Flywheel and vehicle dynamic enhancement method based on steering

Abstract

Narrow type vehicles have various advantages, but application is limited due to unstable roll of the narrow type vehicles. Use of flywheels to increase its stability is a known method, but the range of operation, complexity, performance and cost typically restrict the application of these vehicles. A stability and agility enhancement system and method that enables steering of stabilizing forces and trajectories from flywheels to be applied simultaneously and in cooperation with driver steering and assistance achieves the benefits of reduced cost and complexity while providing enhanced performance, intuitive control, safety, and operating range.

Description

Cross-references to other related patent applications

[0001] This application claims priority from UK patent application 2208834.8 filed on June 15, 2022, UK patent application 2208835.5 filed on June 16, 2022, and Canadian patent application 3,167,709 filed on July 8, 2022, the contents of which are incorporated herein by reference. Technical Field

[0002] The present invention relates to the general field of stabilization methods particularly suitable for enhancing stability, agility and control of tilt / roll unstable systems such as motorcycles, narrow track vehicles and robots. Background Art

[0003] The stability and cargo carrying capacity of non-tilting vehicles are usually limited by the maximum lateral forces they can withstand without risking undesired rollover or other handling difficulties. Such limitations are a known problem for narrow-track vehicles, all-terrain vehicles, trucks and other types of vehicles. It limits their applications, maximum speed, agility, safety and cargo carrying capacity. It also limits the vehicle's comfort, cargo and passenger handling.

[0004] Solutions such as anti-roll bars, tilt mechanisms, low centre of gravity, steering systems, suspension systems, etc. have been developed to reduce the negative impact of lateral forces on vehicle dynamics, but there is still room for improvement, which justifies the search for new solutions. An example is the need for narrow vehicles to reduce and mitigate the significant environmental impact of large vehicles.

[0005] In the motion of a typical leaning vehicle, such as a bicycle or motorcycle, the trajectory and balance of the vehicle are controlled at least in part by the steering of the vehicle. This is usually achieved at least in part by using steering and countersteering to initiate a turn or lean to compensate for centrifugal or other external forces.

[0006] The steering method most users intuitively apply to steer such a vehicle traveling at forward speed within its range of stability is to apply a steering torque in a direction opposite to the desired trajectory and remove the steering torque to return the trajectory to a straight line. Countersteering is usually generated automatically, at least in part, by the weight distribution and steering geometry of the typical assembly consisting of the vehicle and its driver. That being said, the typical assembly enables the driver to control trajectory and balance, but has a number of known problems associated with its limited stability.

[0007] These vehicles are known to have limited stability and problems such as a limited stable operating speed range and limited ability to compensate for external forces or loss of traction. The requirement to lean before turning is known, and the time required to initiate leaning before turning is sometimes a problem. Many oscillation problems (such as head shake, speed fluctuations, and steering kickback) are also known. There are stability control systems for improving the road stability and agility of wheeled vehicles. In some cases, known stability control systems include one or more spinning gyroscopic assemblies mounted in the wheels or chassis of the vehicle.

[0008] Spinning gyroscopes may have a positive effect on the dynamic stability of the wheeled vehicle they are mounted on. For more than a hundred years, attempts have been made to integrate gyroscopes into two-wheeled vehicles to increase their stability, but with limited success.

[0009] While these known stability control systems can provide a certain level of improved stability for wheeled vehicles under certain conditions, they generally provide limited performance and safety, and increase complexity and cost. They also have oscillation issues, negative feedback, and negative effects on driver control of balance and trajectory steering under certain conditions.

[0010] Therefore, there is a need in the market for an improved flywheel-based stability control method that is more effective, intuitive, and reliable in providing stability, agility, and control. Summary of the invention

[0011] In a broad aspect, the proposed steering enhancement method is used to improve the stability, agility and control of leaning vehicles, such as two-wheeled or more wheeled bicycles, motorcycles, leaning cars and certain all-terrain vehicles (ATVs).

[0012] Moreover, the proposed inertia compensation method is used to improve the stability, agility and control of the roll-unstable vehicle.

[0013] The inertia compensation method and the steering enhancement method can also be integrated together in a leaning vehicle to produce a synergistic effect, which is called a dynamic enhancement method.

[0014] The applicant proposes a steering enhancement device that can be connected to a tilting vehicle to provide improved steering and stability, the steering enhancement device comprising: a steering controller, including: at least one driver input part for receiving a driver steering command; at least one tilt angle error sensor; a stability enhancement controller for determining a stability enhancement steering command that reduces a tilt angle error determined based on a signal of the at least one tilt angle error sensor; at least one steering actuator, connectable to a trajectory controller of the tilting vehicle, for applying an actuator steering force to the trajectory controller based on a position steering controller auxiliary command; and wherein the position steering controller auxiliary command is determined based on at least the received driver steering command and the stability enhancement steering command; at least one flywheel assembly, including: a flywheel rotating mass that rotates when the steering enhancement device is in operation; and a motor for providing a portion of the total angular momentum of the flywheel by rotating the at least one flywheel; at least one of the following: a coupling interface for mounting the at least one flywheel assembly to the trajectory controller so that the trajectory controller is steered to a first steered position (steered and at least one steering link connectable to a trajectory controller and to at least one flywheel universal joint assembly such that manipulating the trajectory controller to the first manipulated position simultaneously manipulates the at least one flywheel universal joint assembly to a corresponding second manipulated position according to a predetermined steering ratio, wherein the at least one flywheel universal joint comprises: at least one universal joint shaft pivotally connected to a tilt assembly of the tilting vehicle to be substantially perpendicular to a longitudinal axis of the tilt assembly, wherein a rotational axis of the at least one flywheel assembly is pivotally connected substantially perpendicularly to the universal joint shaft, wherein, when the steering enhancement device is connected to the tilting vehicle, manipulation of the trajectory controller of the tilting vehicle applies a precession roll torque from the at least one flywheel assembly at least partially toward a right side of the tilting vehicle when the steering rate is toward a left side of the tilting vehicle and applies the precession roll torque at least partially toward the left side when the steering rate is toward the right side.

[0015] In certain embodiments, the driver steering command is provided by at least one of: a steering force sensor that measures a driver steering force applied by a driver to steer a leaning vehicle; and an automated driving system that generates the driver steering command.

[0016] In certain embodiments, the driver steering command is provided by at least one of: a transmitter that transmits the driver steering command detected by the driver interface and generated by the driver; and an automated driving system that generates the driver steering command.

[0017] In certain embodiments, the steering linkage is a mechanical steering linkage.

[0018] In certain embodiments, at least one steering actuator includes at least a first steering actuator for manipulating a trajectory controller to a first manipulated position and a second steering actuator for manipulating a universal joint of at least one flywheel to a second manipulated position, wherein the first steering actuator and the second steering actuator serve as steering links to interconnect the first manipulated position and the second manipulated position according to a predetermined steering ratio.

[0019] In certain embodiments, the first manipulated position and the second manipulated position are substantially centered orientations of the one or more flywheel assemblies when the tilted vehicle initiates forward motion.

[0020] In certain embodiments, the steering controller further includes a steering position sensor for measuring a steering position, wherein the steering controller further determines a centering assist command to steer away from the center position based on the measured steering position, and further determines the steering controller assist command taking into account the centering assist.

[0021] In certain embodiments, the steering controller adds traction assist to the steering controller assist command based on the sideslip estimate.

[0022] In certain embodiments, the steering controller determines a steering damper assist that decreases the speed and acceleration of the steering actuator as the speed of the leaning vehicle increases.

[0023] In certain embodiments, the steering controller determines the linearization gain based at least in part on the speed of the leaning vehicle, the total angular momentum in the rearward direction of the flywheel rotating mass, the angular momentum in the steering flywheel assembly, and the position of the steered component.

[0024] In certain embodiments, a leaning vehicle may be operated with a torque control trajectory that steers in a direction opposite to the applied torque, and wherein the trajectory controller provides position feedback to the driver.

[0025] In certain embodiments, the steering controller mechanically transmits driver steering forces to the trajectory controller via a steering actuator to provide a mechanical path that enables the driver to steer the vehicle in the event of a failure.

[0026] In certain embodiments, the attachable steering enhancement device is a steering enhancement kit attachable to a leaning vehicle.

[0027] In certain embodiments, a steering enhancement kit may be coupled to the steering.

[0028] In certain embodiments, an automated driving system includes collision avoidance functionality for determining driver steering commands based on proximity data provided from at least one proximity sensor.

[0029] In certain embodiments, at least one driver input receives a driver steering command from an automated driving system and one of a steering effort sensor and transmitter, wherein the steering controller determines a steering controller assist command based on one of the received driver steering commands.

[0030] In certain embodiments, the steering controller determines the steering controller assist command based on a priority driver steering command among the received driver steering commands according to a priority rule.

[0031] In certain embodiments, priority rules prioritize driver steering instructions from the automated driving system.

[0032] In certain embodiments, the steering effort sensor may be connected to the manually operated steering input via a flexible steering input to provide flexibility between the manually operated steering input and the steering input.

[0033] In some embodiments, the flexibility of the flexible steering input is manually adjusted.

[0034] In certain embodiments, flexibility of the flexible steering input is automatically adjusted based at least in part on the speed at which the vehicle is leaning.

[0035] In certain embodiments, the transmitter is a manually-operated steering input that is a remote manually-operated steering input that electronically transmits manual driver steering commands to a steering input of a steering controller, wherein the steering controller further determines a feedback command based at least on at least one of the first manipulated position and the second manipulated position; and electronically transmits the feedback command to the manually-operated steering input.

