Vehicle for one rider, having a ball rolling on the ground

Abstract

The invention relates to a vehicle (1) for the transportation of a rider (2), having a ball (4) rolling on a ground (3), at least one roller (7a, 7b) rolling on the ground (3), a carrying element (5) supported on the ball (4) and on the at least one roller (7a, 7b), on which carrying element the rider (2) stands when the vehicle (1) is in operation, and a drive arrangement (6) which is supported on the carrying element (5) and drives the ball (4). According to the invention, in order to provide an improved vehicle, the vehicle (1) consists of a front part (5a) with the ball (4) and a rear part (5b) with the at least one roller (7a, 7b), and the front part (5a) and the rear part (5b) are arranged one behind the other in an operating position when viewed in a forward travel direction (V) of the vehicle (1), and the vehicle (1) can be folded from the operating position into a carrying position, in which the front part (5a) and the rear part (5b) lie next to one another.

Description

[0001] Vehicle for one driver with a ball rolling on a floor

[0002] The invention relates to a vehicle for the propulsion of a driver with a ball rolling on a floor, with a support element supported on the ball, on which the driver stands during operation of the vehicle, with a drive arrangement supported on the support element which drives the ball.

[0003] European patent EP 3 043 877 B1 discloses a vehicle for the propulsion of a rider, in particular a skateboard-like spherical scooter. In ferry mode, the vehicle is in contact with the ground exclusively via a sphere rolling on the ground and essentially consists of the sphere, a support element resting on the sphere with two contact surfaces for each of the rider's feet, a drive mechanism, and a control system. In one embodiment, the drive mechanism is essentially composed of a total of four omnidirectional wheels, three of which are grouped together and roll on the upper half of the sphere, and the fourth of which rolls along an equator of the sphere.All omnidirectional wheels rest on the surface of the sphere without any tilt angle. Therefore, with a horizontally oriented support element, the axes of rotation of the three wheels in the group are horizontal, while the axis of rotation of the fourth wheel is vertical. The support element is primarily supported on the sphere by the group of three wheels. The fourth wheel allows the support element to be rotated around a vertical axis of the sphere. The sphere can thus roll in all directions on the ground beneath or within the support element, which is located at the equator of the sphere. In addition to their supporting function, all the wheels also serve a drive function. For this purpose, each wheel is driven by an electric motor and a gearbox mounted on the support element.To use the vehicle, which can also be described as a sports device, recreational device, or fun device, the rider stands freely balancing on the support element and controls, brakes, and steers the vehicle by shifting their weight. The rider is assisted by the control system, which includes a balance control module that helps the rider maintain a horizontal position on the support element. The direction of movement of the vehicle, and thus the rolling direction of the ball, is controlled by the tilt of the support element, which is achieved through weight shifting by the rider. The measured acceleration and angle data of the support element are processed by the control system. Based on this data, the motors to be driven by the respective omnidirectional wheels are determined, and the desired movement and balance are achieved by adjusting the required direction and speed of rotation.The vehicle is equipped with three rechargeable batteries for the motors and the control system, which are arranged around the sphere on the underside of the support element.

[0004] Furthermore, another skateboard-like ball scooter for a single rider is disclosed in British patent application GB 2 407 780 A. This scooter also essentially consists of a ball that rolls on a surface and a support element resting on the ball, with two contact surfaces for each of the rider's feet. The support element is rectangular, similar to a skateboard. In a typical forward direction, the support element is oriented longitudinally, and the rider stands with one foot in front of and one foot behind the ball, thus laterally on the support element. The ball scooter is propelled, for example, by the rider in a roller-like manner, while the ball itself is unpowered. Additionally, a sliding element, a roller, or a swivel caster is arranged at each of the four corners of the support element.The rider can steer the ball scooter by lowering one of the two rear corners while riding, so that the sliding element, roller, or steering wheel comes into contact with the ground. This slows the ball scooter on one side and initiates a steering movement. A comparable, skateboard-like, non-powered ball scooter is known from European patent application EP 0 985 435 A1. Instead of sliding elements, rollers, or steering wheels arranged in the four corners of the support element, only a single ball is centrally located at the rear of the support element. This single ball, used for steering the ball scooter, is not in contact with the ground when the support element is in a horizontal position.

[0005] German patent application DE 102017 107 805 A1 discloses a motorized scooter in which a spherical wheel is used as the front wheel unit and two wheels arranged side by side are used as the rear wheel unit. The scooter is preferably driven by wheel hub motors in the rear wheel unit and steered intuitively by weight shifting on a trapezoidal platform. Alternatively or additionally, the front wheel unit can also be driven.

[0006] Based on this, the present invention aims to create an improved compact vehicle for the propulsion of a driver using a ball that rolls on the ground.

[0007] This problem is solved by a vehicle for the propulsion of a driver with a ball rolling on a floor, having the features of claim 1. Advantageous embodiments of the invention are specified in claims 2 to 16.

[0008] According to the invention, an improved vehicle for the propulsion of a driver is created with a ball rolling on a floor and at least one roller rolling on the floor, with a support element supported on the ball and on the at least one roller, on which the driver stands when the vehicle is in operation, with a drive arrangement supported on the support element which drives the ball, in that the vehicle consists of a front part with the ball and a rear part with the at least one roller and the front part and the rear part are arranged one behind the other in an operating position viewed in a forward direction of travel of the vehicle and the vehicle can be folded from the operating position into a carrying position in which the front part and the rear part lie next to each other.The vehicle's foldable design makes it highly suitable for everyday use, as it reduces the vehicle's dimensions and is therefore easy to carry.

[0009] In an advantageous design embodiment, it is provided that the vehicle or the support element consists of the front part, a coupling part and the rear part, that, viewed in a forward direction of travel of the vehicle, the front part, the coupling part and the rear part are arranged one behind the other and the coupling part connects the front part and the rear part, and that the ball is mounted on the front part and the at least two rollers are mounted on the rear part.

[0010] For folding capability, the coupling part has at least one first joint. Preferably, the coupling part has a first joint and a second joint spaced apart from it in the forward direction of travel – viewed in the vehicle's operating position. With this design, the front and rear parts can be easily aligned relative to each other in the carrying position.

[0011] Advantageously, at least one joint is designed to be locked in the operating position and, if required, additionally in the carrying position, and unlocked for the folding movement. This results in a stable vehicle in the operating position and a compact, non-unfolding vehicle in the carrying position.

[0012] Advantageously, the vehicle is steerable via the driven ball, and the at least one roller is pulled by the driven ball over the support element. Overall, the ball is driven, while the at least one roller is undriven, similar to a front-wheel-drive vehicle. During operation, the at least one roller is pulled by the ball. The vehicle is thus comparable to a tricycle with a driven front ball that can be steered via the drive mechanism and at least one pulled rear roller. During normal operation, the ball and the at least one roller are in contact with the ground.

[0013] Advantageously, the front part is provided with a front contact surface for the driver's front foot and the rear part with a rear contact surface for the driver's rear foot.

