Balance support system for saddle-type motor vehicles

Abstract

The subject matter of the present application relates to a saddle-type motor vehicle with a balancing support system. The motor vehicle (100) includes an actuator unit (205) fixed to a first portion (270) of a frame assembly (105). A torque intensifier unit (210) is configured to provide a driving force from the actuator unit (205) to a steering shaft (213). The torque intensifier unit (210) is compactly arranged above the head tube (106). A balancing support control unit (235) is configured to estimate an estimated steering angle (A) based on inputs received from the plurality of sensors (230, 240, 250, 251). s ), and compared with the actual steering angle (A s ') and triggers the actuator unit (205). The present application can balance the motor vehicle by effectively providing a balancing steering angle to the actuator unit (205).

Description

Technical Field

[0001] The present subject matter relates to saddle-type vehicles and, more particularly, to a balance support system and method for a saddle-type motor vehicle. Background Art

[0002] Currently, four-wheeled vehicles have generally achieved level 1 autonomy, in which the vehicle can perform one autonomous task at a time. These four-wheeled vehicles, such as cars, mostly include autonomous safety-oriented features such as automatic lane keeping or adaptive cruise control. In some other advanced four-wheeled vehicles with level 2 autonomy, the vehicle can perform two autonomous tasks at once. For example, the car can steer and perform lane keeping, or automatically brake and operate adaptive cruise control. Therefore, four-wheeled vehicles are implementing these electric power assistance systems (EPAS) and electronic stability programs (ESP).

[0003] However, when considering two- or three-wheeled motor vehicles (typically saddle-type vehicles), there is still a large gap in these areas. In terms of providing a certain degree of assistance to the rider, a key focus area is to provide stability when riding at low speeds. Unlike four-wheeled vehicles or vehicles with more than four wheels, saddle-type vehicles are unstable and have a tendency to roll over or overturn to one side. Saddle-type vehicles, including two- and three-wheeled vehicles, steer by operating the handlebars to operate the front wheel. The rider must apply high steering force to steer the motor vehicle. For example, in slow-moving traffic conditions, the rider is often forced to ride at a very slow speed. Under such conditions, it is extremely difficult for the rider to balance the vehicle because the vehicle has inherently poor stability at very low speeds. Summary of the Invention

[0004] Traditional two-wheeled and some three-wheeled vehicles require riders to continuously and deliberately maneuver to maintain stability and avoid falling. Avoiding a tipping over is even more challenging for novice riders. Unless they are experienced, novice riders often struggle to determine the appropriate steering torque and steering angle. Even for experienced riders, this constant and deliberate maneuvering can be tiring, especially in traffic. Consequently, riders of saddle-type vehicles often find it difficult to balance their vehicle at low speeds.

[0005] To address the issues associated with assisting riders of saddle-type motor vehicles, known technologies have been used to provide some motor vehicles with simple assistance features with complex components. For example, multiple linkages are provided for the force transmission system, which takes up a large amount of space near the compact handlebar assembly. Furthermore, the main components of the force transmission system are positioned at a large offset from the lateral center of the motor vehicle, which can cause imbalance. Furthermore, offset systems use connecting rods or rods to connect to the steering system for assistance. Such systems have a large number of parts and joints. As the number of joints increases, manufacturing, assembly, and maintenance become more complex. Furthermore, in these systems, an electric motor assists the rider in steering in the direction they are attempting to turn, depending on the direction of rotation of the steering system (e.g., the handlebars) to reduce the applied force. However, these systems do not provide stability or prevent the motor vehicle from falling, as the systems operate based on user input and assist steering in the same direction. Therefore, even when the rider tends to steer in an undesirable direction (in terms of stability), the system can provide assistance. This can reduce fatigue experienced by the rider, but it does not provide stability for the motor vehicle, and as a result, the motor vehicle is still susceptible to falling due to instability.

[0006] Several attempts have been made in the field to address these stability deficiencies. However, these solutions are conceptual in nature and tend to modify the existing configuration of motor vehicles. Such systems are difficult to adapt to mass-produced saddle-type vehicles. The fundamental design language of saddle-type vehicles themselves deviates from the aforementioned solutions. For example, to provide steering assistance, some proposals have proposed eliminating the traditional head tube and replacing it with a steering system equipped with two electric motors. This solution is typically implemented in large touring vehicles, which have a larger front volume and layout space. The challenge of implementing this design in conventional and compact vehicle systems is that the traditional frame structure needs to be modified and a larger space must be created near the steering system, which deviates from the standard saddle-type vehicle design. Furthermore, the redesign of various systems in the motor vehicle is time-consuming and involves significant design costs. Furthermore, the use of two electric motors significantly increases the system's weight and cost. Furthermore, supporting this large steering system at the front of the vehicle requires significant reinforcement at the front. This weight-increasing design is undesirable given the general trend towards weight reduction and efficiency improvements in the automotive industry.

[0007] Furthermore, some proposals suggest modifying the steering ratio between the input shaft and the steering shaft, which can create confusion in the rider's mind because the motor vehicle reacts differently under different conditions (steering ratio), making driving unpredictable. In such systems, susceptibility during driving is a major challenge.