[0036] In certain embodiments, the steering controller may be connected to a vehicle speed sensor that measures the speed of the leaning vehicle.

[0037] In certain embodiments, the steering controller further includes a control interface to allow a user to selectively adjust the degree of stabilization assistance provided by the controller.

[0038] In certain embodiments, a control interface may be used to limit a steering controller assist command based on only one of a manual driver steering command and a stability enhancing steering command.

[0039] In certain embodiments, the steering controller further considers the speed of the leaning vehicle in determining the steering controller assist command.

[0040] In certain embodiments, the steering linkage further includes a steering ratio adjustment component for adjusting the predetermined steering ratio.

[0041] In certain embodiments, the steering ratio adjustment component includes a steering ratio actuator for automatically adjusting the predetermined steering ratio according to the ratio adjustment command.

[0042] In certain embodiments, the controller further considers speed, weight, and angular momentum of at least one flywheel to determine the steering controller assist command.

[0043] In certain embodiments, the steering controller further comprises at least one flywheel speed sensor for measuring a speed of a flywheel of at least one flywheel assembly, wherein the controller further considers the speed to determine the steering controller assist command.

[0044] In certain embodiments, the proposed apparatus further comprises a pendulum connectable to a tilting assembly of the tilting vehicle, wherein the at least one tilt angle error sensor comprises an angle sensor for measuring an angle between the pendulum and the tilting assembly.

[0045] In some embodiments, at least one tilt angle error sensor includes a lateral acceleration sensor for measuring at least one lateral force on the tilted vehicle and a roll rate sensor for measuring a roll acceleration of the tilted vehicle, wherein the tilt angle error is determined based on the measured at least one lateral force and the roll acceleration.

[0046] In certain embodiments, the steering controller determines a steering controller assist command based on a centering assist for centering the trajectory controller on the desired trajectory.

[0047] In certain embodiments, a steering controller may be connected to a transmission component of a tilted vehicle, wherein the steering controller further determines a transmission control instruction for driving the transmission to apply a driving force to shift a contact point of a trajectory controller relative to a supporting surface of the tilted vehicle when a first manipulated position deviates from centering, so that the transmission component applies a roll torque to the center of mass of the tilted vehicle according to the driving instruction; wherein the transmission control instruction is determined based on a tilt angle error and an orientation of the first manipulated position.

[0048] In certain embodiments, the steering enhancement device, when connected to a leaning vehicle, may operate as a torque control trajectory controller by applying torque control steering in a direction opposite to the manual torque applied by the driver.

[0049] In certain embodiments, the steering controller determines a steering damper assist that decreases the speed and acceleration of the steering actuator as the speed of the leaning vehicle increases.

[0050] In certain embodiments, energy is stored as kinetic energy by increasing the speed of a flywheel of at least one flywheel assembly using a motor of at least one flywheel assembly.

[0051] In certain embodiments, the proposed device further includes a propulsion motor for propelling the tilted vehicle, wherein a portion of the kinetic energy of the tilted vehicle is captured by the propulsion motor and transferred as electric current to a motor of at least one flywheel assembly to be stored as stored kinetic energy, and wherein the stored kinetic energy is captured by a motor of at least one flywheel assembly and transferred as electric current to the propulsion motor for propelling the tilted vehicle.

[0052] In certain embodiments, the tilting vehicle further comprises a battery, and wherein the electrical current is exchanged with the battery.

[0053] In certain embodiments, at least one flywheel universal joint assembly includes a first flywheel universal joint assembly and a second flywheel universal joint assembly, wherein the flywheel of the first flywheel universal joint assembly rotates forward and the flywheel of the second flywheel universal joint assembly rotates backward, and wherein the total angular momentum of the flywheels of the first flywheel universal joint assembly and the second flywheel universal joint assembly ensures that the roll torque applied to the tilt assembly is substantially oriented toward the right side of the tilt assembly when the trajectory of the tilted vehicle changes to the left and is substantially oriented toward the left side of the tilt assembly when the trajectory changes to the right.

[0054] In some embodiments, the motor of the second flywheel universal joint assembly adjusts the speed of the flywheel of the second flywheel universal joint assembly to increase the angular momentum of the flywheel of the second flywheel universal joint assembly when the speed of the tilted vehicle increases and to reduce the angular momentum of the flywheel of the second flywheel universal joint assembly when the speed of the tilted vehicle decreases.

[0055] In certain embodiments, the stored kinetic energy is stored as angular momentum in a flywheel of the second flywheel gimbal assembly.

[0056] In certain embodiments, the flywheel rotating mass of the flywheel is connected to the motor via a flexible flywheel link for reducing the transmission of vibrations between the flywheel mass and the motor.

[0057] In certain embodiments, the resonant frequency of the flexible flywheel linkage is lower than the resonant frequency of the rotating mass of the flywheel in operation.

[0058] In certain embodiments, the flywheel assembly is coaxially mounted within the trajectory controller.

[0059] In certain embodiments, the leaning vehicle is a leaning wheeled vehicle and the trajectory controller is at least one steered wheel.

[0060] The applicant further proposes a tilting vehicle with improved handling and stability, the tilting vehicle comprising: a tilting assembly; a steering assembly, comprising: at least one flywheel universal joint assembly, comprising: at least one flywheel assembly, comprising: a flywheel, which rotates when the tilting vehicle is operated; wherein the flywheel has a total angular momentum that ensures that the roll torque applied to the tilting assembly when the trajectory of the tilting vehicle changes to the left is substantially oriented toward the right side of the tilting assembly and is substantially oriented toward the left side of the tilting assembly when the trajectory changes to the right; and a motor for providing a portion of the total angular momentum by rotating at least one flywheel; and at least one flywheel universal joint, comprising: at least one universal joint shaft for steering the flywheel and pivotally attached to the tilting assembly to be substantially perpendicular to the longitudinal axis of the tilting assembly; and at least one flywheel assembly, whose rotation axis is pivotally connected to the universal joint shaft substantially perpendicularly; at least one surface-engaging steering member, connected to the tilting vehicle for supporting and controlling the trajectory; wherein the rotation axis of at least one flywheel assembly is generally positioned for rotation of at least one flywheel universal joint when manipulated, provides a precession torque to a tilt assembly and provides a steering torque to at least one flywheel universal joint when torque is applied to the tilt assembly; wherein the steering assembly can be manipulated as a torque control trajectory controller; and a manually operated steering input unit for receiving a manual driver steering force, generating a manual driver steering command based on the manual driver steering force, and applying a position feedback force in a direction opposite to the manual driver steering force based on the received feedback command; and a steering controller, comprising: a steering input unit for receiving a manual driver steering command; at least one tilt angle error sensor; a stability enhancement controller for determining a stability enhancement steering command required to reduce a tilt angle error determined based on a signal from at least one tilt angle error sensor; at least one steering actuator for generating an actuator steering force on the steering assembly based on a steering controller auxiliary command to manipulate the flywheel universal joint and the surface engagement steering member; wherein the steering controller auxiliary command is determined based at least on the manual driver steering command and the stability enhancement steering command.

[0061] In certain embodiments, a manually-operated steering input is coupled to the at least one surface-engaging steering member, wherein the manual driver steering command is a mechanical force transferred to the steering input of the steering controller, and wherein the feedback command transfers force applied to the steering assembly during a leaning vehicle operation to the manually-operated steering input.

[0062] Applicant further proposes an operating method comprising the steps of: 1) reading at least one sensor of a sensor arrangement; 2) determining centrifugal force compensation of a vehicle; 3) determining stability enhancement of a vehicle; 4) determining a steering damping level; 5) determining a steering ratio; 6) determining a steering liberalization response; 7) determining a self-centering force to be applied to a steering assembly; and 8) controlling at least a rotational speed or rpm of a flywheel of a power steering actuator and at least one gyro assembly accordingly and simultaneously. Various embodiments integrating at least one of these two methods are presented in detail herein. Moreover, a method for operating the proposed embodiments is also provided.

[0063] Many additional features combined in innovative ways are presented in the description and also constitute innovations. BRIEF DESCRIPTION OF THE DRAWINGS

[0064] Figure 1 A front perspective view of a bicycle showing an embodiment of the bicycle that can be used to apply a steering enhancement method, an inertia compensation method, or a combination of the two methods as a dynamic enhancement method;

[0065] Figure 2 Shows Figure 1 A front perspective view of a bicycle of an embodiment of the invention, showing exploded views of the front and rear wheels, including a flywheel assembly in the front wheel, which can be used to apply the steering enhancement method;

[0066] Figure 3 Shows Figure 1 A front perspective view of a bicycle of one embodiment of the invention, showing exploded views of the front and rear wheels, including a flywheel assembly in the rear wheel, which can be used to apply an inertia compensation method;

[0067] Figure 4 Shows Figure 1 A front perspective view of a bicycle of one embodiment of the invention, showing exploded views of the front and rear wheels, including flywheel assemblies in the front and rear wheels, the flywheel assemblies being used to apply a steering enhancement method, an inertia compensation method, or a combination of the two methods as a dynamic enhancement method;

[0068] Figure 5 An exploded perspective view of a flywheel assembly of one embodiment is shown;

[0069] Figure 6 A partial rear perspective view of a stability control system of one embodiment is shown, here including a steering motor mounted on the front end of a bicycle chassis;

[0070] Figure 7 is a diagram of elements of a stability enhancement method that may be used in one embodiment of the present disclosure;

[0071] Figure 8 A front perspective view of a stability control system according to one embodiment of the present invention is shown, here including two gyroscope assemblies mounted in a motorcycle chassis;