[0014] Preferably, the front contact surface is arranged above the ball and the rear contact surface is arranged above the at least one roller. In connection with this feature, "above" means that, viewed from above, the front contact surface is at least partially arranged above the ball. Preferably, viewed from above, the front contact surface is arranged completely within the contour of the ball—only with respect to the longitudinal axis of the vehicle—and, in particular, centrally above the ball. The same applies to the at least one roller and the rear contact surface. To enable the rider to balance on the vehicle and steer the vehicle, the coupling element is designed such that, viewed in the forward direction of travel, the front part can be tilted to the right and left.This requires either a torsional flexibility of the coupling element or, in the case of a rigid coupling element, the driver can lift one of the two rear wheels off the ground by tilting the vehicle sideways, thus achieving the lateral tilt of the front section. In the present case, the torsional flexibility of the coupling element is due to play present there. The coupling element has a torsional flexibility of + / - 10 degrees, preferably + / - 5 degrees, relative to the longitudinal axis of the vehicle, which coincides with the coupling element. A minimum torsional flexibility of + / - 1 degree is provided as a lower limit. This torsional flexibility of the coupling element, starting from a rear section rolling stably on the ground, allows for a lateral and limited tilting of the front section by corresponding lateral angles of inclination in the range of + / - 10 degrees, or preferably up to + / - 5 degrees.It goes without saying that the tilting of the front part can also be provided for in the design of the front part.

[0015] A particularly advantageous feature is that the vehicle can be steered by means of a lateral tilt initiated by the driver. A control unit evaluates the tilt, and the drive mechanism propels the ball in the desired direction of travel. The vehicle is steered exclusively via the feet of the driver, who balances freely on the support element. The driver initiates steering by shifting their weight. Tilting to the left results in steering to the left, and vice versa. The control unit reacts to changes in the lateral tilt angle of the support element and propels the ball, via the drive mechanism, to roll in the desired lateral direction. The lateral tilt angle is in the range of 0 degrees to + / - 10 degrees, or preferably up to + / - 5 degrees.The control system then compensates for the measured inclination of the support element, restoring it to a preferably horizontal orientation. Preferably, the rider simply stands on the support element's contact surfaces, which are equipped with anti-slip pads for a firm and secure stance and improved weight shift coordination. Advantageously, the control system includes a balance control module that assists the rider in balancing the support element in a horizontal position. This balancing of the support element is achieved by appropriately controlling the first and second omnidirectional wheels. The degree of assistance can be varied and adjusted to make balancing on the support element relatively easy for the rider.On the other hand, the support is not so great as to prevent the driver from inducing steering of the vehicle in the direction of the incline by shifting his weight.

[0016] It is also advantageously provided that the vehicle can be accelerated and braked by means of a tilting of the front part forwards and backwards caused by the driver, in that a control system evaluates the tilting and the drive arrangement drives or brakes the ball in the forward direction of travel.

[0017] A particularly advantageous and simple feature is that the vehicle has only a single ball and / or only a single pair of rollers. The preferably electrically powered vehicle is similar to a tricycle, but without a seat. Effective propulsion of the ball is achieved by driving it directly, without the need for a gearbox, via two omnidirectional wheels and two electric motors, each attached to the support element.

[0018] A particular advantage is that the electric motors are powered by at least one rechargeable battery.

[0019] Advantageously, the vehicle has no handles and is steered by a rider who stands freely balancing on the support element, without the use of a handlebar. The rider can thus balance freely on the vehicle's support element, similar to a skateboard, without having to brace their hands against a support or handlebar, or sit on a saddle or seat mounted on the support element.

[0020] Furthermore, it is considered a further and independent inventive idea that an improved vehicle for the propulsion of a driver is created by comprising a ball rolling on a ground and at least one roller rolling on the ground, a support element resting on the ball and on the at least one roller, on which the driver stands while operating the vehicle, and a drive arrangement supported on the support element that drives the ball. This is achieved by the vehicle consisting of a front section with the ball and a rear section with the at least one roller, and the front section being tiltable forwards and backwards about a pivot axis relative to the rear section when viewed in a forward direction. This tiltability can be used by the driver to accelerate and brake the preferably electrically powered vehicle.A particularly advantageous feature is that the front section has a front contact surface for the rider's front foot, and a bracket is arranged in this front contact surface. During operation of the vehicle, the rider's front foot rests on this bracket, which is fixed relative to the forward- and backward-tilting front section. Because a central part of the rider's foot rests on the bracket, which is not tiltable and is firmly connected to the rear section, preferably via a coupling element, the rider is provided with a secure stance. The rider can then sensitively tilt the front section forward to accelerate and backward to brake using their toes and heel, which do not rest on the bracket. A remote control or handlebars with corresponding controls are therefore unnecessary for acceleration and braking.

[0021] In a structurally advantageous embodiment, it is provided that the bracket is supported against the rear part.

[0022] Regarding the tilting of the front section, a limit is provided so that, viewed in a forward direction, the front section can tilt forward and backward about a pivot axis relative to the rear section by + / - 20 degrees, preferably + / - 10 degrees, particularly preferably + / - 5 degrees. This stabilizes the vehicle's handling.

[0023] The tilting capability of the front part is achieved structurally via a right pivot bearing and a left pivot bearing, which are arranged between the rear part and the front part.

[0024] In order to use the tilting of the front part for signals to accelerate and brake, and thus to intuitively tilt the front part forwards and backwards in the direction of forward travel, the axis of rotation of the pivot bearings is aligned parallel to a transverse axis of the vehicle.

[0025] The invention will now be explained in more detail with reference to an embodiment illustrated in a drawing. The drawing shows:

[0026] Figure 1 shows a perspective principle view of a vehicle according to the invention for the locomotion of a driver,

[0027] Figure 2 is a perspective view of a driver carrying the vehicle; Figure 3 is a perspective view of the vehicle according to Figure 1 in an operating position and without a driver.

[0028] Figure 4 shows a perspective view of the vehicle according to Figure 3 in a carrying position,

[0029] Figure 5 shows a side view of the vehicle according to Figure 3 in section and in operating position,

[0030] Figure 6 is a side view of the vehicle according to Figure 5 in an intermediate position, Figure 7 is a side view of the vehicle according to Figure 5 in a carrying position, Figure 8 is another perspective view of the vehicle according to Figure 1, Figure 9 is a perspective view of the vehicle according to Figure 8 from a different viewing angle and

[0031] Figure 10 shows a basic circuit diagram of the vehicle's control system.