[0008] Some other solutions in the art suggest disconnecting the handlebars during steering assistance. This requires special training for the rider to adapt to this unconventional approach. In addition, some motor vehicles tend to switch between a forward trajectory and a rearward trajectory during steering assistance to provide balance. For each trajectory of the steering system, the user experiences a different driving posture because the handlebar position, effective seat height, wheelbase, etc. may change. This causes great discomfort to the rider and is actually not desirable. In some other solutions, an additional degree of rotation is created for the power unit (when compared to a traditional saddle-type motor vehicle) to allow the power unit to rotate relative to the head tube. This requires a change in the entire motor vehicle layout and requires a significantly strengthened front structure that supports the front wheel and simultaneously rotatably supports the power unit and the rear wheel.

[0009] Therefore, there is a need to provide a compact and simple steering assist system that provides balance and stability.The steering assist system should be able to be incorporated into the existing configuration of a saddle-type motor vehicle without requiring major modifications.

[0010] The subject matter of the present application therefore provides a compact balancing support system for a saddle-type motor vehicle.The balancing support system for a saddle-type motor vehicle is configured to assist the rider, in particular for balancing the motor vehicle even at low speeds, thereby providing a degree of autonomy.

[0011] A motor vehicle includes a frame assembly. The frame assembly includes a head pipe disposed at the front and a main pipe extending rearward. The present invention can utilize a conventional frame assembly with minimal or no modification, thereby preserving the conventional design language of the motor vehicle.

[0012] The steering shaft is rotatably journaled around the head tube. The steering shaft is connected to the front wheels via a standard front suspension system. No additional suspension system is required at the front of the motor vehicle for a balancing support system.

[0013] A motor vehicle is provided with a plurality of sensors for sensing various dynamic parameters of the motor vehicle. The plurality of sensors includes a steering angle sensor, which is crucial for understanding the handling state of the motor vehicle.

[0014] In one embodiment, one or more of the plurality of sensors are positioned in the rear region of the motor vehicle. In one embodiment, one or more of the sensors are supported by one or more rear tube members of the motor vehicle. This enables the sensors to accurately provide roll, yaw, and other information with minimal interference.

[0015] The actuator unit is secured to the first portion of the vehicle frame assembly. The present invention requires a small-capacity actuator unit, such as a small-capacity electric motor, that can be compactly accommodated within a motor vehicle. According to one embodiment, the actuator is positioned at the front of the motor vehicle, centralizing mass and further enhancing vehicle stability.

[0016] A torque intensifier unit is provided to drive the steering shaft to provide the rider with a balanced steering angle and corresponding torque. The torque intensifier unit is compactly positioned above the head tube without interfering with the actuator. A steering angle sensor can work in conjunction with the torque intensifier unit to identify the steering angle. This eliminates the need to place the steering angle sensor in direct contact with the steering shaft or handlebar assembly, which can compromise structural integrity and installation requirements in a compact layout. The steering system, including the steering shaft, is a critical structure that receives loads, supports the front wheel, and enables steering, so any modification to its design could result in an undesirable trade-off in the system's structural strength. The torque intensifier unit and actuator unit are independently serviceable.

[0017] A balance support control unit of the balance support system is provided for estimating an estimated steering angle based on inputs received from a plurality of sensors. The balance support control unit compares the estimated steering angle with an actual steering angle and then determines a balanced steering angle provided to the steering shaft via an actuator unit. The balance support control unit actuates or triggers the actuator unit using input corresponding to the balanced steering angle.

[0018] In one embodiment, the torque intensifier unit is positioned above the head tube. The torque intensifier unit is positioned so that, when viewed along the steering axis, it at least partially overlaps the head tube, with the head tube being positioned at the transverse center of the motor vehicle. The torque intensifier unit positioned above the head tube can be enclosed by a panel assembly (e.g., a front cover and leg covers) to protect the torque intensifier unit there. Furthermore, the torque intensifier unit, overlapping the head tube (when viewed from above), occupies minimal space around the head tube, thereby avoiding any changes to the front structure of the motor vehicle and enabling a compact vehicle design.

[0019] In one embodiment, the torque intensifier unit is configured to intensify an input from the actuator unit.In one embodiment, the torque intensifier unit comprises a drive gear and a driven gear securely supported in a housing thereof.

[0020] The drive gear is functionally coupled to the actuator unit to receive a drive input, and the driven gear is functionally coupled to the steering shaft to drive the steering shaft. The drive gear and the driven gear are configured to have a gear ratio that provides torque amplification for driving the steering shaft even with a small-capacity actuator. In one embodiment, the handlebar assembly is also coupled to the steering shaft via the torque intensifier unit. The handlebar assembly and the actuator unit can provide input to the steering shaft in parallel.

[0021] In one embodiment, the torque intensifier unit includes a duplex gear functionally coupled to the drive gear for rotation therewith. In one embodiment, the duplex gear and the driven gear are integrally formed, resulting in a compact assembly. A steering angle sensor is functionally coupled to the duplex gear and configured to provide steering angle information.

[0022] In one embodiment, the duplex gear is coupled to a sensor gear rotatably supported in the torque intensifier unit.The sensor gear may be connected to a steering angle sensor to provide information related to steering conditions.

[0023] In one embodiment, the steering angle sensor is arranged substantially between a first plane passing along the upper surface of the torque intensifier unit and a second plane passing along the upper surface of the actuator unit. Thus, the critical steering angle sensor is securely accommodated between the torque converter unit and the actuator unit.

[0024] In one embodiment, the torque intensifier unit is arranged substantially in a transversely central region of the motor vehicle. Thus, the torque intensifier unit and the actuator unit, even though they add weight to the motor vehicle, are arranged in a balanced and compact manner in the central region, thereby eliminating any shift of the center of gravity to one side, which is crucial for the balance and stability of the vehicle.