[0072] Fig. 9 Shows Figure 8 A side perspective view of a stability control system of an embodiment of the present invention, shown here with a manually operated steering input of a motorcycle oriented straight ahead. A flywheel assembly mounted in the chassis is shown operatively connected to a steering assembly and a steering motor of the motorcycle via a steering linkage arrangement;

[0073] Fig.10 Shows Figure 8 The stability control system of the embodiment of the invention is shown here when the manually operated steering input of the motorcycle is directed to the right;

[0074] Fig.11 Shows Figure 8 The stability control system of the embodiment of the present invention is shown here when the manually operated steering input of the motorcycle is directed to the left;

[0075] Fig.12 Shows Figure 8 An enlarged side partial view of a possible embodiment of a stability control system of an embodiment of FIG, where the gimbal ratio actuator is shown fixing the neutral gimbal ratio adjuster;

[0076] Fig.13 Shows Figure 8 An enlarged side partial view of a possible embodiment of a stability control system of an embodiment of FIG, where the gimbal ratio actuator is shown securing the positive gimbal ratio adjuster;

[0077] Fig.14 A side perspective view of a system for applying a dynamic enhancement method according to an embodiment is shown, comprising: a plurality of steering motors as steering actuators and as steering links for steering a flywheel universal joint mounted in a chassis of a motorcycle; a manually operated steering input; and a steered wheel;

[0078] Fig.15 A front perspective view of a system according to an embodiment of the present invention mounted on a three-wheeled motorcycle provided with a tilting rear axle and a manually operated steering input oriented straight ahead is shown. The three-wheeled motorcycle includes a flywheel assembly in the front wheel that rotates forward (i.e., rotates in the same direction as the wheels when the vehicle is traveling forward), a flywheel assembly in each rear wheel that rotates rearward, and a steering controller mounted on the front end of the motorcycle chassis;

[0079] Fig.16 Shows Fig.15A rear view of a three-wheeled motorcycle of one embodiment of the present invention, wherein the three-wheeled motorcycle is in an upright (non-tilted) position;

[0080] Fig.17 Shows Fig.15 The stability control system of the embodiment of the present invention is shown here with the manually operated steering input of the three-wheeled motorcycle directed to the right and the motorcycle chassis tilted to the right;

[0081] Fig.18 Shows Fig.15 A rear view of a three-wheeled motorcycle in FIG. 1 , wherein the three-wheeled motorcycle is tilted to the right;

[0082] Fig.19 Shows Fig.15 A stability control system in which the manually operated steering input of the three-wheeled motorcycle is shown directed to the left and the motorcycle chassis is tilted to the left;

[0083] Fig. 20 Shows Fig.15 A rear view of a three-wheeled motorcycle of the embodiment of the present invention, wherein the three-wheeled motorcycle is tilted to the left;

[0084] Fig.21 Shows Fig.15 A partial side view of a manually operated steering input portion of a three-wheeled motorcycle, the manually operated steering input portion being oriented straight forward and operatively connected to a vehicle steering assembly and a power steering actuator of the motorcycle via an elongated steering extension link adjusted for a steering ratio of 1;

[0085] Fig. 22 Shows Fig.15 A view of a manually operated steering input portion of a three-wheeled motorcycle in which the manually operated steering input portion is shown when it is directed to the right;

[0086] Fig.23 Shows Fig.15 0026] Figure 2 is a view of a manually operated steering input of a three-wheeled motorcycle in which the manually operated steering input is shown when it is oriented to the left. DETAILED DESCRIPTION

[0087] References throughout the specification to "one embodiment" or "an embodiment" mean that a particular feature, structure, or characteristic associated with the embodiment is included in at least one embodiment. Therefore, the phrases "in one embodiment" or "in an embodiment" appearing in different places throughout the specification do not necessarily refer to the same embodiment. Furthermore, the particular features, structures, or characteristics may be combined in any appropriate manner in one or more embodiments.

[0088] In this specification and the appended claims, the singular forms "a," "an," and "the" include plural referents unless the content clearly dictates otherwise. It should also be noted that the word "or" is generally employed in its sense including "and / or" unless the content clearly dictates otherwise.

[0089] From the foregoing it will be appreciated that, although specific embodiments have been described for purposes of illustration, various modifications may be made without departing from the spirit and scope of the teachings. Accordingly, the claims are not to be limited to the disclosed embodiments.

[0090] These embodiments are detailed enough to clearly convey the present disclosure without limiting the expected variations of possible embodiments, and may include all modifications, equivalents, combinations and alternatives that fall within the spirit and scope of the present disclosure. Those skilled in the art will recognize that well-known methods, procedures, physical processes, components and structures may not be described in detail below so as not to obscure the specific details of the disclosed invention.

[0091] It will be appreciated that some embodiments described herein may allow for simple integration of additional forces (i.e., using at least one flywheel) for enhancing the dynamic and / or static stability of a leaning vehicle by providing assisted steering to the driver and / or providing automatic stability control to the leaning vehicle.

[0092] In contrast to many known prior art systems that use flywheels and gyroscopes to modify stability, the proposed method and apparatus is intuitive to steer according to a torque control trajectory (eg, similar to a motorcycle within its stable speed range).

[0093] The proposed method can also provide redundancy for the steering system through the use of the driver (e.g., steering according to the torque control trajectory) and the flywheel (e.g., steering the vehicle to increase stability) if the steering actuator fails while the vehicle is moving forward.

[0094] The proposed method can also be integrated or added to the driver steering (eg integrated into the driver steering during production or as an extension of an existing driver steering).

[0095] The proposed approach may also provide simplified control and reduced parts count compared to many systems that use flywheels and / or gyroscopes to increase stability.

[0096] The proposed method may achieve enhanced assistance in low speed and low traction conditions compared to most systems that do not use the precession of the flywheel to balance the vehicle.

[0097] The proposed method can be used to expand the range of applications for vehicles. For example, it can enable the use of roofs and doors to improve comfort and / or aerodynamics. It can also be used to increase safe cornering speeds and road conditions.

[0098] The proposed method can be used to limit possible catastrophic oscillation modes of a tilted vehicle and ensure cooperative steering of the components of the system, for example, by preventing possible negative feedback between the various components, which can be achieved in some embodiments by ensuring that the various components of the proposed system (e.g., interdependent components) are controlled (e.g., steered) simultaneously.

[0099] The proposed method can be used to enhance the balance or handling of a vehicle on water, on snow, and when moving at low speed or in reverse.

[0100] The proposed method can facilitate riders (e.g., learning drivers) to adopt a leaning vehicle because it can provide intuitive maneuvers that are similar to the maneuvers of a conventional bicycle or motorcycle moving forward within its stable speed range.

[0101] An important aspect of some embodiments is the configuration that can ensure that the driver can safely maintain control of the steering of a tilted vehicle in the event of a failure of the electrical, electronic and / or electromechanical components of the device or the device itself (e.g., when a failure of the steering controller 850 occurs). For example, the flywheel assembly 100 can be safely recovered / steered by the driver using the same control mode to balance and steer the vehicle (e.g., according to a torque control trajectory with position feedback), but with increased steering torque.

[0102] Note that use of the present invention may not be limited to any type of suitable tilting vehicle, and may be suitably sized and configured to be implemented in small or toy models of various wheeled vehicles, and / or in remotely controlled and autonomous embodiments.

[0103] One can easily imagine the proposed approach being used in small and efficient autonomous delivery vehicles or personal transportation systems.

[0104] Although the present invention has been described with reference to its embodiments, it may be modified without departing from the spirit and nature of the means and methods of the subject matter.

[0105] Steering enhancement method

[0106] The steering enhancement method may include tilting the vehicle 500 , the steering controller 850 , the steering assembly 815 , the driver 855 , and / or the stability enhancement controller 809 .

[0107] Steering enhancement methods are used to enhance the control of the vehicle's stability and agility. This can improve the user experience and functionality. The increased stability can enable the driver to stop without putting their feet on the ground, coast without falling, turn more agilely, and absorb impacts without falling.

[0108] Steering enhancement approaches are used to interconnect and operate components in new ways that enhance the individual capabilities of each component to control trajectory, stability, and comfort.

[0109] The steering enhancement method can use a control scheme in which the steering controller 850, the driver 855, the flywheel universal joint 112, and the stability enhancement controller 809 in some embodiments simultaneously and cooperatively manipulate the steering assembly 815. This interconnection creates a new and unexpected result because it allows the driver 855 to manipulate and counter-manipulate the steering assembly 815 in coordination with the steering from the flywheel universal joint 112, the steering controller 850, and the stability enhancement controller 809. The ability of the driver 855 to manipulate helps to increase safety because it enables the driver 855 to control stability and trajectory through intuitive driver steering instructions 898 even in the event of failure of the stability enhancement controller 809 or the steering controller 850. This method can also increase the driver's stability and agility at low speeds. The various components used in the steering enhancement method also contain innovations in their operation and the way they are integrated into the vehicle.

[0110] Tilt vehicle

[0111] A leaning vehicle 500 is a vehicle with a leaning assembly that tilts on a roll axis to enhance the stability, agility, or user experience of the leaning vehicle 500. A conventional bicycle or motorcycle can provide application of the steering enhancement method for an appropriate leaning vehicle 500 because for these single track vehicles, the entire vehicle is a leaning assembly and the steering geometry is designed to be stable when traveling forward. This means that the steering axis angle, reach, trail, and fork offset of the track controller 705 are designed to apply a steering torque to at least partially compensate for gravity by appropriate centrifugal force when operating within its stable speed range to increase vehicle stability.

[0112] Typical three or more wheeled vehicles having a tilting assembly that tilts on a roll axis to enhance its stability, agility, or user experience may also provide application of the steering enhancement method for an appropriate tilting vehicle 500 .