[0032] Figure 1 shows a perspective schematic view of a vehicle 1 according to the invention, in particular a skateboard-, snakeboard-, or waveboard-like ball scooter for the propulsion of a rider 2. The vehicle 1 essentially consists of a single ball 4 rolling on a base 3, a pair of exactly one first wheel 7a rolling on the base 3 and exactly one second wheel 7b rolling on the base 3, a support element 5 supported on the ball 4 and the wheels 7a, 7b, and a drive assembly 6 (see Figure 8) for the ball 4 with a control unit 20, which is not shown in this figure and is concealed by the support element 5. The vehicle 1 is thus comparable to a handlebarless tricycle with a three-point support via the ball 4 and the two wheels 7a, 7b. Here, the first and second wheels 7a, 7b are identical.Viewed along the longitudinal axis x of the vehicle 1 and in the forward direction V of the vehicle 1, the ball 4 is mounted on or arranged within the support element 5 in front of the rollers 7a, 7b and at a distance from the rollers 7a, 7b. Furthermore, the rollers 7a, 7b are each rotatable about a roller axis oriented parallel to a transverse axis y of the vehicle 1 and are mounted side by side on the support element 5 when viewed along the longitudinal axis x of the vehicle 1. Alternatively, a common roller axis for both rollers 7a, 7b, as known from a skateboard or roller skates, can be provided. The transverse axis y, or the roller axis, is oriented perpendicular to the longitudinal axis x and, if the support element 5 is oriented horizontally, also horizontally. In addition, the rollers 7a, 7b each have a convex or circular segment-shaped running surface.Furthermore, the contact points, contact lines, or contact surfaces of the ball 4 and the two rollers 7a, 7b lie on the base 3 at the vertices of an imaginary triangle. The ball 4 has a diameter in the range of 50 mm to 270 mm, preferably in the range of 75 mm to 150 mm, and particularly preferably 100 mm, and the rollers 7a, 7b each have a diameter in the range of 20 mm to 100 mm, preferably in the range of 35 mm to 75 mm, and particularly preferably 70 mm. The width of each roller 7a, 7b is in the range of 10 mm to 150 mm, preferably 10 mm to 30 mm, and particularly preferably 10 mm. It is conceivable to use rollers known from inline skates, which have a diameter of 70 mm and a width of 10 mm and are made of PU material.

[0033] The support element 5 is divided into a front part 5a, a rear part 5b, and a coupling part 5c. The front part 5a and the rear part 5b are each hemispherical, with one cross-sectional surface of the hemisphere projecting upwards as a front contact surface 10a for a front foot 2a of the rider 2 and a rear contact surface 10b for a rear foot 2b of the rider 2. The front contact surface 10a is slightly convex outwards, and the rear contact surface 10b is slightly concave inwards to the same degree as the front contact surface 10a. The hemispheres of the front part 5a and the rear part 5b have nearly the same shape and the same diameter in the range of 70 mm to 300 mm, preferably in the range of 100 mm to 175 mm, and particularly preferably 125 mm. The front part 5a and the rear part 5b are connected to each other via the coupling part 5c to form the support element 5.The coupling element 5c is rod-shaped and extends essentially in the direction of the longitudinal axis x of the vehicle 1. Overall, the structure is reminiscent of a snakeboard or a waveboard, although here the inventive combination of ball 4 and rollers 7a, 7b is used instead of conventional rollers. The coupling element 5c essentially has two functions. When the vehicle 1 is in motion, the coupling element 5c, and thus also the front and rear sections 5a, 5b, are in an operating position. In this operating position, the coupling element 5c connects the front section 5a to the rear section 5b, which are arranged one behind the other in the forward direction V, almost rigidly. In this context, "almost rigid" means that the coupling element 5c, consisting of several components, has a degree of play inherent in its design at the connection points of these components.This means that the front section 5a can tilt laterally by approximately + / -10 degrees, preferably + / -5 degrees, relative to the rear section 5b. This limited tilting capability is used for control purposes to steer the vehicle 1 via its drive assembly 6, as will be described later. With respect to the longitudinal axis x of the vehicle, the coupling part 5c is rigid, and the front section 5a can therefore reliably tow the rear section 5b.

[0034] The support element 5 also has a total length in the range of 500 mm to 1000 mm, preferably 500 mm to 800 mm, and particularly preferably 600 mm. A front section of the ball 4 is located 10 mm to 30 mm away from a front end of the support element 5 or the front section 5a. The two rollers 7a, 7b are arranged centrally under the rear section 5b, viewed along the longitudinal axis x. A wheelbase, measured from one roller axis of the two rollers 7a, 7b and a virtual axis of rotation of the ball 4 during forward travel, is at least 300 mm and in the range of 300 mm to 700 mm to ensure stable driving behavior of the vehicle 1. The two rollers 7a, 7b are each spaced apart from a center of their running surface viewed in the direction of the transverse axis y in the range of 50 mm to 300 mm, preferably 100 mm to 250 mm, particularly preferably 100 mm to 150 mm, and are each arranged at the same distance to the longitudinal axis x.

[0035] Vehicle 1 rests stably on the ground 3 via a three-point support provided by the single ball 4 and the single pair of rollers 7a, 7b, even though the driver 2 stands above the ball 4 and the rollers 7a, 7b on the contact surfaces 10a, 10b of the front and rear sections 5a, 5b. Tilting of vehicle 1 laterally to the right and left around the longitudinal axis x occurs only within the limited torsional mobility of the coupling element 5c and is therefore easily controllable by the driver 2 with the support of the control unit 20. Consequently, the driver 2 hardly needs to balance on vehicle 1 with respect to the longitudinal axis x while driving. The control unit 20 provides additional support to the driver 1, including balance control modules with corresponding electronic stability programs that assist the driver 2 in balancing the support element 5 around the longitudinal axis x in a horizontal position.Furthermore, the ball 4 and the two rollers 7 protrude partially downwards from the front part 5a and the rear part 5b respectively.

[0036] Using the driven ball 4 as a wheel replacement has the advantage that the vehicle 1 can be driven in any direction on the ground 3 and thus also steered by means of the ball 4. In this case, the vehicle 1 is driven via the ball 4 in a left-hand direction L, a right-hand direction R, and a forward direction V (see Figure 3). Reversing the vehicle 1 is not provided. The reverse drive is used to brake the vehicle 1.

[0037] The vehicle 1 can also be described as a sports device, recreational device, or fun device, on which the rider 2 stands freely balancing on the support element 5 during use, similar to a skateboard, and steers the vehicle 1 by shifting their weight. Braking, acceleration, and driving the vehicle 1 can also be achieved by weight shifting by the rider 2 via sensors (not shown) in the contact surfaces 10a, 10b of the support element 5 or via a remote control operated by the rider 2. In this case, acceleration and braking are achieved by weight shifting by the rider 2 without sensors in the contact surfaces 10a, 10b. Tilting the front section 5a forward or backward by the rider 2 with their front foot 2a is detected by the control unit 20 and converted into a brake or accelerator signal for the drive unit 6.To achieve the necessary ease of tilting the front section 5a, it is gimbal-mounted, i.e., articulated, with respect to the coupling part 5c. A shift in weight by the rider 2, and thus essentially a tilting of the front foot 2a forwards and backwards, is sufficient to generate steering impulses. Furthermore, the vehicle 1 is without handholds for the rider 2. Therefore, the rider 2 has no aids such as a handlebar, a support for bracing, or a seat for sitting or balancing. The rider 2 must therefore balance freely on the support element 5 of the vehicle 1 without bracing themselves with their hands on a support or handlebar, with their shins on a kneeboard, or sitting on a saddle or seat mounted on the support element 5.

[0038] Viewed from the forward direction V of vehicle 1, the front contact surface 10a is located on the front part 5a and thus above the ball 4, and the rear contact surface 10b is located above the two rollers 7a, 7b. The forward direction V here refers to the vehicle 1 traveling in the direction of its longitudinal axis x, with the ball 4 positioned in front of the two rollers 7a, 7b. The driver 2 moves sideways in the forward direction V due to their lateral position on the vehicle 1.

[0039] Figure 2 shows a perspective view of a driver 2 carrying the vehicle 1 in its folded carrying position, for example, like a handbag. The total weight of the vehicle 1 is less than 5 kg, preferably in the range of 3 to 5 kg.