[0025] In one embodiment, the first portion of the frame assembly is formed by the front portion of the head pipe and the main pipe. The actuator unit according to the present application can be compactly accommodated on the frame assembly regardless of the configuration of the motor vehicle, i.e., a scooter-type vehicle with a step-through space and a swing-type power unit, or a motorcycle-type vehicle or a three-wheeled vehicle with a fuel tank arranged behind the head pipe.

[0026] In one embodiment, the actuator unit is coupled to a rearward-facing portion of the head tube, with the main tube extending rearward and downward. With this configuration, common spaces, such as the step-through space, are not affected. This is because the actuator unit is configured to extend beyond the head tube, away from the step-through space, and is coupled to a torque converter unit positioned above the head tube. The torque converter is securely housed between the handlebar assembly and the head tube.

[0027] In one embodiment, the plurality of sensors includes a rate sensor, a global positioning unit, a steering torque sensor, and an inertial measurement unit for providing information related to various dynamic parameters of the vehicle, such as speed / velocity, yaw, roll, pitch angle, etc. The plurality of sensors are supported by a frame assembly of the motor vehicle. The plurality of sensors are communicatively coupled to a balance support control unit via any known means, including wired or wireless connections.

[0028] The balancing support system according to the present application is configured to assist a rider in balancing a saddle-type vehicle by operating through an operating method. The method includes the following steps, but is not limited to the order discussed. Receive information from a plurality of sensor support control units. Based on the information from the plurality of sensors received by the balancing support control unit, continuously calculate an estimated steering angle. Accordingly, estimate a corresponding estimated steering torque. Compare the calculated estimated steering angle with the actual steering angle applied by the rider. Estimate an average value of the actual steering angle within a predetermined time and compare it with a first predetermined value, in order to determine the vehicle operating condition and the rider's intention. In addition, identify the vehicle operating condition based on at least one of the estimated average (mean value) of the actual steering angle and the instantaneous difference between the actual steering angle and the estimated steering angle. Calculate a balancing actuator angle and a balancing support torque, and trigger an actuator unit connected to a torque intensifier unit to drive the steering shaft of the motor vehicle to create balance.

[0029] In one embodiment, an actuator unit coupled to a torque intensifier unit is activated in order to deliver a balancing support torque to drive a steering shaft of a motor vehicle.

[0030] In one embodiment, calculating the balancing actuator angle includes calculating an average of the differences between the actual steering angle (over a predetermined time) and the estimated steering angle, and adding the average to the estimated steering angle.

[0031] In one embodiment, the average of the differences between the actual steering angles within the predetermined time is multiplied by a steering adjustment parameter before being added to the estimated steering angle.

[0032] In one embodiment, identifying the vehicle operating condition comprises determining the vehicle operating condition by comparing an average of the actual steering angles with a first predetermined value and comparing a difference between the actual steering angles and the estimated steering torque with zero. The first predetermined value is preferably zero.

[0033] The method primarily considers the estimated steering angle and selectively uses the estimated steering torque and the actual steering torque to determine the riding state of the vehicle, thereby determining the angle and torque applied by the actuator unit.

[0034] The present application solves the problem of low stability by using a compact system that can be implemented even in conventional vehicle designs.

[0035] The present application preserves the trajectory of the motor vehicle. The present application is able to achieve balance even with a forward trajectory, which is desirable for stability and maneuverability at higher speeds.

[0036] A motor vehicle may experience a degree of variability due to subtle changes or variations in the angular position of the steering system, even in straight-line riding conditions corresponding to zero torque demand from the rider. Similarly, the angular position of the steering system may vary over time for the operator. Therefore, a steering angle sensor is capable of sensing these changes and providing precise data to the control system for accurate control of the actuator unit. According to one aspect of the present application, this is achieved by understanding or calibrating the angular position of the actuator unit / steering system relative to various dynamic parameters of the motor vehicle.

[0037] In one embodiment, a torque sensor is provided on the steering shaft and is used to measure the torque applied to the steering system by the actuator motor and estimate the torque applied to the steering system by the rider.

[0038] The present application provides an improved riding experience for both experienced and novice riders because the critical balance function is taken care of by the balance support system. Riders can ride comfortably in slow-moving conditions such as heavy traffic. The subject matter of the present application is further described with reference to the accompanying drawings. It should be noted that the specification and drawings merely illustrate the principles of the subject matter of the present application. Various arrangements can be designed that, although not explicitly described or illustrated herein, incorporate the principles of the subject matter of the present application. In addition, all statements of the principles, aspects, and examples of the subject matter of the present application listed herein, as well as specific examples thereof, are intended to encompass their equivalents. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] The detailed description is made with reference to the accompanying drawings, which relate to a two-wheeled motor vehicle, which is an embodiment of the present invention. However, the application is not limited to the embodiments depicted. In the drawings, the same or similar reference numerals are used throughout to refer to features and components.

[0040] Figure 1 A left side view of an exemplary motor vehicle is shown in accordance with an embodiment of the presently applied subject matter.

[0041] FIG. 2( a ) depicts a steering support system supported by a frame assembly of a motor vehicle, according to an embodiment of the presently claimed subject matter.

[0042] FIG. 2( b ) shows a schematic top view of a torque intensifier unit according to the subject matter of the present application.

[0043] FIG. 2( c ) shows a schematic perspective view of a torque intensifier unit according to an embodiment of the presently applied subject matter.