[0113] An already existing tilting vehicle 500 can be modified and equipped with a system providing an appropriate steering assembly 815, a driver 855, a steering controller 850, and a stability enhancement controller 809 to apply the steering enhancement method. The components required to use the steering enhancement method can be provided as a kit that is compatible and ready to be installed on an already existing tilting vehicle 500 (such as a bicycle and motorcycle).

[0114] The tilting vehicle 500 may be a vehicle designed and produced to have all the components necessary to use the steering enhancement method.

[0115] The tilting vehicle 500 may be a vehicle powered by a thermal, electric, or hybrid drive motor.

[0116] Driver

[0117] The driver 855 can manipulate the steering assembly 815 to control the trajectory and stability of the vehicle. The driver 855 can be a passenger of the vehicle, a remote user of the vehicle, an autonomous driving system, or a combination of these. The driver 855 can transmit a driver steering command 898 to the steering controller 850 to manipulate the steering assembly 815.

[0118] The driver 855 may apply a driver steering torque 857 , transmit a signal corresponding to the driver steering command 898 , or a combination of both, to the steering controller 850 to steer the steering assembly 815 .

[0119] An embodiment may combine two types of drivers 855, and may combine two types of driver steering instructions 898. An embodiment may receive driver steering instructions 898 from a human operating the vehicle using a manually applied driver steering torque 857 and from an autonomous driving system (e.g., a precise collision avoidance system) that detects whether an imminent collision is occurring. It will be appreciated that in embodiments where driver steering instructions may be received from both a driver and an autonomous driving system (e.g., an artificial intelligence system), the steering controller may prioritize one of the driver steering instructions based on a priority rule. For example, when the driver steering instruction is an alarm or emergency instruction (e.g., when a hazard / obstacle is detected or when a significant impact is detected or when the vehicle is skidding), the priority rule may prioritize / prefer the driver steering instruction from the autonomous driving system.

[0120] In one embodiment, the driver steering command 898 from the driver 855 may be a driver steering torque 857 manually applied to the manually operated steering input 522. The driver 855 may manipulate the steering controller 850 using driver steering commands 898 similar to the driver of a typical motorcycle to control the trajectory and balance of the two-wheeled vehicle traveling at forward speed within its range of stability.

[0121] One embodiment may allow the driver 855 to balance the vehicle even when the vehicle is traveling at low speeds or stopped, using driver steering commands 898 similar to those used when a conventional motorcycle is traveling at high speeds. It is often difficult to balance a typical single track vehicle that is not equipped with the proposed steering enhancement method at very low speeds because forward speed is often required to apply the roll torque required to balance these vehicles. The steering enhancement method may enable the driver 855 to steer the vehicle even at low speeds or when stopped to apply the roll torque required to balance the vehicle.

[0122] In one embodiment using a steering augmentation method, a vehicle traveling at a forward speed within its stable range can be manually steered by a driver 855 by applying a steering torque in a direction opposite to the desired trajectory. Thus, the driver 855 can operate the system like a torque control system steered in a direction opposite to the applied torque, with a delay after the steering torque is applied.

[0123] In one embodiment, the driver 855 may be a human driver who manually operates the manually operated steering input 522 of a conventional motorcycle to steer the vehicle trajectory by applying a steering torque in a direction opposite to the desired trajectory and approximately proportional to the desired steering angle.

[0124] The driver 855 may also be a human driver who controls the trajectory of the vehicle using a remote controller to send a signal corresponding to the driver steering command 898 to the steering controller 850. This may enable the driver 855 to steer the trajectory in accordance with the steering angle of the torque control.

[0125] The driver 855 using the steering enhancement method may be an autonomous driving system that controls the trajectory and at least partial balance of a leaning vehicle (e.g., a two-wheeled vehicle) by sending a signal corresponding to the steering torque applied to the steering assembly 815 to the steering controller 850. Thus, the autonomous driving system may steer the trajectory based on the steering angle controlled by the torque.

[0126] In one embodiment using a steering enhancement method, the driver 855 may receive position feedback, force feedback, signal feedback, or a combination of these from the steering controller 850 , enabling the driver 855 to at least partially perceive the state of the steering assembly 815 .

[0127] In one embodiment, the driver 855 may be a human driver who manually manipulates the manually-operated steering input 522 and manually senses the reaction torque and position of the manually-operated steering input 522. This may provide the driver 850 with a means of sensing the state of the steering controller 850 and the steering assembly 815. This feedback from the steering assembly 815 may increase the driver's 855 ability to manage the limited precession torque on the roll axis available to stabilize the vehicle.

[0128] Stability Enhancement Controller

[0129] The stability enhancement controller 809 may manipulate the steering assembly 815 to increase the stability of the tilt assembly.

[0130] The stability enhancing controller 809 may transmit the stability enhancing steering 810 as a mechanical force, a signal, or a combination of both to the steering controller 850 to manipulate the steering assembly 815 .

[0131] The stability enhancement controller 809 may determine the stability enhancement steering 810 based on the signal received from the tilt angle error sensor.

[0132] The stability enhancement controller 809 may determine its stability enhancement steering 809 using a tilt angle error sensor (eg, an accelerometer angular velocity sensor) and a processor that is shared with the steering controller 850 or integrated into the steering controller.

[0133] In one embodiment, the stability enhancement controller 809 may determine the stability enhancement steering 810 based on the estimated bank angle error 885 .

[0134] In one embodiment, the stability enhancement controller 809 may determine the tilt angle error 885 as the difference between the estimated angle at which no lateral force is applied on the tilt assembly 885 and the actual tilt angle of the tilt assembly 885 .

[0135] In one embodiment, the tilt angle error 885 can be estimated from gravity, centrifugal force, and other forces sensed on the lateral axis of the tilt assembly. In the case where the vehicle is turning at a balanced tilt angle of the tilt assembly, gravity and centrifugal force can largely cancel each other on the lateral axis, and the estimated tilt angle error 885 can be approximately zero. In addition, in the case where the vehicle is traveling in a straight line on flat ground and at a vertical angle of the tilt assembly, gravity can be perpendicular to the lateral axis, and the estimated tilt angle error 885 can be approximately zero.

[0136] In one embodiment, the lateral force on the tilt assembly can be estimated from the signal of the lateral acceleration sensor 805 and the roll acceleration calculated from the roll rate sensor 806 used as a tilt angle sensor. These two sensors can be attached to the tilt assembly 885. The lateral force generated by the roll acceleration can be removed from the measured lateral force to determine the tilt angle error 885. The lateral acceleration sensor 805 and the roll rate sensor 806 can be provided by a typical Micro-Electro-Mechanical Systems (MEMS) accelerometer sensor and a MEMS gyroscope sensor.

[0137] In another embodiment, the tilt angle error 885 may be estimated using a pendulum whose rotation axis is pivotally connected to the tilt assembly 885 and oriented along the roll axis of the tilt assembly. An angle sensor that measures the angle between the pendulum and the tilt assembly may provide an appropriate tilt angle error sensor to determine the tilt angle error 885. The distance between the center of mass of the pendulum and the rotation axis may also be adjusted to improve the estimate of the tilt angle error 885. Springs and stops that limit the angular range of motion of the pendulum may also be used to adjust the sensor behavior.

[0138] In another embodiment, the tilt angle error 885 can be estimated by measuring the lateral force acting on the tilt assembly by the flywheel assembly 100 used as a tilt angle error sensor. The precession force from the flywheel assembly 100 generated by the roll torque applied to the tilt assembly and its flywheel assembly 100 can be measured using a force sensor. The force sensor measuring the precession force can be mounted on the steering link 816, and alternatively can be mounted on the shaft 105 of the flywheel. The measurement of the precession torque can be further improved by removing the force from the angular acceleration of the rotation axis of the flywheel universal joint 112. A known application of a similar method for determining the force on the lateral axis of the tilt assembly and the tilt angle error 885 is the gyroscopic monorail of Louis Philip Brennan US796893A.

[0139] In one embodiment, the stability enhancement controller 809 may determine more than one tilt angle error 885 and utilize different tilt angle error sensors to provide redundancy.

[0140] In one embodiment, the stability enhancement controller 809 may use the two estimated bank angle errors 885 to determine the stability enhancement steering 810 command transmitted to the steering controller 850 .

[0141] In one embodiment, a microcontroller and a plurality of sensors may be used by the stability enhancement controller 809 to determine the stability enhancement steering 810 to apply.

[0142] In one embodiment, sensor signals, signal filtering, estimation of the lean angle error 885 , and proportional correction may be adjusted to optimize the performance, comfort, assistance level, or other aspects of the stability enhancing steering 810 .

[0143] In one embodiment, the sensor signals, signal filtering, estimation of the angle error 885, and the assistance level from the stability enhancement controller 809 can be adjusted and optimized by the user and known automatic optimization and adjustment methods (such as artificial intelligence and mathematical optimization).

[0144] In one embodiment, sensors may be utilized to estimate the level of traction on the road to determine additional traction assistance 883 applied by stability enhancing steering 810 to compensate for the roll torque of a side slip. Side slip may be determined by comparing the roll acceleration measured by the MEMS gyro sensor with the lateral acceleration of two MEMS accelerometers located at two different heights of the tilt assembly. The difference between the readings of the two MEMS accelerometers that do not come from the measured roll acceleration may be used to estimate side slip to compensate for the stability enhancing steering 810. The motorcycle industry already uses means to detect slip and limit acceleration and braking in many commercial motorcycle models equipped with "traction control."

[0145] Steering components

[0146] The steering assembly 815 may provide a steering enhancement method by applying forces that control the trajectory and stability of the leaning vehicle 500 by manipulating its multiple steerable components (eg, using a steering controller) as a single steerable assembly.