[0040] To achieve the folded carrying position, a first joint 5ca and a second joint 5cb are incorporated into the coupling part 5c. In the carrying position, the rear section 5b is folded onto the front section 5a by means of the joints 5ca and 5cb. The vehicle 2 in the carrying position thus assumes a compact, spherical shape that is easy to carry. Part of the coupling part 5c functions as a handle 14 for the driver's hand 2c.

[0041] Figure 3 shows a perspective view of the vehicle 1 in its operating position as shown in Figure 1, but without the driver 2. As previously described, the vehicle 1, viewed from the outside, essentially consists of the support element 5 with the front part 5a, the rear part 5b, and the coupling part 5c, as well as the sphere 4 and the two wheels 7a, 7b. The front part 5a, the rear part 5b, and the coupling part 5c are each complex components with multiple functions. Viewed from the outside, the front part 5a is a hemispherical but also load-bearing cover for the sphere 4, a front support structure 5ac, a drive assembly 6 for this, and a control unit 20 for this. This cover essentially consists of a front and upper cover part 5aa, which closes off a front and open-topped hemispherical part 5ab in the area of ​​its cross-sectional surface. This front hemispherical part 5ab has a central opening 5ad at the bottom, from which a portion of the sphere 4 protrudes downwards.This portion comprises approximately 10 to 30% of the diameter of the sphere 4. Figure 3 also shows that the front cover portion 5aa is not flat but slightly curved inwards and symmetrically about a central axis that runs parallel to the transverse axis y. The front and rear ends of the front cover portion 5aa are thus approximately at the same level as a web portion 13b of a bracket 13, which will be described later. Due to the curvature of the front cover portion 5aa, the remainder lies lower than the web portion 13b. Furthermore, the front cover portion 5aa provides the front contact surface 10a for the front foot 2a. The front contact surface 10a for the front foot 2a is located above the sphere 4.In connection with the position of the front foot 2a above the sphere 4, "above" is understood to mean that, viewed from above, the front contact surface 10a for the front foot 2a is at least partially arranged within an imaginary outer contour of the sphere 4. Preferably, viewed from above, the front contact surface 10a, and thus the front foot 2a resting thereon, is arranged completely within the outer contour of the sphere 4 with respect to its width, and in particular centrally above the sphere 4. With respect to the length of the front foot 2a, the front foot 2a will project beyond the outer contour of the sphere 4 at both ends. According to the shape of the front foot 2a and the general lateral orientation of the driver 2 on the vehicle 1, the longitudinal extent of the front contact surface 10a, or the front foot 2a, is oriented transversely to the longitudinal axis x of the vehicle 1.Furthermore, the cover part 5aa and the hemispherical part 5ab protect the driver 2 from contact with the rotating sphere 4 and enclose a front installation space 8a (see Figure 4) between a surface 4b of the sphere and an inner surface of the cover part 5aa and the hemispherical part 5ab (see Figure 4). The cover part 5aa and the hemispherical part 5ab are rigidly connected to the front support structure 5ac of the front part 5a. Figure 3 also shows that a U-shaped bracket 13 projects upwards from the front cover part 5aa by approximately 5 to 20 mm. This bracket 13 consists, in the usual manner, of a central web section 13b, to which a leg section 13a is attached at each of its opposite ends. The elongated and flat web section 13b extends parallel to the transverse axis y and is located in the middle of the front cover section 5aa when viewed in the direction of the longitudinal axis x of the vehicle 1.The leg sections 13a extend through slots in the front cover section 5aa into the front hemisphere section 5ab and are each rigidly attached to the front support structure 5ac of the front section 5a. The front support structure 5ac rigidly transitions into the front connecting section 5cc of the coupling section 5c. With respect to the bracket 13, the front cover section 5aa, together with the front hemisphere section 5ab, is angularly movable by approximately ±5 to 15 degrees, preferably ±7.5 to 12.5 degrees, and particularly preferably ±10 degrees, forwards and backwards in the direction of the longitudinal axis x of the vehicle 1. Alternatively, the bracket 13 is angularly movable with respect to the front cover part 5aa together with the front hemisphere part 5ab by approximately ± 5 to 25 degrees, preferably ± 7.5 to 22.5 degrees, particularly preferably ±20 degrees, forwards and backwards in the direction of the longitudinal axis x of the vehicle 1.With regard to driving the vehicle 1 uphill and downhill, the alternative example ranges with the upper degree values ​​of 20, 22.5, and 25 facilitate the steering of the vehicle 1. The driver 2 can thus accelerate and brake with their front foot 2a, which essentially rests on the stirrup 13. The driver 2 stands with both feet 2a and 2b in a slight V-position on the front part 5a and the rear part 5b. With respect to the front foot 2a, the stirrup part 13b is relatively narrow, approximately 10 to 40 mm, so that the heel of the front foot 2a can make slight rear contact with the front cover part 5aa, and the toes of the front foot 2a can make slight forward contact with the front cover part 5aa, in order to accelerate and brake. Figure 3 also shows that there is a protruding first and second bulge 5ae, 5af at the front and rear of the front cover part 5aa, which cover the first and second omnidirectional wheels 9, 9b arranged underneath (see Figure 8).These first and second curves 5ae, 5af are slightly higher than the bridge section 13b and can thus also provide a contact surface for the front foot 2a for tilting. For this purpose, the driver 2 tilts their front foot 2a slightly forward or backward to the side, which tilts the cover section 5aa together with the front hemisphere section 5ab forward or backward relative to the bar 13. A forward tilt is interpreted as a signal to accelerate and a backward tilt as a signal to brake.

[0042] The rear section 5b, viewed from the outside, looks similar to the front section 5a. The rear section 5b also has a hemispherical, load-bearing cover for a rear installation space 8b, a rear support structure 5bc, the first and second rollers 7a, 7b, and a battery (not shown) for the drive assembly 6 and the control unit 20. This cover also essentially consists of a rear and upper cover section 5ba, which closes off a rear and open-topped hemispherical section 5bb at its cross-sectional area. This rear hemispherical section 5bb has two openings 5ad at the bottom, from which a portion of the first and second rollers 7a, 7b protrudes downwards. This portion comprises approximately 10 to 30% of the diameter of the rollers 7a, 7b. It can also be seen in Figure 3 that the rear cover section 5ba is not flat but slightly concave downwards or inwards.Furthermore, the rear cover part 5ba provides the rear contact surface 10b for the rear foot 2b. The rear contact surface 10b for the rear foot 2b is located above the two rollers 7a, 7b. In connection with the position of the rear foot 2b above the two rollers 7a, 7b, "above" is understood to mean that, viewed from above, the rear contact surface 10b for the rear foot 2b is at least partially arranged within an imaginary outer contour of the two rollers 7a, 7b. Preferably, viewed from above, the rear contact part 10b, and thus the rear foot 2b resting on it, completely cover the two rollers 7a, 7b. According to the shape of the rear foot 2a and the general lateral orientation of the driver 2 on the vehicle 1, the longitudinal extension of the rear contact surface 10b is oriented transversely to the longitudinal axis x of the vehicle 1.Furthermore, the rear cover part 5ba and the rear hemisphere part 5bb protect the driver 2 from contact with the rotating rollers 7a, 7b and enclose a rear installation space 8b between a rear support structure 5bc and an inner surface of the cover part 5ba and the hemisphere part 5bb. The cover part 5ba and the hemisphere part 5bb are rigidly connected to the rear support structure 5bc of the rear part 5b.