[0044] Figure 3 A flow chart depicts a method of operating a counterbalancing support system according to an embodiment of the presently disclosed subject matter. DETAILED DESCRIPTION

[0045] The balancing support system can be implemented in any two-wheeled or three-wheeled motor vehicle. However, for purposes of illustration and not limitation, the balancing support system and corresponding additional advantages and features are described using the following examples. The arrows in the upper right corner of the figure represent directions relative to the motor vehicle. Arrow F represents the forward direction, arrow R represents the reverse direction, arrow UW represents the ascending direction, and arrow DW represents the descending direction.

[0046] Figure 1 A left side view of an exemplary motor vehicle 100 according to an embodiment of the subject matter of the present application is depicted. The motor vehicle 100 includes a frame assembly 105 (shown schematically) including a head tube 106, a main tube 107 extending rearwardly and downwardly from the head tube 106, and one or more rear tubes 110 extending obliquely rearwardly from a rear portion of the main tube 107. In the depicted embodiment, the frame member 105 defines a step-over portion 151. In one embodiment, the main tube may be adapted to extend rearwardly from the head tube 106 and then downwardly define a space below the main tube that supports a power unit. Front wheels 130 and rear wheels 133 are rotatably supported by a front suspension system 131 and a rear suspension system 134, respectively. In one embodiment, the rear wheel 133 may be additionally supported by a swing arm.

[0047] In this embodiment, the power unit 135 is pivotally connected to the frame member 105 and is positioned substantially below the seat assembly 155 and rearward of the step-over portion 151. The power unit 135 includes a drivetrain (not shown) for transmitting power to the rear wheels 133. The drivetrain may include a continuously variable transmission, an automated manual transmission, or a belt / chain drive. In one embodiment, the power unit 135 is an internal combustion engine. In another embodiment, the power unit 135 is an electric prime mover. In another embodiment, the power unit is fixedly mounted to the frame assembly 105 of the motor vehicle 100.

[0048] Furthermore, a front wheel 130 is pivotally supported by the frame assembly 105, and a handlebar assembly 150 is functionally connected to the front wheel 130 for maneuvering and steering the vehicle 100. The handlebar assembly 150 may support an instrument panel, vehicle controls including a throttle, clutch, or electrical switches. Furthermore, a seat assembly 155 is supported by the frame assembly 105, and a rider may operate the vehicle 100 from a seated position on the seat assembly 155. Furthermore, in the depicted embodiment, the vehicle 100 includes a step-over portion 151 formed between the handlebar assembly 150 and the seat assembly 155.

[0049] The vehicle 100 is provided with a plurality of panels 170A, 170B, and 170C that are mounted to the frame assembly 105 and cover a portion of the frame assembly 105 and / or the vehicle 100. The plurality of panels include a front panel 170A and a leg shield 170B that cover the head tube 106 of the frame assembly 105 in the forward and rearward directions, respectively. In addition, a rear panel assembly 170C is provided substantially below the seat assembly 155. The rear panel assembly 170C substantially covers a utility box (not shown) provided below the seat assembly 155 and also covers at least a portion of the power unit 135. The motor vehicle 100 is provided with a balance support system 200 (as shown in FIG. 2( a) ), which will be discussed in the following description.

[0050] 2 shows a schematic side view of a balancing support system 200 supported on a frame assembly 105 of a motor vehicle according to an embodiment of the subject matter of the present application. A steering shaft 213 is rotatably journaled about the head tube 106. The steering shaft 213 includes a lower end. A lower bridge 215 is connected to the lower end of the steering shaft 213. The lower bridge 215 is configured to support the front suspension system 131. The front suspension system 131 rotatably supports the front wheels 131. The steering shaft 213 is rotatable about a steering axis SS'. In the depicted embodiment, the motor vehicle 100 includes a positive trail because the steering axis SS' extends to the road surface ahead of the contact point 190 of the front wheels 130. In addition, the present application enables the retention of a trail, i.e., a forward trail, and does not require any change in the trail during operation of the motor vehicle.

[0051] The balancing support system 200 of the motor vehicle 100 includes an actuator unit 205 and a torque intensifier unit 210 functionally connected to the actuator unit 205. The actuator unit 205 is fixedly mounted to the frame assembly 105. In one embodiment, an extension member (not shown) is fixed to the frame assembly 105, and the actuator unit 205 is supported on the extension member. In another embodiment, the actuator unit 205 is fixedly mounted to the first portion 270 of the frame assembly 105. The first portion 270 is the portion that includes the head tube 106 and the front portion 108 of the main tube. In the depicted embodiment, the actuator unit 205 is fixed to the rear-facing side of the head tube 106. According to one embodiment, the steering axis SS' is parallel to the actuator axis AA'. Furthermore, in the depicted illustration, the actuator unit 205 is arranged to extend beyond the head tube 106 in the upward (UW)-downward (DW) direction, and the torque intensifier unit 210 is arranged above the actuator unit 205 and above the head tube 106. The torque intensifier unit 210 is configured to provide driving force from the actuator unit to the steering shaft 213. Therefore, according to the present application, the existing configuration of the head tube 106 is retained in the motor vehicle without requiring changes to the front portion (e.g., the head tube portion) of the frame assembly 105. The torque intensifier unit 210 and the actuator unit 205 are arranged substantially in the transverse center region of the motor vehicle 100. Therefore, the torque intensifier unit 210 and the actuator unit 205, arranged in the transverse center region, are mounted on the motor vehicle 100 in a balanced manner without shifting the center of gravity of the motor vehicle 100 to either side. Furthermore, the forward positioning of the torque intensifier unit and the actuator unit concentrates mass near the steering axis, thereby minimizing changes in steering inertia and improving the vehicle's handling stability.