[0147] It will be appreciated that in the present disclosure, the steered component of the steering assembly 815 is referred to as the steered component 899 , which is not to be confused with other components of the steering assembly 815 (eg, components surrounding the steered component).

[0148] In one embodiment, the steering assembly 815 can be partially steered by the steering controller 850. For example, the steering assembly 815 can be partially steered by the driver's manual force (eg, torque) and partially steered by the steering controller 850 (eg, supplemental steering).

[0149] In one embodiment, the steering assembly 815 can be completely manipulated by the steering controller 850.

[0150] The steering controller 850 can combine and assist the driver steering 855, the stability enhancing steering 810, or both. The steering controller 850 can apply the combined and assisted steering to the steering assembly 815. Thus, the steering assembly 815 can be manipulated by the driver steering 855, the stability enhancing steering 810, or both simultaneously and cooperatively by the steering controller 850.

[0151] The steering assembly 815 can manipulate its at least one track controller 705 and its at least one flywheel gimbal 112 as a single component. The steering assembly 815 can interconnect the manipulated position of the track controller 705 and the manipulated position of the flywheel gimbal 112 using a steering link 816. This can allow the manipulation of the steering assembly 815 to simultaneously manipulate the manipulated position of its track controller 705 and the manipulated position of its flywheel gimbal 112 in a single manipulation action. This can provide a simplified manipulation interface for the steering controller 850 and the driver 855 and the stability enhancement controller 809 connected thereto compared to the independent manipulation of the track controller 705 and the flywheel gimbal 112.

[0152] The steering assembly 815 can make it easier to control the steered assembly, easier to sense and easier to predict for the steering controller 850, the driver 855 and the stability enhancement controller 809, because the components of the steering assembly 815 can be steered as an assembly rather than individually. This can increase the ability to predict the effects of manipulation of the components of the steering assembly 815, increasing the driver's 855 control of trajectory and balance under certain conditions.

[0153] Flywheel universal joint

[0154] The flywheel universal joint 112 may support at least one flywheel assembly, and receive a steering torque therefrom when a rolling torque is applied to the vehicle and apply a rolling torque to the vehicle when a steering torque is applied thereto.

[0155] The flywheel gimbal 112 of the steering assembly 815 can be attached to at least one flywheel assembly 100. The gimbal shaft 845 of the flywheel gimbal 112 can be pivotally attached to the tilt assembly. The gimbal shaft 845 of the flywheel gimbal 112 can be substantially perpendicular to the flywheel shaft 105 of the flywheel assembly 100. The normal / conventional / initial / default orientation of the gimbal shaft 845 and its corresponding normal / conventional / initial / default orientation of the flywheel shaft 105 can be selected to transmit a precession torque at least partially along the roll axis of the tilt assembly when the flywheel gimbal 112 is manipulated about its normal orientation. This can provide a means for the steering assembly 815 to apply a roll torque from the manipulation of the flywheel gimbal 112 and receive a steering torque from the flywheel gimbal 112 when the roll torque is applied to the tilt assembly.

[0156] Those skilled in the art will appreciate that many combinations of the normal orientation of the cardan shaft 845 and the normal orientation of its flywheel shaft 105 can provide the steering assembly 815 with a means for applying a precession torque at least partially along the roll axis of the tilt assembly when maneuvered about its normal orientation.

[0157] Thus, it can be appreciated that the gimbal shaft 845 of the one or more flywheel gimbals 112 can be rotatably attached and substantially perpendicular to the longitudinal axis of the vehicle's tilt assembly (e.g., the front fork 514 when the flywheel is within the front wheel). The one or more flywheel gimbals 112 can support (directly or indirectly) the one or more flywheel shafts 105, which can be substantially perpendicular to the orientation of the gimbal shaft 845. It can also be appreciated that the "normal" or conventional orientation of the flywheel shaft 105 can be substantially perpendicular to the longitudinal axis of the vehicle.

[0158] It will also be appreciated that the flywheel universal joint 112 may not be limited to the general definition of a universal joint (i.e., a passive universal joint), and may use a steering actuator 818 to change the orientation of the flywheel assembly 100, and may have only one steered universal joint axis 845 that is oriented substantially perpendicular to the roll axis of the tilt assembly of the vehicle. It will also be appreciated that a universal joint having more than one pivot and link may be used to support the flywheel assembly 100 and steer its orientation.

[0159] In one embodiment, the steering enhancement method may use the vertical normal orientation of the flywheel universal joint 112 axis and its corresponding lateral normal orientation of the flywheel shaft 835 .

[0160] In another embodiment, the steering enhancement method may use the lateral normal orientation of the flywheel universal joint 112 and its corresponding vertical normal orientation of the flywheel shaft 835 as a means of applying a roll torque to the tilt assembly when maneuvering about its normal orientation.

[0161] The steering enhancement method may use a steering assembly 815 having one or more flywheel universal joints 112 .

[0162] In one embodiment, two counter-rotating flywheel assemblies 100 located in two different flywheel universal joints 112 can be used to cancel each other's angular momentum under certain conditions. This is a technique known in the art, such as exemplified in patent US796893A.

[0163] Flywheel assembly

[0164] In its normal operation, the one or more flywheel assemblies 100 may continue to rotate beyond the minimum speed required to apply a precession torque along the roll axis when the flywheel gimbal 112 is steered using the steering enhancement method.

[0165] In one embodiment, the steering controller 850 can use the angular momentum controller 880 to adjust the rotational speed of one or more flywheel assemblies 100 according to the configured corresponding vehicle speed profile. The configured speed profile can be changed based on the driver's configuration, limits set by factory settings, and / or other vehicle parameters.

[0166] The flywheel assembly 100 may include a flywheel stator 104 and a flywheel rotor 106 that rotate a flywheel rotating mass 118 about a flywheel axis 105 .

[0167] like Figure 5 As can be seen in FIG. 1 , in one embodiment, the flywheel assembly 100 can include an electric machine consisting of a flywheel stator 104 and a flywheel rotor 106 that rotates a flywheel rotating mass 118 about a flywheel shaft 105. The flywheel rotating mass 118 can be coaxially mounted on a cylindrical flywheel rotor 106. The flywheel rotor 106 can be coaxially and rotatably mounted on the flywheel shaft 105 and around the flywheel stator 104. The flywheel stator 104 can be coaxially mounted to the flywheel shaft 105 and located inside the flywheel rotor 106. Therefore, as can be seen in one embodiment, this configuration can enable a more compact configuration and the use of a larger and more powerful motor / generator hidden at the center of the flywheel, while enabling the use of wheels at the periphery of the flywheel assembly to support the vehicle and steer the track.

[0168] In one embodiment, the proposed flywheel assembly 100 may have some similarities with the design of known electric hub motors, but differs in that Figure 5 A flywheel assembly 100 of one embodiment similar to the flywheel assembly shown in FIG. replaces the tire of a typical wheel hub motor with a flywheel rotating mass 118. The flywheel stator 104 and the shaft 105 may include sensors to measure the position and precession torque of the flywheel rotating mass 118. In one embodiment, the flywheel stator 104 may use energy from a battery or from regenerative braking of the vehicle to power the rotation of the flywheel rotating mass 118. Alternatively, the kinetic energy in the flywheel assembly 100 may be used to power the vehicle. The flywheel motor may also be used as a regenerative brake to stop the rotation of the flywheel (if necessary).

[0169] In one embodiment, the flywheel motor can be any other suitable type of motor, such as a hydraulic motor, a pneumatic motor, or a mechanical system. In one embodiment, the rotation of the wheel or engine can provide power for the rotation of the flywheel rotating mass 118 through a mechanical connection.

[0170] The flywheel rotating mass 118 can be a uniform disk rotating about its axis. It can also be designed with more weight on the periphery to increase the angular momentum stored for a given mass, angular velocity and diameter. The flywheel rotating mass 118 may be composed of steel alloy, aluminum alloy, carbon fiber, glass fiber, or any other known material that meets specific requirements.

[0171] The flywheel rotating mass 118 may be made of a composite material with its fibers oriented to increase mechanical strength in the direction of the forces involved.

[0172] The flywheel rotating mass 118 may be made of a composite using an additive manufacturing process.

[0173] The flywheel rotating mass 118 may be made from a composite using a continuous filament winding process.

[0174] The flywheel rotating mass 118 may be made of a composite assembled by an automated fiber placement machine.

[0175] The flywheel rotating mass 118 may be connected to the flywheel rotor 106 by a flexible flywheel link to reduce the load on the bearings and the vibrations transmitted between the flywheel rotating mass 118 and the flywheel rotor 106. Proper adjustment of the flexibility of the flexible flywheel link can reduce the vibrations transmitted from the rotation of the flywheel rotating mass 118 to the rest of the vehicle. The design of the flexible flywheel link and its application to the flywheel assembly and universal joint has become common with the known use of harmonic dampers, but the axial and radial degrees of freedom are adjusted for the normal speed range and loads of the flywheel rotating mass 118.

[0176] The flexible flywheel link may be flexible, elastic, elastomeric, rubbery, springy, resilient, soft, or a combination thereof, and may be made at least in part of a spring, a flexure, an elastomer, a gas, or a combination of these.

[0177] The additive manufacturing process can enable adjustment of some of its physical properties, for example, by adjusting the proportions of flexible materials (e.g., elastomers) and additive components such as composite fibers (e.g., fiberglass). In some embodiments, the physical properties of the flexible flywheel linkage can be modified, adjusted, and / or controlled by selecting the orientation and geometry of the composite fibers produced to produce a desired level of damping while providing mechanical strength to resist centrifugal forces and road shock. This can provide the system with the ability to reduce vibrations transmitted to various sensors (e.g., accelerometers), to bearings supporting the flywheel, and to actuators of the steering controller 850, while producing a cheaper, lighter, and more durable flywheel.