[0043] The contact surfaces 10a, 10b for the right and left feet 2a, 2b of the driver 2 can be simple markings the size of part of the feet 2a, 2b or areas on the cover parts 5aa, 5ba covered with a non-slip material or coated with an anti-slip material. The size of the contact surfaces 10a, 10b is chosen such that at least a central part of the feet 2a, 2b and the full width of the feet 2a, 2b are supported.

[0044] The coupling part 5c connecting the front part 5a to the rear part 5b essentially consists of a front connecting part 5cc and a rear connecting part 5cd, which are connected to each other via a central part 5ce. The central part 5ce is connected to the front connecting part 5cc and the rear connecting part 5cd, respectively, via a first joint 5ca and a second joint 5cb. The first joint 5ca and the second joint 5cb are designed as hinge joints whose axes are aligned parallel to the transverse axis y of vehicle 1. In the operating position of vehicle 2, the movement of the first joint 5ca and the second joint 5cb is blocked, so that the front connecting part 5cc, the central part 5ce, and the rear connecting part 5cd form a rigid rod when viewed in the direction of the longitudinal axis x of vehicle 2.To release the locking of the first joint 5ca and the second joint 5cb, a locking element 5cl is provided, which can be moved between a locking position and an unlocking position. In Figure 3, the locking element 5cl is shown in the locking position, in which the locking element 5cl partially protrudes from the central part 5ce of the coupling part 5c. To unlock, the locking element 5cl is guided by the central part 5ce and pressed into it. In the unlocking position, an outer surface of the locking element 5cl is flush with the central part 5ce. Furthermore, the front connecting element 5cc transitions into the front support structure 5ac, which is obscured in Figure 3 by the front hemispherical part 5ab. The same applies to the rear connecting element 5cd with respect to the rear support structure 5bc and the rear hemispherical part 5bb.

[0045] For transport, vehicle 1 is foldable. After the driver 2 unlocks the coupling part 5c in the area of ​​its middle section 5ce by pushing in the locking part 5cl, the joints 5ca and 5cb are released, and the middle section 5ce can be moved around the first joint 5ca towards the front connecting part 5cc, and the rear connecting part 5cd around the second joint 5cb towards the middle section 5ce. Thus, the rear section 5b can be folded onto the front section 5a in an arc. The lengths of the front connecting part 5cc, the rear connecting part 5cd, and the middle section 5ce are dimensioned such that, in the carrying position, the rear cover section 5ba rests flush on the front cover section 5aa.

[0046] Figure 4 shows a perspective view of vehicle 1 according to Figure 3 in the carrying position. It can be seen that in the carrying position, the front hemisphere 5ab and the rear hemisphere 5bb combine to form a compact sphere. The central part 5ce of the coupling part 5c serves as a handle 14 for carrying vehicle 1. In the carrying position, the joints 5ca and 5cb are locked again, so that vehicle 1 cannot unintentionally unfold while being carried. The locking part 5cl is not shown in Figure 4 but is present.

[0047] Figure 5 shows a side view of the vehicle 1 according to Figure 3 in section and in operating position, from which the detailed structure of the coupling part 5c and the front part 5a can be seen. As previously described, the coupling part 5c consists, from left to right, of the front connecting part 5cc, the first joint 5ca, the middle part 5ce, the second joint 5cb, and the rear connecting part 5cd. In order to be able to fold the vehicle 1 safely, precisely, and synchronously from the operating position to the carrying position, the middle part 5ce and the adjacent joints 5ca and 5cb are designed as follows. The middle part 5ce consists of an outer, hollow central shaft 5cf in which a central rod 5cg is arranged. The central rod 5cg is rigidly attached at its opposite ends to the first joint 5ca and the second joint 5cb.The center shaft 5cf carries at its opposite ends a first center gear 5ch and a second center gear 5ci, each of which is a 45-degree bevel gear with straight teeth. Both the first center gear 5ch and the second center gear 5ci can only be designed as 45-degree tooth segments, as this is sufficient for the desired folding motion. The first center gear 5ch and the second center gear 5ci each form a bevel gear drive with a front gear 5cj and a rear gear 5ck. Again, both the front gear 5cj and the rear gear 5ck can only be designed as 45-degree tooth segments, as this is sufficient for the desired folding motion. The imaginary axes of the first intermediate gear 5ch and the front gear 5cj, as well as of the second intermediate gear 5ci and the rear gear 5ck, are arranged offset from each other by approximately 90 degrees, according to a bevel gear drive.The first intermediate gear 5ch and the front gear 5cj, as well as the second intermediate gear 5ci and the rear gear 5ck, mesh with each other. The front gear 5cj is fixed to the front connecting piece 5cc, and the rear gear 5ck is fixed to the rear connecting piece 5cd. The front gear 5cj is centered on the first pivot axis 5cm, and the rear gear 5ck is centered on the second pivot axis 5cn. The first pivot axis 5cm and the second pivot axis 5cn run parallel to the transverse axis y.

[0048] Figure 5 shows the central part 5ce in its locked position. For this purpose, a locking element 5cl, which is supported and guided by the central shaft 5cf, engages positively with the preferably square central rod 5cg. The locking element 5cl is only visible in Figure 5 at the webs between the central shaft 5cf and the central rod 5cg, since an actuating surface of the locking element 5cl lies behind the central part 5ce and is thus concealed by it. Due to the positive engagement, the central shaft 5cf and the central rod 5cg are rigidly connected. This, in turn, results in the first and second intermediate gears 5ch, 5ci, which are fixedly arranged at the ends of the central shaft 5cf, being stationary and supported by the front and rear gears 5cj, 5ck.Thus, the first joint 5ca and the second joint 5cb are each blocked, so that the coupling part 5c in the locked position is comparable to a rigid rod. Since the locking is achieved via the engagement of the central gears 5ch, 5ci with the front and rear gears 5cj, 5ck, a certain amount of play remains, allowing the front part 5a, which rolls on the ball 4, to be deflected slightly laterally by 1 to 2 degrees to the right or left. This small angular movement can then be used for steering the vehicle 1, even though a lateral tilting of the front part 5a against the supporting force of the rear part 5b can also be achieved by lifting one of the two rollers 7a, 7b.

[0049] Figure 5 also shows that the sphere 4 projects downwards from a corresponding lower opening 5ad in the front hemisphere part 5ab, and that the front support structure 5ac rests on the upper surface 4b of the sphere 4 in its upper part 4a by means of a support arrangement 9. The support arrangement 9 is located at the top in the area of ​​the center of the front cover part 5aa and comprises two non-driven omnidirectional wheels 9a, 9b, each rotatable about its own axis of rotation, which is oriented in the direction of the transverse axis y. Viewed in the direction of the transverse axis y, the omnidirectional wheels 9a, 9b are arranged close to each other but not touching each other, to the right and left of the center of the sphere and in a V-shape relative to each other. Alternatively, an embodiment of the support arrangement 9 with a different type of ball bearing is also possible.The advantage lies in the fact that the rolling motion of the ball 4 feels smoother for the driver 2, and by avoiding any sudden or abrupt movements, wear on the two omnidirectional wheels 9a, 9b is reduced. The omnidirectional wheels 9a, 9b are mounted on the front support structure 5ac.