[0052] In one embodiment, a plurality of sensors and a balance support control unit 235 are secured to the vehicle frame assembly 105 along with the actuator unit 205. In one embodiment, a steering angle sensor 250, forming part of the plurality of sensors, is mounted between an actuator unit shaft (not shown) of the actuator unit 205 and the torque intensifier unit 210. In one embodiment, the steering angle sensor 250 is substantially disposed between a first plane P1 and a second plane P2. The first plane P1 passes along the upper surface of the torque intensifier unit 210, and the second plane P2 passes along the upper surface of the actuator unit 205. Thus, the steering angle sensor 250, a critical sensor, is securely positioned between the two planes P1 and P2 and close to the torque intensifier unit 210, achieving a compact and stable layout. In one embodiment, the steering angle sensor 250 is functionally coupled to the torque intensifier unit 210. The steering angle sensor 250 is compactly accommodated in the motor vehicle without interfering with the functionality of the steering shaft 213, the actuator unit 205, and the handlebar assembly 150. The steering angle sensor 250 is configured to provide data / information related to the steering angle of the steering shaft 213. A torque sensor 251 of a plurality of sensors is mounted in the steering shaft 213 to measure the torque applied to the steering system by the rider. The top of the steering shaft 213 is functionally connected to the handlebar assembly 150 via a connection device 216. In the depicted embodiment, a balance support control unit 235 is supported by the rear tube 110. The balance support control unit 235 is communicatively coupled to the actuator unit 205 to activate / deactivate or control the operation of the actuator unit 205. The balance support control unit 235 estimates an estimated steering torque T based on input received from the plurality of sensors. The balance support torque T is then determined. B , and used to balance the support torque T B The plurality of sensors 230, 240 are arranged in the rear region of the vehicle and substantially adjacent to the balance support control unit 235 to achieve a compact and safe layout of the vehicle. The plurality of sensors are communicatively coupled to the balance support control unit 235 to provide various dynamic operating conditions of the motor vehicle 100. The handlebar assembly 150 and the actuator unit 205 are capable of providing input parallel to the steering axis 213 to steer the motor vehicle 100.

[0053] The balance support system 200 is activated under predetermined conditions of the motor vehicle 100. For example, when the rider is operating the motor vehicle 100 at a low speed (e.g., under 5 kilometers per hour, according to one embodiment), the balance support system 200 is activated. To balance the motor vehicle 100 at such low speeds, the rider typically provides balance input to the motor vehicle 100 by manipulating the handlebar assembly 150 of the steering system. However, the input provided by the rider may not be sufficient, or may not be in the correct direction or at the required rate. The balance support system 200 is driven and applies some or all of the balance torque to the steering shaft 213. The steering shaft 213 receives input from the handlebar assembly 150 and the actuator unit 205. In addition to balance assistance, the actuator unit 205 also provides steering / torque assistance. The balance support control unit 235 is configured to estimate the torque to be applied using data from one or more of a plurality of sensors, including an inertial measurement unit 240, a speed sensor (not shown), and a global positioning sensor unit 230. The balancing support system 200 primarily uses data from the steering angle sensor 250 , and according to another embodiment, data from the torque sensor 251 may be considered.

[0054] Because the rider must actively control steering input to balance the motor vehicle 100 at slow speeds, the balancing torque from the actuator unit 205 enhances stability and improves the riding experience. A small electric motor can be configured to serve as the actuator unit 205. The torque output from the actuator unit 205 is amplified by the desired gear ratio of the torque intensifier unit to provide the additional torque required to balance the motor vehicle 100. This eliminates the need for a larger actuator unit with higher torque. Furthermore, a small capacity is sufficient to operate the actuator unit 205, eliminating the need for a large battery. A small battery can be compactly accommodated in the motor vehicle without requiring layout changes. This application offers additional weight advantages due to its compact configuration, as well as cost advantages due to its retention of the traditional motor vehicle design language and the use of a single, small electric motor. Furthermore, in one embodiment, the balancing support system 200 (the component located near the head tube 106) is substantially enclosed by the front cover 170A and leg covers 170B.

[0055] FIG2( b ) illustrates a top view of a torque intensifier unit 210 according to an embodiment of the presently disclosed subject matter. FIG2( c ) illustrates a torque intensifier unit 210 according to the embodiment of the presently disclosed subject matter illustrated in FIG2( b ). The torque intensifier unit 210 includes a housing formed by a first housing 211 and a second housing 212 . The first housing 211 and the second housing 212 enclose a plurality of gears. A drive gear 255 is supported on a rotatably supported drive shaft 245 . The actuator unit 205 is coupled to the drive gear 255 / drive shaft 245 . The drive gear 255 meshes with a driven gear 260 , which is supported on a driven shaft 246 . The driven gear 260 is coupled to the steering shaft 213 . In one embodiment, one end of the driven shaft 246 is coupled to the steering shaft 213 , and the other end of the driven shaft 246 is coupled to the handle assembly 150 . The gear ratio between the drive gear 255 and the driven gear 260 is configured to provide actuator unit torque to the steering shaft 213 . The drive gear 255 and the driven gear 260 have axes of rotation that are parallel to each other. Thus, the torque intensifier unit includes the drive gear 255 and the driven gear 260. The drive gear 255 is functionally coupled (meshed) to the actuator unit 205, and the driven gear 260 is functionally coupled (meshed) to the steering shaft 213. The drive gear 255 and the driven gear 260 are configured to have a gear ratio for providing torque intensification to drive the steering shaft 213. In a preferred embodiment, the drive gear 255 is smaller (has fewer teeth) than the driven gear 260.