[0178] In one embodiment, the mechanical resonant frequency of the flywheel rotating mass 118 relative to the vehicle may be adjusted to be below the mass rotation frequency in operation, thereby reducing vibration when rotating above this critical speed.

[0179] Trajectory Controller

[0180] The trajectory controller 705 may be a component that guides the trajectory of the vehicle. The trajectory controller 705 may be composed of one or more components selected from the group consisting of wheels, skis, floats, rudders, skates, continuous tracks, etc.

[0181] In the case of a track steered by means of an articulated surface support, the track controller may be a surface engaging steering member comprised of one or more members selected from the group consisting of wheels, skis, floats, rudders, skates, continuous tracks, and the like.

[0182] In one embodiment, trajectory controller 705 may be the front wheel of a conventional bicycle equipped with a tire and a valve stem accessible from the side of the wheel to inflate the tire.

[0183] The front wheels of most bicycles and motorcycles can be adapted to be provided with a trajectory controller 705 to apply the steering enhancement method. In one embodiment, the spokes of the steered wheel can be replaced by discs to free up space inside the rim for the flywheel assembly 100. In one embodiment, the wheel cover 524 can replace the spokes and can be attached to the rim with screws and to the flywheel shaft 835 with bearings.

[0184] The steering enhancement method can be used with one or more steered wheels. In one embodiment, the vehicle can use two front wheels tilted by a tilt assembly and together with the trajectory controller 705 to steer the trajectory.

[0185] One embodiment may be a motorcycle that uses the front and rear steered wheels connected together by a steering link 816 as the trajectory controller 705 .

[0186] The increased stability and agility provided by the proposed method can allow for more freedom in the selection of the steering geometry of the trajectory controller 705, since the method does not rely solely on the steering geometry and the driver's steering to balance the vehicle. The steering enhancement method can also rely on the steering assembly 815, its flywheel assembly 100, and the steering controller 850 to maintain balance.

[0187] The steering enhancement method may be used with the steered wheel 817 replaced by at least one steered ski, steered float, or other similar device to control the trajectory of the vehicle.

[0188] It will be appreciated that the tilt wheel vehicle 500 may also be a tilt vehicle that uses a device that replaces the wheels to guide its trajectory.

[0189] Therefore, it is understood that the steered wheels are not limited to wheels, and may instead be any type of suitable trajectory controller 705 that can contact the support surface (e.g., snow, water, ground air) on which the inclined vehicle is traveling, such as skis, continuous tracks, rudders, ice skates, or combinations thereof. Therefore, it is understood that in this document, the steered wheels include all suitable alternatives that may be considered by those skilled in the art.

[0190] In one embodiment, the flywheel assembly 100 and wheel may also include a drive train assembly 512 mounted in parallel with the flywheel assembly 100, either internally or externally to the wheel, to propel the wheel of the vehicle.

[0191] Steering linkage

[0192] The steering assembly 815 can use one or more steering links 816 to interconnect the manipulated positions of one or more flywheel gimbals 112 with the manipulated positions of one or more trajectory controllers 705. The manipulated components of the steering assembly 815 can be referred to as manipulated components. The steering links 816 can pivot the manipulated positions of the flywheel gimbals 112 in proportion to the manipulated positions of the one or more trajectory controllers 705.

[0193] like Figures 9 to 13 and Figure 21 to Figure 23 As shown, for example, in some embodiments, the steering link 816 of the steering assembly 815 can be made of a rigid connection / link. In one embodiment, the rigid connection ensures that the various components of the steering assembly 815 are manipulated relative to each other. In one embodiment, the rigid link can include a mechanical link, a hydraulic link, any non-deformable part or a combination thereof.

[0194] One embodiment may use two interconnected hydraulic steering actuators as a means to rigidly and proportionally interconnect the manipulated positions of two manipulated components of a steering assembly. The two interconnected steering actuators may transfer hydraulic fluid from one to the other as a means of transferring displacement from one to the other. One embodiment may use the steering motor actuator 142 to apply assistance from a steering controller and use two interconnected hydraulic actuators as steering linkages 816 to proportionally transfer mechanical displacement from one manipulated component to the other.

[0195] The sum of the forces applied to and from the steering assembly 815 may determine the manipulated position of the steering assembly 815. The steering assembly 815 may be manipulated by forces from the steering controller 850, forces from the flywheel gimbal 112, and forces from the trajectory controller 705.

[0196] In one embodiment, one or more steering links 816 may be provided by two or more steering actuators 818, the positions of which are coupled to one another according to a predetermined steering ratio. If the steering actuators 818 provided are fast, strong, and accurate enough to maintain relative positions, this may allow, under certain conditions, the use of the steering actuators 818 as both steering links 816 and steering actuators 818. Given the requirements for such steering actuators 818, preferred embodiments may use mechanical linkages rather than interconnected electromechanical actuators as steering links.

[0197] The use of a motorized linear actuator as a steering rod with an adjustable length can be suitable for providing the steering link 816 with the function of rigidly interconnecting (e.g., co-locating) the manipulated position of the trajectory controller 705 relative to the manipulated position of the flywheel universal joint of the steering assembly 815. It can also enable the application of a bias between the manipulated components of the steering assembly 815 (e.g., applying a bias between the manipulated position of the flywheel universal joint 112 and the manipulated position of the trajectory controller 705). This can enable the use of coordinated manipulation (e.g., independent manipulation of the components) under special conditions while maintaining the interconnection of the manipulated positions of the steering links.

[0198] The use of multiple steering actuators 818 as steering links or the use of linear actuators as steering links 816 (e.g., replacing the motor steering link 132) can temporarily replace simultaneous manipulation (e.g., defined by steering links that determine the manipulated positions of components relative to each other) with coordinated manipulation under certain special conditions (e.g., emergency maneuvers) to achieve a certain level of independent manipulation of the manipulated position of the flywheel universal joint 112 relative to the manipulated position of the trajectory controller 905 (e.g., by using the offset between the manipulated positions as an offset from the motor steering link 132 to send to multiple steering actuators or linear actuators).

[0199] In one embodiment, a special condition for initiating a transition from simultaneous maneuvers to coordinated maneuvers (e.g., independent maneuvers) may be when the applied driver steering torque reaches a predetermined limit (e.g., the vehicle is tilted toward a nearby wall that is substantially parallel to the current trajectory, the driver applies a steering torque exceeding the predetermined limit to prevent the vehicle trajectory from entering into a collision with the wall to restore stability, and the steering controller 859 temporarily operates the coordinated maneuver by inserting an offset in the steering command to the steering actuator 818 steering the flywheel universal joint 112 to apply a roll torque to restore balance while allowing the trajectory controller's steering actuator to steer away from that direction).

[0200] One embodiment in which coordinated maneuvering (e.g., independent maneuvering) of the steering actuator 818 acting as a steering linkage may be used is when the steering controller 850 is equipped with a distance measuring camera to detect the presence of obstacles along the side of the vehicle, thereby limiting the maneuvers that can be completed in that direction to restore balance without entering into a collision.

[0201] Embodiments using coordinated manipulation of manipulated components (e.g., independent manipulation) under special conditions can use the steering controller 850 to gradually reduce the offset inserted between the manipulated positions of the manipulated components (e.g., returning a linear actuator to its normal length or reducing the offset between the manipulated positions of an actuator serving as the steering link 132) after the special condition is resolved, thereby returning to the simultaneous manipulation function of the steering links to manipulate the position of the trajectory controller 705 and the position of the flywheel universal joint 112 relative to each other.

[0202] One or more steering links 816 may orient at least one flywheel gimbal 112, at least one trajectory controller 705, and at least one steering controller 850 to be substantially centered when one of them is centered (eg, in a normal orientation).

[0203] In this context it will be appreciated that the centered orientation of the trajectory controller 705 is such that the vehicle is traveling in a straight trajectory and the centered orientation of the flywheel universal joint 112 is such that the flywheel axis of rotation is substantially perpendicular to the longitudinal axis of the vehicle.

[0204] The steering link 816 can direct the manipulation of the one or more flywheel gimbals 112 to produce a substantially rightwardly directed roll torque on the tilt assembly when the vehicle is turning left and to produce a substantially leftwardly directed roll torque on the tilt assembly when the vehicle is turning right. Thus, the roll torque from the combined manipulation of at least one flywheel gimbal 112 and at least one trajectory controller 705 can enhance at least some other effects of vehicle stability and agility.

[0205] It can be appreciated that turning right can generate a steering rate to shift the steered orientation of the trajectory controller 705 to the right, causing the flywheel assembly 100 to apply torque at least partially on the roll axis of the tilt assembly and tilt to the left. It can be appreciated that turning left can generate a steering rate to shift the steered orientation of the trajectory controller 705 to the right, causing the flywheel assembly 100 to apply torque at least partially on the roll axis of the tilt assembly and tilt to the left.

[0206] When the tilt assembly rolls due to an external lateral force applied to the tilt assembly while the vehicle is traveling forward, the flywheel universal joint 112 applies a steering torque that manipulates one or more trajectory controllers 705 to introduce the tilt vehicle 500 into a roll, thereby generating a roll torque on the tilt assembly that at least partially compensates for the external lateral force. This can at least partially contribute to increasing the stability of the tilt assembly. In one embodiment, this effect can at least partially contribute to the stability of the vehicle.