[0050] As previously described with reference to Figure 3, the driver 2 stands with his front foot 2a slightly angled on the bar 13, so that his heel of the front foot 2a can make contact slightly rearward with the front cover part 5aa and his toes of the front foot 2a can make contact slightly forward with the front cover part 5aa in order to accelerate and brake. It can also be seen from Figure 5 that the first and second bulges 5ae, 5af projecting from the front cover part 5aa are slightly higher than the bridge part 13b and thus also provide the front foot 2a with a contact surface for tilting.

[0051] Figure 6 shows a side view of the vehicle 1 according to Figure 5 in an intermediate position between the operating position and the carrying position. In the intermediate position, the locking element 5cl is unlocked, and thus the central shaft 5cf is unlocked with respect to the central rod 5cg. In the operating position of the vehicle 1, the locking element 5cl, located in the central shaft 5cf, points rearward, or to the right in the forward direction V. In the unlocked position, the locking element 5cl is pressed into the central shaft 5cf, and its actuating surface is flush with an outer surface of the central shaft 5cf. The unlocking action allows the central shaft 5cf to rotate about the central rod 5cg. In the unlocked operating position, the driver 2 grasps the vehicle 1 at the central shaft 5cf, unlocks the locking element 5cl by hand while grasping, and then lifts the vehicle 1 at the central shaft 5cf.Here, the central shaft 5cf rotates 90 degrees relative to the central rod 5cg. Parallel to this, the now downward-facing front section 5a and the rear section 5b move automatically and in a controlled manner towards each other. During this relative rotation of the central shaft 5cf to the central rod 5cg, the first central gear 5ch and the front gear 5cj, as well as the second central gear 5ci and the rear gear 5ck, mesh, causing the first joint 5ca and the second joint 5cb to move in opposite directions by approximately 90 degrees from the operating position to the carrying position. Releasing the locking element 5cl thus unlocks the first joint 5ca and the second joint 5cb, allowing the vehicle 1 to move its front and rear sections 5a and 5b from the operating position by a total of 180 degrees into the carrying position.The front gear 5cj, which engages with the first intermediate gear 5ch, and the rear gear 5ck, which engages with the second intermediate gear 5ci, synchronize the 90-degree rotation of the intermediate shaft 5cf with the 90-degree folding movement of the first joint 5ca and the second joint 5cb. Thus, rotation of the intermediate shaft 5cf is converted into a folding of the first and second joints 5ca and 5cb. The locking element 5cl is not shown in Figure 6 but is present.

[0052] Furthermore, the movement of the center shaft 5cf relative to the center rod 5cg between the operating position and the carrying position is limited by a total of 90 degrees by stops not shown.

[0053] Figure 7 shows a side view of the vehicle 1 according to Figure 5 in the carrying position. In the carrying position, the locking element 5cl is in its locking position and thus locks the central shaft 5cf to the central rod 5cg. Accordingly, the locking element 5cl with its actuating part protrudes from the central shaft 5cf. As previously described, the locking element 5cl in its locking position results in the first and second intermediate gears 5ch, 5ci, which are fixedly arranged at the ends of the central shaft 5cf, being stationary and bearing against the front and rear gears 5cj, 5ck. Thus, the first joint 5ca and also the second joint 5cb are each blocked, so that the coupling element 5c in the locking position is comparable to a rigid rod bent at two 90-degree angles. The vehicle 1 is thus securely held in the carrying position. In the carrying position, the front and back parts 5a, 5b combine to form a sphere.The front and rear lid parts 5aa, 5ba are also shaped in opposite directions, concave and convex, so that they fit together in the carrying position.

[0054] Figure 8 shows another perspective view of the vehicle 1 according to Figure 1, in which the front cover part 5aa and the front hemispherical part 5ab are omitted in order to subsequently explain the drive mechanism of the ball 4. In particular, the internal structure of the vehicle 1, especially its drive assembly 6, its front support structure 5ac, and the bracket 13 are now visible. As previously described, the vehicle 1 rolls on the floor 3 via a combination of a ball 4 and two rollers 7a, 7b. The rollers 7a, 7b are mounted on the rear support structure 5bc via a common roller axle (not shown) that is aligned parallel to the transverse axis y. The omnidirectional wheels 9a, 9b, already described, roll on the ball 4 and are mounted on the front cover part 5aa (not shown).

[0055] The drive arrangement 6 essentially consists of a first omnidirectional gear 11a, a second omnidirectional gear 11b, a third omnidirectional gear 11c (see Figure 9), and a fourth omnidirectional gear 11d, which are distributed essentially uniformly around the circumference of the sphere 4, preferably at the level of an equator 4c of the sphere 4. The first omnidirectional gear 11a and the second omnidirectional gear 11b are spaced symmetrically to the right and left of the longitudinal axis x, respectively, and are each driven directly, without an intermediate gearbox, by a first motor 12a and a second motor 12b, which are supported on the front hemispherical part 5ab (not shown). The omnidirectional gears 11a and 11b preferably each have the same diameter in the range of 20 mm to 300 mm, more preferably in the range of 30 mm to 70 mm. The axes of the omnidirectional wheels 11a, 11b are oriented in a v-shape extending forwards with respect to the longitudinal axis x.The non-driven omnidirectional wheels 11c, 11d are smaller and preferably each have the same diameter in the range of 10 mm to 150 mm, preferably in the range of 20 mm to 40 mm.

[0056] Batteries (not shown) for the motors 12a, 12b and the control unit 20 are arranged within the rear section 5b and below the rear cover section 5ba. A coordinated drive of the two omnidirectional wheels 11a, 11b thus results in the vehicle 1 moving forward (V), clockwise (R), counterclockwise (L), or in any intermediate direction. Forward movement of the vehicle 1 (V) is achieved, for example, by driving the first and second omnidirectional wheels 11a and 11b in opposite directions. The motors 12a, 12b are attached to the front hemispherical section 5ab (not shown) and are controlled by a control unit 20 (see Figure 10). Brushless three-phase motors in the range of 100 watts to 800 watts are used as motors 12a, 12b.

[0057] As previously described, all omnidirectional wheels 9a, 9b, 11a, 11b, 11c, 11d and the motors 12a, 12b, and thus the entire drive assembly, are mounted or attached to the front hemispherical section 5ab (not shown) or the front cover section 5aa (not shown). To enable the braking and accelerator functions described above in conjunction with the fixed bracket 13, the front hemispherical section 5ab is mounted to the front support structure 5ac on the right and left sides adjacent to the sphere 4, viewed along the longitudinal axis x, via right and left pivot bearings 21a, 21b, in particular roller bearings. The axes of rotation d of the right and left pivot bearings 21a, 21b each intersect the center point of the sphere 4 and run parallel to the transverse axis y of the vehicle.This movable suspension of the front hemispherical part 5ab and the front cover part 5aa on the front support structure 5ac allows, with respect to the bracket 13, a limited angular movement of approximately ±5 to 15 degrees, preferably ±7.5 to 12.5 degrees, forwards and backwards in the direction of the longitudinal axis x of the vehicle 1. Alternatively, the bracket 13, together with the front cover part 5aa and the front hemispherical part 5ab, is angularly movable with respect to approximately ±5 to 25 degrees, preferably ±7.5 to 22.5 degrees, forwards and backwards in the direction of the longitudinal axis x of the vehicle 1.