[0056] Furthermore, the drive gear 255 is provided with a tandem gear 257. In one embodiment, the drive gear 255 and the tandem gear 257 are attached to the same drive shaft 245. The tandem gear 257 meshes with a sensor gear 265, which is configured to be functionally connected to a steering angle sensor and / or a steering torque sensor to provide steering angle information of at least one of the actuator unit 205 and the steering shaft 213. The sensor gear 265 is rotatably supported on the sensor shaft 247. In one embodiment, the steering angle sensor 250 is functionally coupled to the tandem gear 257 via the sensor gear 265 and is configured to provide steering angle information. The shafts 245, 246, and 247 are rotatably supported in the torque intensifier 210 via a plurality of bearings 271, 272, 273, 274, 275, and 276. In one embodiment, the first housing 211 and the second housing 212 are provided with grooves C1, C2, and C3 to support the bearings 271, 272, 273, 274, 275, and 276. The torque intensifier unit 210 has a small width in the upward-downward (UW-DW) direction and a compact height in the direction of the steering axis. It substantially occupies the width of the gears, bearings, and housing, and as shown in the side view in FIG2(a), its width is substantially small.

[0057] In one embodiment, the balance support control unit 235 receives input from an inertial measurement unit (IMU) 240, a global positioning sensor 230 or a speed sensor (not shown), a steering angle sensor 250, and, in another embodiment, may also consider input from a steering torque sensor 251. The steering torque sensor 251 provides the balance support control unit 235 with data regarding the force or torque applied by the rider to steer the motor vehicle via the handlebars 217. The steering angle sensor 250 provides the balance support control unit 235 with data regarding the angle of rotation of the steering shaft 213 (which is similar to the angle of rotation of the handlebar assembly 150). The inertial measurement unit 240 measures roll, yaw, and pitch angles, as well as the corresponding rates of change. The global positioning sensor 230 or speed sensor provides data corresponding to the speed of the motor vehicle, as well as a signal related to the instantaneous position of the motor vehicle 100. After receiving data from one or more sensors, the balance support control unit 235 calculates input to be provided to the actuator unit 205. Therefore, the actuator unit shaft (not shown) of the actuator unit 205 rotates to drive the gear 255 to rotate the driven gear 260. The driven gear engaged with the steering shaft 213 provides the required torque and rotation angle, thereby achieving stability and balance of the vehicle.

[0058] Based on the signals generated by the aforementioned sensors, which provide information / data regarding various dynamic parameters of the motor vehicle, the balance support control unit 235 continuously calculates an estimated steering torque T required to balance the motor vehicle 100. In one embodiment, data from the steering angle sensor 250 is sufficient to estimate the estimated steering torque T under reference steering conditions (other non-steering related data may also be considered). The estimated steering torque T is estimated by any known mathematical model or predetermined balance table that considers the steering angle, roll angle, and roll rate.

[0059] Figure 3 A method for operating the balance support system 200 including the balance support control unit 235 according to an embodiment of the present invention is shown in the form of a flowchart 300. In step 301, the balance support control unit 235 receives data from the GPS unit 230 or the vehicle speed sensor and calculates the vehicle speed / velocity V. In step 302, the balance support control unit 235 receives data from the IMU 240 and calculates the roll angle (φ). In step 303, the balance support control unit 235 estimates the roll rate (φ) of the motor vehicle. In step 304, the balance support control unit 235 calculates an estimated steering angle A based on a balance support map or a preset formula of one or more dynamic parameters from the sensors. sIn step 305, the balancing support control unit 235 applies the controlled torque / estimated steering torque T through the balancing support system 200 based on the reduction gear ratio of the torque intensifier unit 210 to obtain the estimated steering angle (target) A of the steering system. s .

[0060] In step 306, the balance support control unit 235 calculates the estimated steering angle A s and / or estimated steering torque T and actual steering angle A s ' and the actual steering torque T' are compared. Actual steering angle A s ' is the input from the rider. If the estimated steering angle A is not reached by the rider s , the balance support control unit 235 actuates the actuator unit 205 to achieve the angle and torque required for balance. The balance support control unit 235 compares and detects the actual steering angle A performed by the rider. s 'Is it equal to the estimated steering angle A estimated by the balance support control unit 235? s If the rider performs a turn in the desired direction, then the actuator unit 205 supports the turning operation. In one embodiment, the balance support control unit 235 receives the turning information from the current value and controls the actuator unit 205 by changing the current.

[0061] For example, depending on various dynamic parameters of the motor vehicle 100, i.e., speed, roll angle, roll rate, etc., the steering system will rotate 12 degrees to the left or in a counterclockwise direction as viewed from the top along the steering axis SS' for balancing. The balancing support system 200 checks the actual steering angle A s ' and the estimated steering angle A s For example, the rider has only turned 6 degrees. The steering angle for balancing has not yet been reached. The balance support control unit 235 actuates the actuator unit 205 to turn the steering system 6 degrees to balance the motor vehicle 100.