[0207] The one or more steering links 816 interconnecting the components of the steering assembly 815 may be suitably selected from the group consisting of a belt with a pulley, gears, interconnected hydraulic actuators, interconnected electromechanical actuators, interconnected universal joints, a connecting rod connected to a steering arm, or any other suitable means of connecting the steering assembly 815.

[0208] In one embodiment, the stiffness and strength of the steering linkage 816 can help synchronize the forces applied by the steered components, synchronize the steered positions of the steered components, and reduce the power required by the steering actuator 818 to balance the vehicle.

[0209] In one embodiment, the stiffness and strength of the steering linkage 816 can reduce steering oscillations that occur under certain conditions, such as pitch, shake, and sway.

[0210] In one embodiment, the stiffness and strength of the steering linkage 816 can reduce oscillations caused by improper steering leads and lags between steered components, which can be the origin of negative feedback loops.

[0211] It will be appreciated that if the orientation of the steering link 816 interconnecting the control of the trajectory controller 705 with the control of the flywheel universal joint 112 is reversed, there may be increased complexity because under certain conditions the roll torque from the control of the steered universal joint will offset the roll torque from the trajectory controller, making the system difficult to steer.

[0212] It will be appreciated that reversing the angular momentum stored in the flywheel assembly 100 for the steering enhancement method (e.g., rotating it backward rather than forward) without correspondingly changing the steering linkage 816 may increase complexity because, under certain conditions, the roll torque from the manipulation of the flywheel universal joint will oppose the roll torque from the trajectory controller rather than enhance it.

[0213] Steering ratio

[0214] The steering ratio is the ratio between the displacement of the manipulated component and the corresponding displacement of another manipulated component coupled thereto. The steering ratio can be adjusted to be positive or negative. The steering ratio can be adjusted manually using a steering ratio adjustment. The steering ratio can be adjusted by a command sent to a steering ratio actuator. The steering ratio can be automatically adjusted by a steering ratio actuator controlled based on appropriate vehicle parameters such as its speed, its weight, and angular momentum in one or more flywheel assemblies 100.

[0215] One embodiment may adjust the steering ratio of the manually operated steering input 522 , the steered wheel 705 , or the flywheel universal joint 112 to improve steering feedback or control of the steering assembly 815 .

[0216] Universal joint ratio adjuster

[0217] The steering ratio of a flywheel gimbal 112 relative to other flywheel gimbals 112 and / or a trajectory controller may be adjusted by a gimbal ratio adjuster 863 .

[0218] The gimbal ratio adjuster 863 may be remotely adjusted by the steering ratio actuator to increase gimbal steering when the vehicle is traveling at low speed or stopped, or to provide increased roll torque for a given displacement of the steering assembly 815. Additionally, this may reduce the steering displacement of the trajectory controller 705 and manually operated steering input 522 necessary to apply the roll torque required to balance the vehicle at low speeds.

[0219] In one embodiment, the gimbal ratio adjuster 863 may automatically adjust based on vehicle speed to provide increased gimbal steering at low speeds.

[0220] In one embodiment, the gimbal ratio adjuster 863 may also automatically adjust based on vehicle speed to provide increased gimbal steering at higher speeds.

[0221] In one embodiment, the gimbal ratio adjuster 863 may be adjusted using a steering ratio actuator that changes the effective length of the torque arm of the flywheel gimbal 112. This may reduce the amount of steering that the steered wheel 705 and the manually operated steering input 522 must apply to apply the roll torque required to balance the vehicle at low or high speeds.

[0222] In one embodiment, using multiple steering actuators 816 as steering links may enable the steering controller 850 to adjust the gimbal ratio adjuster and use either a positive or negative ratio.

[0223] In some embodiments, the steering controller 850 may also adjust the steering ratio of the plurality of steering actuators 818 used as the steering links 816 .

[0224] One embodiment may use multiple steering actuators 816 to reverse the orientation of the steering linkage 816 used with the steering motor and simultaneously reverse the rotation of the flywheel, thus maintaining the ability to use it for stability enhancement methods after reversing the rotation. This may enable the use of the flywheel assembly to store forward angular momentum when the vehicle is traveling at low speeds and be manipulated in the same direction as the trajectory controller, and reverse the steering ratio (e.g., become negative and opposite to the manipulated direction of the trajectory controller 705) and rotation direction (e.g., rotate in a rearward direction) of the flywheel assembly when the vehicle is traveling at high speeds. If multiple steering actuators 818 are used as steering linkages, one embodiment may reverse the angular momentum stored in the flywheel for use with the inertia compensation method (described later) while maintaining the ability to use it for steering enhancement methods.

[0225] Steering Controller

[0226] The steering controller 850 may manipulate the steering assembly 815 based on received driver steering 855, received stability enhancing steering 810, steering controller assistance 892, or a combination of these elements.

[0227] The steering controller 850 may have similarities to the known use of electric power steering seen in some automobiles, but with the added benefit of increased stability when used with the proposed method.

[0228] The steering controller 850 may determine the assistance applied by the steering actuator 818 using one or a combination of an electronic or mechanical analog controller, a microcontroller, a field-programmable gate array (FPGA), or any other suitable means.

[0229] The steering controller 850 may also use cameras, geo-location devices, magnetometers and other sensors and peripherals to determine the actions to be taken. It will be apparent to those skilled in the art who are familiar with the state of the art in relation to autonomous vehicles that the controller means of the present invention may be further appropriately configured and adapted to support additional known functions, such as Global Positioning System (GPS) position, cameras and Light Detection and Ranging (LiDAR) technology for detecting obstacles, surrounding ground contours and vehicle posture, weather conditions, wireless communication means, artificial intelligence software capabilities, etc., for remote control and / or for autonomously operating the wheeled vehicle 500 along a predetermined path or to a predetermined destination.

[0230] The steering actuator 818 may be a device that steers the steering assembly 815 based on the assistance determined by the steering controller 850. The steering actuator 818 may be a steering motor 142, a mechanical actuator, or a combination of both types. For example, in one embodiment, the steering actuator 818 may be provided by a combination of a mechanical actuator that transmits force from the manually operated steering input 522 to the steered assembly and a steering motor 142 that converts the assistance determined by the steering controller 850 into a steering torque from the steering motor 142 that is applied to steer the steering assembly 815.

[0231] The steering controller 850 may be a means of augmenting received driver steering 855 or received stability enhancement steering 810, or both, with steering controller 850 assistance in the direction of and proportional to the applied torque. This may enable the driver to steer the vehicle like a conventional vehicle (e.g., in accordance with a torque control trajectory), but with reduced effort and increased coordination with the steering controller 850 assistance.

[0232] In one embodiment, the steering controller 850 may apply a linearization gain to the received driver steering 855 and / or to the received stability enhancing steering 810 and add the result to the determined assistance of the steering controller 850. The steering controller 850 may also determine centering assistance 882 and traction assistance 883 to add to the determined assistance of the steering controller 850.

[0233] In one embodiment, the steering controller 850 can linearize the steering response of the steering assembly 815 based on the vehicle speed sensor 808, the steering position sensor 954, the steering ratio, the angular momentum stored in the flywheel assembly 100, and other parameters that affect the steering response.

[0234] In one embodiment, in order to linearize the response of the steering controller 850 assistance, the linearization gain may be reduced at high speeds.

[0235] One embodiment can utilize centering assist 882 to supplement steering controller assist 892. Centering assist 882 can be adjusted based on vehicle speed. Centering assist 882 can increase comfort and keep steering assembly 815 in a centered position when driver 855 does not apply steering input. This can improve the ability of the tilt assembly to remain upright because it can keep the steering assembly 815 away from the limit of the manipulated position where the manipulation of the flywheel universal joint cannot be used to apply a precession torque on the roll axis to balance the tilt assembly. In other words, centering assist 882 can be used to ensure that the steering assembly 815 remains centered in the desired direction (e.g., oriented in a normal direction or a desired manipulated position), which can prevent the steering assembly 815 from reaching a maximum manipulated position.

[0236] It will be appreciated that the steering assembly 815 may not be steerable toward the right and left sides of the vehicle at angles greater than a maximum steering position (e.g., typically approximately 80°), and that the precession torque on the vehicle's roll axis resulting from a given amount of steering rate may decrease as the steered position increases to the right or left.

[0237] The centering assist 882 can supplement the steering controller 850 assist with steering forces away from the center steering position. The steering torque away from the center steering position can be similar to the forces known to be generated by the steering geometry of a conventional motorcycle at forward speed within its stable range. When its profile is properly adjusted, this steering controller 850 assist away from the center position can produce a self-centering effect because it can produce a compensating lean angle error 855 that steers in the direction of the center position.

[0238] In one embodiment, when the vehicle is traveling at low speeds or in parking mode, centering assistance 882 from steering controller 850 may be increased to increase the self-balancing ability of the vehicle.

[0239] When the steered angle is great enough to displace the vehicle's contact point on the supporting surface substantially laterally relative to the center of mass, the steering controller 850 may apply a roll torque by sending commands to the driveline assembly 512 .

[0240] This method has some similarities to an inverted pendulum balancing, where the contact point on the supporting surface is displaced to maintain balance. This technique can be integrated into a steering controller 850 that is already equipped with a stability enhancement method.

[0241] Steering controller 850 may be configured to increasingly use powertrain assembly 512 to apply a roll torque as the steered angle exceeds a preconfigured value to the right or left.

[0242] The combination of roll torque generated from lateral displacement of trajectory controller 705 on its supporting surface, roll torque from manipulation using driveline assembly 512 and steering assembly 815 can provide a variety of advantages. The roll torque from a given amount of displacement of the driveline can be increased because the roll torque from a given amount of manipulation rate can be reduced at large steering angles of steering assembly 815 when the vehicle is traveling at low speed or no speed. Therefore, they can complement the ability to apply roll torque at different steering angles.

