frame will deform slightly, and the resistance of the strain gauge attached to the support frame will change. The controller detects this change, and the balance car starts.

Others are the same as Example 2.

实施例Example 44 ：:

The only difference from Embodiment 1 is that an induction bracket 9 is provided on each side of the support frame 8 , and a first sensor 10 is provided on the deformation portion 92 of each induction bracket 9 . The second sensor 11 is a strain gauge sensor, preferably a wire type resistance strain gauge or a foil type resistance strain gauge.

As shown in Figures 13 and 14, two induction brackets 9 are fixedly connected to both sides of the tubular support frame 8. The induction brackets 9 can be placed under the pedal area to bear weight, or can be placed on the side of the pedal to mainly feel the pedal. The twisted posture is preferably non-load-bearing; a strain gauge is pasted on each side of the deformation portion 92 of the two sensing brackets 9 . In this embodiment, the sensing bracket has almost no load-bearing or a small load-bearing, and is mainly affected by torsional force, and undergoes bending deformation under the torsional force, thereby being sensed by the strain gauge. The two strain gauges are preferably attached to the same side (the same front side or the same back side), so that when the two sensing brackets are twisted relative to the support frame, one strain gauge will undergo compression deformation and the other strain gauge will undergo tensile deformation. Stretch deformation, the two deformation directions are opposite, and the deformation in the opposite direction can be recognized as a turning signal. Compared with Embodiment 2 (when only a single strain gauge is used, it is impossible to distinguish whether part of the deformation of the strain gauge is caused by gravity fluctuations or due to the given turning signal), the control accuracy is better and safer.

During the actual operation, the rider's left foot leans forward relative to the right foot, causing the first sensing bracket under the left foot to bend forward under the pressure of the right foot. At the same time, the second sensing bracket moves backward under the pressure of the right foot. When bending, the strain gauge pasted on the deformation part of the first sensing bracket will bend and deform. At the same time, the strain gauge on the deformation part of the second sensing bracket will bend and deform. The resistance values of the two strain gauges will change. The controller detects The change of the strain gauge sends a control signal, the left hub motor and the right hub motor rotate at differential speed, and the balance car turns to the right; the rider leans forward with his right foot, and the balance car will turn to the left.

This embodiment can also be used to sense whether someone is standing on the pedal area of the vehicle body. That is, when a person stands on the vehicle body, part or all of the pressure will be transmitted to the deformation part of the sensing bracket, and the deformation part will be under certain pressure. The compressed deformation is used to obtain the detection results and then control the starting state of the vehicle. During the actual test process, when a person steps on the balancing car, the feedback effect of the strain gauge is not very obvious, but there is still a certain change. After software debugging, it can be used as a signal to start the machine, but for the stability of the product, , it is preferable to use strain gauges or other sensing modules that are separately installed on the support frame or the footrest area of the vehicle body to detect whether someone is standing.

Others are the same as Example 1.

Example 5 :

The only difference from Embodiment 4 is that: the support frame 8 is provided with an induction bracket 9 near two ends respectively. The first induction bracket and the second induction bracket are both "T-shaped", and the first induction bracket is provided with a first induction bracket. The second strain gauge is provided on the second induction bracket. While the two induction brackets are fixedly connected to the support frame, they also fix the wheel axle. Compared with Embodiment 1, this embodiment eliminates the two ends (wheel connection parts) of the support frame. The induction bracket is directly supported between the support frame and the pedal area of the vehicle body, and also supports the weight. The induction bracket can be connected with the Support skeleton welding.

In this embodiment, the sensing bracket directly bears the load, but because it is placed vertically, the connecting portion has little bending deformation due to gravity, which can be easily filtered out during data processing.

Others are the same as Example 4.

Gravity mainly acts from the up and down direction, causing components to deform. The turning torsion force of the vehicle body has both up and down components as well as front and rear components. In the existing technology, whether it is by detecting the distribution of the center of gravity or the pressure difference between the two pedals, the sensor structure is to sense the amount of deformation in the up and down direction and directly detect the twisting deformation of the support frame. None of them can completely eliminate the influence of human body gravity. The reason is that the sensor structure is unreasonable, causing the deformation caused by gravity to account for an excessively high proportion of the deformation sensed by the sensor. In the solution of the present invention, the deformation part of the induction bracket is generally located vertically between the pedal assembly and the support frame, thereby converting the torsional deformation of the vehicle body into the front and rear bending deformation of the deformation part of the induction bracket, and the strain gauge is vertically arranged for The amount of front and rear bending deformation of the sensing deformation part. In this way, the sensor architecture mainly senses the deformation amount in the front and rear directions. The proportion of deformation caused by gravity in the deformation amount is greatly reduced. The degree of deformation caused by the turning and twisting of the car body is more obvious. The information feedback is more accurate, which facilitates data processing and can better Sensing the inclination angle of the pedal part, reducing the impact of changes in human body weight during riding on the required turning signal data, and preventing misjudgment of the rider's turning intention from affecting driving safety. It has the advantages of low cost, simple structure, more accurate vehicle control, turning attitude signal is less affected by gravity changes, and good turning riding experience.