[0062] The balance support control unit 235 typically encounters at least three different riding scenarios after step 306 and simultaneously calculates the estimated steering angle A. s The actual steering angle A s ' or compare the estimated steering torque T with the actual steering torque T'. Under the first condition, when the rider is not maneuvering and the motor vehicle 100 is in a straight-ahead condition, the estimated steering angle A s is approximately zero (for example, considering the average value within a predetermined time [tn to t seconds]), and the difference between the actual steering torque T' and the estimated steering torque T is also approximately zero. In other words, the estimated steering angle A sis considered within a predetermined time and compared to a first predetermined value, which in one embodiment is zero. Therefore, in step 307, the balancing support control unit 235 identifies a straight-ahead condition. In step 308, the balancing support control unit 235 uses the multiplication factor, i.e., the torque adjustment parameter A, to obtain the balancing support torque T B and balanced steering angle A B (alternatively referred to as actuator angle / motor angle) to achieve balance of the motor vehicle 100 at step 313 .

[0063] Under the second condition, at step 309, when the rider temporarily steers the vehicle, such as in traffic, or when he / she tries to suddenly avoid a pothole or road disturbance, the actual steering torque T' at that instant will be different from the estimated steering torque T calculated by the balance support control unit 235. Therefore, due to the transient nature of the motion, the actual steering value A within the predetermined time period (tn to t seconds) will be different from the estimated steering torque T calculated by the balance support control unit 235. s The average value of ' will not be zero. The actual steering angle A s 'With the estimated steering angle A s The difference between the actual steering torque T' and the estimated steering torque T is not zero. Similarly, the difference between the actual steering torque T' and the estimated steering torque T is not zero, that is, the difference between (T'-T) 0.

[0064] Under this condition, at step 310, the balance support control unit 325 considers the average value of the difference between the actual steering angle As' and the estimated steering angle As over a predetermined period of time. If the rider turns in the desired direction, this value will be negative, and if the rider turns in the opposite direction, this value will be positive. The average value of this difference is multiplied by the angle adjustment parameter B and then added to the estimated steering angle A. s Therefore, this sum is the equilibrium steering angle A B =(A s (t)+B([A s '(tn, t)-A s (t)] is applied to the actuator unit 205 and triggers the actuator unit to apply the balancing support torque T B (The product of the value of the torque adjustment parameter B' and T, where B' is the torque adjustment parameter).

[0065] The values ​​of adjustment parameters B and B' depend on the instantaneous values ​​of the roll angle and roll rate and vary between 0 and 1 depending on the riding situation. For example, after riding steadily for a distance with the assistance of the balancing support system 200, when the rider makes a brief maneuver while changing lanes or avoiding a pothole, the selected value is reduced to near zero, allowing the rider to apply the required torque for maneuvering. The value of torque adjustment parameter B' is gradually reduced to near zero so that the rider does not suddenly feel the discomfort of applying additional torque. However, after the rider continues the brief maneuver while driving straight, the value of B' is gradually increased to near 1. This creates a smooth transition from providing assistance in straight-ahead conditions to providing the assistance needed for the brief maneuver and then back to assistance during straight-ahead conditions. Including torque adjustment parameter B' ensures that the rider is in control of the vehicle while also ensuring that the vehicle does not lose balance. It is important that the rider feel in control of the vehicle even while the rider assistance system is assisting in balancing the vehicle, as if the rider assistance system completely took over the vehicle's steering, the rider might be tempted to oversteer or apply unnecessary additional torque.

[0066] Under another condition, at step 311, when the rider is turning steadily, the average value of the actual turning angle As' within the predetermined time is not equal to zero. Because the balance support control unit 235 determines the estimated assist torque T based on the roll angle of the vehicle, the actual steering torque T' is not equal to the estimated steering torque T. Due to the nature of the motion, the actual steering value A' within the predetermined time period (tn to t seconds) is not equal to the estimated steering torque T. s The average value of ' will not be zero. The actual steering angle A s 'With the estimated steering angle A s Similarly, the difference between the actual steering angle T' and the estimated steering torque T may be zero, ie, the difference (T'-T) ≈ 0 due to stable cornering.

[0067] Under this condition, in step 312, the balance support control unit 235 considers the actual steering angle A within a predetermined time. s 'With the estimated steering angle A s The average value of the difference between s '(tn, t), A s The average value of (t)). If the rider turns in the desired direction, this value will be negative, and if the rider turns in the opposite direction, this value will be positive. The average of the calculated differences is multiplied by the angle adjustment parameter C, and then combined with the estimated steering angle A s Therefore, based on this sum, (A s (t)+C([A s '(tn, t)-A s(t)] is applied to the actuator unit 205, thereby triggering the actuator unit 205 to apply the balancing steering angle A B and balanced support torque T B (The product of C' and T values, where C' is the torque adjustment parameter). The balancing support control unit 235 triggers the actuator unit 205 to apply the balancing support torque T B (Torque adjustment coefficient C' multiplied by T) and actuator angle / motor angle. The balance support control unit 235 is configured to select C' as the correction coefficient or adjustment parameter that needs to be applied to the estimated assist torque when the vehicle undergoes a stable turn. The values ​​of C and C' vary between 0 and 1. For example, when the rider begins to turn, selecting a value of C' of zero makes the rider aware of the torque he will apply. As the rider continues to turn, the value of C' steadily increases to near 1, so that the final assist torque equals the estimated assist steering torque T. Therefore, under any of the three conditions, in step 313, the motor vehicle 100 is balanced by the balance support system 200. In addition, the balance support system 200 loops back and rechecks the dynamic parameters of the motor vehicle 100. Therefore, the system continuously checks the dynamic parameters of the motor vehicle and provides balance. Once the motor vehicle 100 is balanced, the balance support system 200 enables the rider to perform the required steering maneuvers and instantly checks the dynamic parameters of the motor vehicle 100 to check stability.