[0058] To drive the sphere 4, at least two driven omnidirectional wheels 11a, 11b are required, preferably positioned at a 90-degree angle to each other on the equator 4c to drive the sphere 4. A drive with three, four, or more omnidirectional wheels 11a, 11b, 11c, 11d is also theoretically possible. Omnidirectional wheels are only required if the sphere 4 is driven above or below the equator 4c. Otherwise, wheels or rollers can be used as drive wheels in place of the omnidirectional wheels 11a, 11b, 11c, 11d.

[0059] It is self-evident that a circumferential gap remains between the surface 4b of the sphere 4 and the inner surface of the front hemisphere 5ab, allowing free rotation of the sphere 4 relative to the front hemisphere 5ab. Suspension of the vehicle 1 can also be provided in the area of ​​the pivot point of the omnidirectional wheels 9a, 9b, 11a, 11b, 11c, 11d, or via an elastic ball. The sphere 4 is preferably made of hard plastic. Bowling balls, for example, are suitable. Typically, the sphere 4 is encased in rubber or polyurethane. It is also evident that the omnidirectional wheels 11a, 11b, 11c, 11d engage in the area of ​​the equator 4c.

[0060] The omnidirectional wheels 9a, 9b, 11a, 11b, 11c, 11d used are generally known and are also referred to as omnidirectional wheels. In the omnidirectional wheels 9a, 9b, 11a, 11b, 11c, 11d, the running surface consists of a plurality of rollers arranged along the circumference, the axes of rotation of which are essentially orthogonal to the axis of rotation of the respective omnidirectional wheel 9a, 9b, 11a, 11b, 11c, 11d and tangential to a circumference or running surface of the omnidirectional wheel 9a, 9b, 11a, 11b, 11c, 11d. The use of omnidirectional gears 9a, 9b, 11a, 11b, 11c, 11d allows the ball 4 to rotate with low friction in all directions relative to the respective omnidirectional gear 9a, 9b, 11a, 11b, 11c, 11d in all directions other than the drive direction of the respective omnidirectional gear 9a, 9b, 11a, 11b, 11c, 11d.

[0061] The front part 5a, in its additional function as a housing, protects the drive assembly 6 from dirt and the driver's feet 2a, 2b from possible contact with the rotating omnidirectional wheels 9a, 9b, 11a, 11b, 11c, 11d and the motors 12a, 12b.

[0062] Figure 3 also shows that the contours of the first and second motors 12a and 12b are recognizable despite the covering front hemisphere part 5ab.

[0063] In summary, regarding vehicle 1, as with a front-wheel-drive vehicle, the ball 4 at the front is driven, while the two rear wheels 7a and 7b are undriven. During operation of vehicle 1, the wheels 7a and 7b are thus dragged by the ball 4. Overall, vehicle 1 is comparable to a seatless and handlebarless three-wheeled skateboard. During normal operation of vehicle 1 in its operating position, the ball 4 and the two wheels 7a and 7b are all in contact with the ground 3.

[0064] Figure 8 does not show the locking part 5cl, but it is present. Figure 9 shows a perspective view of the vehicle according to Figure 8 from a different angle: In this view, the third omnidirectional wheel 11c can be seen. Figure 9 does not show the locking part 5cl, but it is present.

[0065] Figure 10 shows a schematic circuit diagram of the control unit 20 of the vehicle 1. The control unit 20 is located within the front section 5a. The control unit 20 incorporates a multitude of components to detect, starting from a balanced position of the front section 5a, weight shifts by the driver 2 and thus lateral roll of the front section 5a for steering, and forward or backward tilting for acceleration or braking, as well as any combination thereof. The degree of roll along the transverse axis y and the degree of tilting along the longitudinal axis x are detected in parallel by a first front gyroscope 16a and a second rear gyroscope 16b.

[0066] The front gyroscope 16a is arranged on the front section 5a, which can be tilted forwards and backwards about the axis of rotation d relative to the rest of the vehicle 1, in particular to the bracket 13, the coupling part 5c, and the rear section 5b. Preferably, the front gyroscope 16a is arranged below the front cover section 5aa and in front of the first omnidirectional wheel 9a of the support assembly 9. This placement, far from the axis of rotation d, allows for good determination of the tilt angle and the inclination angle of the front section 5a. The rear gyroscope 16b is arranged on the rest of the vehicle 1 outside the front section 5a, in particular relative to the bracket 13, the coupling part 5c, and the rear section 5b. Preferably, the rear gyroscope 16b is arranged in the central section 5ce of the coupling section 5c and there on the central rod 5cg of the coupling section 5c. The central rod 5cg of the coupling section 5c is fixed like the rear section 5b and not torsionally movable as previously described.

[0067] The gyroscopes 16a and 16b each provide acceleration and angular data and detect the tilting movements about the longitudinal axis x and the pitching movements about the transverse axis y. The gyroscopes 16a and 16b are aligned with the longitudinal axis x and the transverse axis y to determine the pitching and tilting angles. The lateral tilting angle is in the range of up to + / - 10 degrees, or preferably + / - 5 degrees. The forward and backward tilting angles are in the range of + / - 10 degrees, or alternatively + / - 20 degrees.

[0068] Vehicle 1 is driven by two motors 12a and 12b, each controlled by a dedicated first controller 19a and second controller 19b. The first and second controllers 19a and 19b receive their control signals from a mixer 18. The mixer 18 ensures that the sphere 4 is driven in two directions (longitudinal axis x and transverse axis y): the transverse axis y controls right / left steering, and the longitudinal axis x controls forward / backward movement, with backward movement in this case being understood as braking. As previously described, vehicle 1 is equipped with two gyroscopes 16a and 16b, each of which specifies a tilt angle X1 and X2 and a pitch angle Y1 and Y2, by which its plane is tilted relative to a horizontal plane. It should be noted that the rear gyroscope 16b, by virtue of its fixed position and preferably in the center of the vehicle 1, determines the orientation of the ground 3 on which the vehicle rests.The floor 3 can be rising and / or falling in the direction of the longitudinal axis x and / or the transverse axis y, and any combination thereof. In contrast, the front gyroscope 16a determines the position of the front section 5a relative to the horizontal plane. This position includes both the orientation of the floor 3 and the tilting and pitching of the front section 5a relative to the rest of the vehicle 1. To obtain only the tilting and pitching angles of the front section 5a, the angles X1 and Y1, as well as X2 and Y2, determined by the two gyroscopes 16a and 16b are subtracted from each other, resulting in the X-angle being the difference between X2 and X1, and the Y-angle being the difference between Y2 and Y1. The mixer 18 then calculates the control signals for the motors 12a and 12b based on these two differences.Using this two-stage switching logic with the two gyroscopes 16a, 16b, it is possible to drive uphill and downhill as well as on lateral slopes or lateral inclines and any combination thereof, and at the same time to detect the movements of the driver 2 for accelerating, braking and steering.