In the description of this specification, reference to the terms "one embodiment," "some embodiments," "an example," "specific examples," or "some examples" or the like means that specific features are described in connection with the embodiment or example. , structures, materials or features are included in at least one embodiment or example of the invention. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

Although the embodiments of the present invention have been shown and described above, it can be understood that the above-mentioned embodiments are illustrative and should not be construed as limitations of the present invention. Those of ordinary skill in the art will not deviate from the principles and purposes of the present invention. Under the circumstances, the above-described embodiments can be changed, modified, replaced and modified within the scope of the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention shall be included in the protection scope of the present invention.

Claims

A human-machine interactive somatosensory vehicle, including a vehicle body with an integral structure and wheels (1) installed on the vehicle body. The vehicle body includes a support frame (8), a controller (6), a battery (5) and a shell. The body, the wheels (1) are installed on both sides of the support frame, and the body is provided with a pedal area for the rider to pedal. It is characterized in that it also includes at least one induction bracket (9), and the induction bracket (9) The upper end of the induction bracket (9) is an upper connecting part (91), which is arranged below the pedal area of the vehicle body and above the wheel axis. The lower end of the induction bracket (9) is a lower connecting part (93), and the lower connecting part (93) ) is matched with the support frame (8), and the upper connecting part (91) and the lower connecting part (93) are matched and connected by the deformation part (92). The deformation part (92) is provided with a device for detecting the front and rear of the deformation part (92). The first sensor (10) of bending deformation and the battery (5) provide power to the controller (6), and the controller (6) controls the rotation of the wheel (1) according to the signal of the first sensor (10).
A human-machine interactive somatosensory vehicle according to claim 1, characterized in that the deformation portion (92) of the induction bracket (9) is vertically arranged between the pedal area of the vehicle body and the support frame (8).
A human-machine interactive somatosensory vehicle according to claim 1, characterized in that the upper connecting portion (91) of the induction bracket (9) is in direct contact, indirect contact, positioning fit or fixed connection with the bottom of the pedal area of the vehicle body. , the lower connecting portion (93) of the induction bracket (9) is fixedly connected to the support frame (8).
A human-machine interactive somatosensory car according to claim 1, characterized in that the deformation part (92) of the induction bracket (9) is integrally formed with the upper connecting part (91) and the lower connecting part (93) and is connected to the upper part. Elastic deformation occurs when the lower connecting portion (91) and the lower connecting portion (93) move relative to each other; the sensing bracket (9) is made of metal; the deformation portion (92) of the sensing bracket (9) adopts a thin-walled or thin plate structure.
A human-machine interactive somatosensory vehicle according to claim 1, characterized in that the footrest area is provided on the housing or on an independent footrest component.
A human-machine interactive somatosensory vehicle according to claim 1, characterized in that a first sensor (10) is provided on the front side and the rear side of the deformation part (92) of the induction bracket (9); (10) is a strain gauge sensor.
A human-machine interactive body sensing car according to claim 1, characterized in that the support frame (8) is provided with a second sensor (11) for detecting whether the rider gets on the car, and the second sensor (11) is Strain gauge sensor.
A human-machine interactive somatosensory car according to claim 1, characterized in that an induction bracket (9) is provided on each side of the support frame (8), and the deformation portion (92) of each induction bracket (9) One or two first sensors (10) are provided.
A human-machine interactive somatosensory car according to claim 8, characterized in that the first sensors (10) on the two induction brackets (9) are arranged on the same side in the front and rear.
A driving method for a human-machine interactive somatosensory vehicle, which is characterized in that at least one induction bracket (9) is provided between the foot pedal area of the vehicle body and the support frame (8), and the upper connecting portion (91) is provided on the footrest of the vehicle body. Below the pedal area and above the wheel axis, the lower connecting part (93) of the induction bracket (9) is matched with the supporting frame (8), and the upper connecting part (91) and the lower connecting part (93) are connected by a deformation part (92) ) connection, the deformation part (92) of the induction bracket (9) is provided with a first sensor (10) for detecting the bending deformation of the deformation part (92); the pedal area of the vehicle body is forced forward and backward along the wheel forward direction to produce a forward and backward tilt. When the tilt angle of the two pedal areas of the vehicle body is inconsistent, the upper connecting portion (91) of the sensing bracket (9) will transmit the motion posture of the corresponding pedal area to the deformation portion (92) And causing the deformation part (92) to bend forward or backward, the first sensor (10) senses the amount of bending deformation of the deformation part (92) and sends corresponding information to the controller, and the controller performs the bending deformation according to the preset Command to control the wheel operation, thereby controlling the turning of the vehicle.