[0068] While certain features of the claimed subject matter have been illustrated and described herein, many modifications, substitutions, changes, and equivalents will now occur to those skilled in the art. It should, therefore, be understood that the appended claims are intended to cover all such modifications and changes that fall within the true spirit of the claimed subject matter.

[0069] Description of Reference Numerals

[0070] 100 vehicles

[0071] 105 frame components

[0072] 106 head pipe

[0073] 107 Supervisor

[0074] 108 front

[0075] 110 rear frame

[0076] 130 front wheel

[0077] 131 Front Suspension System

[0078] 133 rear wheel

[0079] 134 rear suspension system

[0080] 150 handle assembly

[0081] 151 Stride Section

[0082] 155 Seat Assembly

[0083] 170A front panel

[0084] 170B Leg Cover

[0085] 170C rear panel assembly

[0086] 190 touch points

[0087] 200 Balanced Support System

[0088] 205 actuator unit

[0089] 210 Torque Booster Unit

[0090] 211 First Shell

[0091] 212 Second Shell

[0092] 213 steering shaft

[0093] 215 Under the bridge

[0094] 216 connecting pipe

[0095] 230 Global Positioning Unit

[0096] 235 Balance support control unit

[0097] 240 Inertial Monitoring Unit

[0098] 245 drive shaft

[0099] 246 driven shaft

[0100] 247 sensor shaft

[0101] 250 Steering angle sensor

[0102] 251 Torque Sensor

[0103] 255 drive gear

[0104] 257 Double Gear

[0105] 260 driven gear

[0106] 265 sensor gear

[0107] 270 Part 1 (Frame Assembly)

[0108] 271, 272, 273, 274, 275, 276 bearings

[0109] A' / B' / C' torque adjustment parameters

[0110] B / C angle adjustment parameters

[0111] A-A' actuator axis

[0112] A s Estimated steering angle

[0113] A s Actual steering angle

[0114] A B Balance steering angle

[0115] C1, C2, C3 slots

[0116] P1 first plane

[0117] P2 second plane

[0118] S-S' steering axis

[0119] T estimated equilibrium torque

[0120] T'actual steering torque

[0121] T B Balanced support torque

[0122] V rate

[0123] ΦRoll angle / roll rate.

Claims

1. A method for operating a balancing support system (200) to assist a rider in balancing a saddle-type motor vehicle (100), the method comprising the following steps: receiving information corresponding to the dynamic condition of the saddle-type motor vehicle (100) from a plurality of sensors (230, 240, 250, 251) via a balance support control unit (235); Based on the information received by the balance support control unit (235) for the plurality of sensors (230, 240, 250, 251), an estimated steering angle (A) is continuously calculated. s ) and estimated steering torque (T); The estimated steering angle (A s ) and the actual steering angle (A) applied by the rider s ') for comparison; Estimate the actual steering angle (A) within a predetermined time s '), and compare it with a first predetermined value; Based on the actual steering angle (A s '), the estimated average value of the actual steering angle (A s ') and the estimated steering angle (A s ) to identify the vehicle operating condition; Calculate the balanced actuator angle (A B ) and the corresponding balanced support torque (T B ); as well as triggering an actuator unit (205) coupled to a torque intensifier unit (210) in order to deliver the balancing support torque (T B ) to drive the steering shaft (213) of the saddle-type motor vehicle (100).

2. The method for operating the balancing support system (200) according to claim 1, wherein: The calculation of the balance actuator angle (A B ) includes calculating the actual steering angle (A) within a predetermined time (tn, t) s ') and the estimated steering angle (A s ) and the average of the differences between the estimated steering angle (A s ) added.

3. The method for operating the balancing support system (200) according to claim 2, wherein: In relation to the estimated steering angle (A s ) before adding the actual steering angle (A) within the predetermined time (tn, t) s ') is multiplied by a steering adjustment parameter (B, C), wherein the steering adjustment parameter (B, C) has a value between 0 and 1, including 0 and 1.

4. The method for operating the balancing support system (200) according to claim 1, wherein: The identifying of the vehicle operating condition includes when the actual steering angle (A s The straight-ahead condition of the saddle-type motor vehicle (100) is determined when the average value of the actual steering torque (T') is equal to the first predetermined value and when the difference between the actual steering torque (T') and the estimated steering torque (T) is equal to zero, and wherein the first predetermined value is zero.

5. The method for operating the balancing support system (200) according to claim 1, wherein: The identifying of the vehicle operating condition includes when the actual steering angle (A s ') is not equal to the first predetermined value, and the estimated steering torque (T) is not equal to the actual steering torque (T'), and the actual steering angle (A s ') and the estimated steering angle (A s ) is not equal to zero, determine the instantaneous operating status.

6. The method for operating the balancing support system (200) according to claim 1, wherein: The identification of the vehicle running condition includes when the actual steering angle (A s ') is not equal to the first predetermined value, and the actual steering angle (A s ') and the estimated steering angle (A s ) is equal to zero, the stable turning condition is determined.

7. The method for operating the balancing support system (200) according to claim 3, wherein: The estimated steering angle (A s ) estimated from any one of a predetermined steering map, a predetermined steering table, or predetermined calibration values.

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