[0069] The mixer 18 can also include a balance control module that assists the driver 2 in restoring the lateral balance of the front section 5a of the support element 5, which is preferably horizontally oriented, by appropriately controlling the motors 12a, 12b, or in reversing the tilting movement. The balance control modules and the mixer 18 are designed as programmable microcomputers. It can be provided that the driving movement previously initiated by the driver 2 via the first weight shift is maintained as long as the driver 2 maintains the tilt of the support element 5 and is canceled when the driver 2 shifts their weight in the opposite direction. The aforementioned front and rear gyroscopes 16a, 16b are understood to be any type of measuring device with which the angular positions and directions in space and with respect to a horizontal plane can be determined.Typically, these are electronic circuits that operate with piezoelectric sensors. In the previously described embodiments, the first and second omnidirectional wheels 9a, 9b of the support arrangement 9 and the first to fourth omnidirectional wheels 11a, 11b, 11c, 11d for driving and guiding the ball 4 have been described. These omnidirectional wheels 9a, 9b, 11a, 11b, 11c, 11d are characterized by high stability. Within the scope of the invention, it is entirely possible to replace the first and second omnidirectional wheels 9a, 9b of the support arrangement 9 with balls mounted in Teflon, and the first to fourth omnidirectional wheels 11a, 11b, 11c, 11d with normal rollers, which, however, must then engage at the equator 4c of the ball 4.

[0070] Reference symbol list

[0071] 1 vehicle

[0072] 2 drivers

[0073] 2a front foot

[0074] 2b rear foot

[0075] 2c Hand

[0076] 3 floors

[0077] 4 balls

[0078] 4a upper part

[0079] 4b Surface

[0080] 4c Equator

[0081] 5 Supporting element

[0082] 5a Front part

[0083] 5aa front cover part

[0084] 5ab front hemisphere

[0085] 5ac front support structure

[0086] 5ad opening

[0087] 5ae first bulge

[0088] 5af second bulge

[0089] 5b Rear

[0090] 5ba rear cover part

[0091] 5bb rear hemisphere

[0092] 5bc rear support structure

[0093] 5c Coupling part

[0094] 5ca first joint

[0095] 5cb second joint

[0096] 5cc front connector

[0097] 5cd rear connection part

[0098] 5ce middle section

[0099] 5cf medium wave

[0100] 5cg center bar

[0101] 5ch first center gear

[0102] 5ci second center gear

[0103] 5cj front gear 5ck rear gear

[0104] 5cl bar portion

[0105] 5cm first joint axis

[0106] 5cn second joint axis

[0107] 6 Drive arrangement

[0108] 7a first role

[0109] 7b second role

[0110] 8a front installation space

[0111] 8b rear installation space

[0112] 9 Support arrangement

[0113] 9a first rotating omnidirectional wheel

[0114] 9b second rotating omnidirectional wheel

[0115] 10a front contact surface

[0116] 10b rear contact surface

[0117] 11a first omnidirectional wheel

[0118] 11b second omnidirectional wheel

[0119] 11c third all-rounder

[0120] 11d fourth omnidirectional wheel

[0121] 12a first engine

[0122] 12b second engine

[0123] 13 hangers

[0124] 13a Leg part

[0125] 13b Bridge section

[0126] 14 handle

[0127] 16a anterior gyroscope

[0128] 16b posterior gyroscope

[0129] 17a Differential module

[0130] 17b Differential module

[0131] 18 mixers

[0132] 19a first regulator

[0133] 19b second controller

[0134] 20 Control

[0135] 21a right pivot bearing

[0136] 21b left pivot bearing

[0137] L Left-hand drive R Right-hand drive

[0138] V Forward direction

[0139] X, X1, X2 tilt angle

[0140] Y, Y1, Y2 Tilt angle d Axis of rotation x Longitudinal axis y Transverse axis

Claims

Patent claims 1. Vehicle (1) for the propulsion of a driver (2) with a ball (4) rolling on a floor (3) and at least one roller (7a, 7b) rolling on the floor (3), with a support element (5) supported on the ball (4) and on the at least one roller (7a, 7b), on which the driver (2) stands when the vehicle (1) is in operation, with a drive arrangement (6) supported on the support element (5) which drives the ball (4), characterized in that the vehicle (1) consists of a front part (5a) with the ball (4) and a rear part (5b) with the at least one roller (7a, 7b) and the front part (5a) and the rear part (5b) are arranged one behind the other in an operating position viewed in a forward direction (V) of the vehicle (1) and the vehicle (1) can be folded from the operating position into a carrying position in which the front part (5a) and the rear part (5b) lie next to each other.

2. Vehicle (1) according to claim 1 , characterized in that the vehicle (1) consists of the front part (5a), a coupling part (5c) and the rear part (5b), viewed in a forward direction (V) of the vehicle (1) the front part (5a), the coupling part (5c) and the rear part (5b) are arranged one behind the other and the coupling part (5c) connects the front part (5a) and the rear part (5b) together.

3. Vehicle (1) according to claim 2, characterized in that the coupling part (5c) has at least one first joint (5ca) for the folding movement.

4. Vehicle (1) according to claim 3, characterized in that the coupling part (5c) has a first joint (5ca) and a second joint (5cb) spaced apart from it in the forward direction (V).

5. Vehicle (1) according to claim 3 or 4, characterized in that the at least one joint (5ca, 5cb) is locked in the operating position and, if required, additionally in the carrying position and is unlocked for the folding movement.

6. Vehicle (1) according to one of claims 1 to 5, characterized in that the vehicle (1) is steerable via the driven ball (4) and the at least one roller (7a, 7b) is dragged by the driven ball (4).

7. Vehicle (1) according to one of claims 2 to 6, characterized in that the front part (5a) has a front contact surface (10a) for a front foot (2a) of the driver (2) and the rear part (5b) has a rear contact surface (10b) for the rear foot (2b) of the driver (2).

8. Vehicle (1) according to claim 7, characterized in that the front contact surface (10a) is arranged above the ball (4) and the rear contact surface (10b) is arranged above the at least one roller (7a, 7b).

9. Vehicle (1) according to one of claims 2 to 8, characterized in that the coupling part (5c) is designed such that, viewed in the forward direction (V), the front part (5a) of the vehicle (1) can be tilted to the right and left.

10. Vehicle (1) according to one of claims 1 to 9, characterized in that the vehicle (1) can be steered via a lateral tilt of the vehicle (1) caused by the driver (2), in that a control unit (20) evaluates the tilt and the drive arrangement (6) drives the ball (4) in a desired direction of travel.

11. Vehicle (1) according to one of claims 2 to 10, characterized in that the vehicle (1) can be accelerated and braked by means of a tilting of the front part (5a) forwards and backwards caused by the driver (2), in that a control unit (20) evaluates the tilting and the drive arrangement (6) drives or brakes the ball (4) in the forward direction (V).

12. Vehicle (1) according to one of claims 1 to 11, characterized in that the vehicle (1) has exactly one single sphere (4).

13. Vehicle (1) according to one of claims 1 to 12, characterized in that the vehicle (1) has only exactly one pair of a first and second roller (7a, 7b).

14. Vehicle (1) according to one of claims 1 to 13, characterized in that the sphere (4) is driven directly via two omnidirectional wheels (11a, 11b) and without an intermediate transmission via each electric motor (12a, 12b) is driven and each electric motor (12a, 12b) is attached to the support element (5).

15. Vehicle (1) according to claim 14, characterized in that the electric motors (12a, 12b) are supplied with energy via at least one rechargeable battery.

16. Vehicle (1) according to one of claims 1 to 15, characterized in that the vehicle (1) is without grab handles.

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