[0243] An embodiment may use front wheel drive or rear wheel drive to accelerate the vehicle forward or backward in the steered trajectory and apply a corresponding roll torque.

[0244] In one embodiment, a typical electric bicycle equipped with a rear hub motor can be used to apply a balancing roll torque by steering the steering assembly when the steered angle is small, and by using the drive train assembly 512 to move the vehicle laterally when the steered angle is large.

[0245] An embodiment may automatically and gradually switch between the two balance aids based on the position of the manipulated component.

[0246] The steering controller 850 can keep track of the forward and rearward displacements made to balance the vehicle through the drive train assembly 512 and use the closed loop displacement controller 888 to keep this value approximately zero. The closed loop displacement controller 888 can enable the steering controller 850 to limit the total forward and lateral displacements made to balance the vehicle. The closed loop displacement controller 888 can also compensate for the forces applied by the uneven support surface on the drive train assembly 512.

[0247] The steering controller 850 may also determine the ratio of the roll torque applied by the steering actuator 818 to the roll torque applied by the powertrain assembly 512 using a linearization factor that is automatically adjusted based on the vehicle speed sensor 808 and the steering position sensor 954 .

[0248] In one embodiment, the steering controller 850 can apply assistance using the steering actuator 818 and the powertrain assembly 512 based on the ratio it determines, and can reverse the direction of the assistance applied by the powertrain assembly 512 for a left steering angle because the reversal of the steering direction of the steering assembly can also reverse the direction of the roll torque applied by the powertrain assembly 512.

[0249] By using the steering controller 850 as a steering damper, many types of steering oscillations can be reduced. The steering controller 850 can measure the steering torque from the steering assembly 815 and use the steering damper to assist in limiting it when undesirable forces are detected. The steering torque from the steering assembly 815 can be determined by comparing the angular acceleration of the steering assembly 815 with the steering torque applied thereto.

[0250] Various oscillations of the steering assembly 815 are known to experts in the field, and it is also known to identify methods to limit these oscillations.

[0251] However, the use of a single motor to simultaneously and / or sequentially function as a steering damper, adjustable centering force, gimbal actuator, and / or power steering and / or flywheel gimbal 112 actuator would be considered an improvement over the current state of the art.

[0252] The steering actuator 818 of the steering controller 850 may apply the determined steering torque to the steering assembly 815. The steering actuator 818 may also be used as a brake or generator to absorb steering rebound or oscillation from the steering assembly 815 when necessary.

[0253] The steering actuator 818 of the steering controller 850 may be a torque motor operated as a torque-controlled motor so that the torque from the manually operated steering input 522 and the steering torque from the steering assembly 815 can operate the steering assembly 815 with reduced interference from the steering motor 142 .

[0254] The steering motor 142 of the steering controller 850 can also be operated as a torque control motor using feedback from the angular velocity and acceleration measured by the steering position sensor 954. This feedback can be used to limit the effects of the steering torque from the steering assembly 815, such as limiting oscillations from the impact of the vehicle on the road surface. The steering controller 850 that controls the steering motor 142 can increase the gain and apply the steering torque in the opposite direction to the angular velocity and acceleration detected by the steering position sensor 954. The steering motor 142 feedback can be used in one embodiment to control the level of road feedback transmitted to the driver 855 through the manually operated steering input unit 522. The steering motor 142 feedback can also be used as a damper to limit steering oscillations at certain vehicle speeds.

[0255] In one embodiment, when the vehicle is moving at low speeds, increased steering friction from the tires rubbing against the ground may be compensated by steering motor 142 feedback.

[0256] In one embodiment, at low vehicle speeds, the steering motor 142 feedback may provide increased gain and additional assistance in a direction opposite to the angular velocity and acceleration detected by the steering position sensor 954. For example, the steering actuator may control the steering rate at low vehicle speeds and / or the steering torque at high vehicle speeds, which may be accomplished in certain embodiments with transitions between different levels of assistance that may be defined by a linearized gain and may occur gradually between different speeds (e.g., between low vehicle speeds (between approximately 0 km / h and approximately 10 km / h) and higher vehicle speeds).

[0257] In one embodiment, the steering motor 142 of the steering controller 850 may be operated as a torque controlled motor with adjustable steering motor 142 feedback assistance. The method used in some embodiments may function like a Proportional-Integral-Derivative (PID) loop to reduce the speed and acceleration of the steering motor 142, where "P" may be the torque, "I" may be the speed of the steering motor 142, and "D" may be the acceleration of the steering motor 142. In one embodiment, these PID coefficients of the steering motor 142 feedback may be automatically adjusted by the steering controller 850 based on the vehicle speed determined by a predetermined profile.

[0258] Please note that the definition of PID proposed in this article is not limited to the strict traditional definition of PID, and in this disclosure, PID can include simple PD assisted, feedforward assisted, or fuzzy logic assisted.

[0259] In the case where the driver steering torque 857 is manually applied to the steering controller 850, the steering controller 850 can measure the driver steering torque 857 using the steering torque sensor 953, and its measurement can be multiplied by the linearization gain to determine the corresponding steering actuator 818 assistance. In combination with other steering controller 850 assistance, the corresponding steering command can be applied to the steering assembly 815 by the steering motor 142. The driver steering torque 857 applied to the steering controller 850 can also be mechanically transmitted to the controlled assembly 899 by a mechanical actuator (e.g., a bicycle handlebar and a bicycle steering tube) to provide a redundant path for the driver to apply the steering torque. This can enable the driver to steer the trajectory and balance the vehicle using the manually operated steering input 522 even in the event of a failure of the steering motor 142 assistance of the steering controller 850 (e.g., using position feedback when the vehicle is traveling at high speeds or using increased steering for balance at low speeds in accordance with the torque control trajectory).

[0260] The steering controller 850 may be made from components similar to the well known electric power steering in automobiles.

[0261] In one embodiment, this means that even if the steering controller 850 fails, manual steering can still operate, which will mean that it cannot apply additional steering torque. This still allows the vehicle to be manually steered by the driver steering 855.

[0262] The various components and internal workings of the device that provides steering actuator 818 assistance may be, but are not limited to, components and internal workings known in the art.

[0263] One embodiment may use the steering controller 850 to apply a linearization gain to the driver 855 steering and stability enhancing steering 810 signals to determine a corresponding steering controller 850 assist.

[0264] In one embodiment, the steering controller 850 may also apply centering assist, traction assist, steering feedback assist, and steering damper assist.An embodiment may also include a mechanical path for transmitting the driver steering torque 857 to the steered component 899.

[0265] An embodiment may use the manually operated steering input 522 to apply the driver steering torque 857 and / or receive feedback from the steering controller 850 .

[0266] One embodiment may use a steering handle 522 similar to those used on a bicycle as a manually operated steering input 890 to receive manually applied operator steering commands 898 .

[0267] Many other types of interfaces (such as side handles, steering wheels, foot steering, and joysticks) can provide the driver with an appropriate interface to transmit steering commands to the steering controller 850 and / or receive steering feedback. This embodiment can benefit from a redundant means of ensuring stability by utilizing the driver steering mechanically transmitted to the steering assembly 815 and by using the steering controller assistance provided via the steering actuator 818.

[0268] As is known in automobiles and other types of vehicles, steer-by-wire systems can also be used as an intermediate step between the driver 855 and the steering controller 850. This can provide a means for the steering controller 850 to enhance the user experience by modulating the steering ratio, damping of the flexible steering input and feedback by adjusting the parameters of the closed-loop controller of the motor to control the position of the manually operated steering input 522 and read the torque applied to the manually operated steering input.

[0269] Where the driver steering command 898 is a signal sent to the steering controller 850, the signal can be used by the steering controller 850 to determine a corresponding steering torque for controlling the steered trajectory in the direction opposite to the applied torque, as utilized in other previously described embodiments with manually operated steering inputs. This can enable the simple use of signals to control the trajectory of the vehicle without interfering with the ability of the vehicle to self-balance using stability enhancement methods, as this is the way a manually operated steering input would behave.

[0270] In one embodiment, the received driver steering command 898 may be linearized by the steering controller to produce a steered trajectory that is proportional to the received steering command 898 .

[0271] In one embodiment, the components of the steering controller 850 may be located in different locations. In one embodiment, the steering motor may be located inside the vehicle body, and the manually operated steering input 522 may be located outside the vehicle to receive the driver steering torque 857. Thus, an embodiment may have a steering assembly 815 operated by a mechanical steering actuator 818 receiving the manually operated steering input 522 and a steering motor 142 assisted by a determined steering controller 850.

[0272] The steering controller 850 may use multiple steering actuators 818 to simultaneously transmit steering forces from different steering motors 142 and / or mechanical actuators while ensuring simultaneous maneuvering if the steering actuators are powerful enough to reduce lead lag and maintain the steering ratio.

[0273] In one embodiment, selection of appropriate peak torque, power, and control loops may enable these motors to function as steering links 816 that simultaneously manipulate the position of the trajectory controller 705 and the position of the flywheel gimbal 112 according to a predetermined ratio. In this case, the steering ratios between these motors used as steering links 816 and their positions may be interconnected by a typical "PID" loop, where "P" may be the difference between their target positions (possibly including a bias to utilize coordinated steering under special conditions), "I" may be velocity, and "D" may be acceleration. It will be appreciated that the steering controller 850 may multiply the steering controller assist by the steering ratio of each steering actuator being controlled and then add it to the P component of each steering actuator being controlled.

[0274] It must be understood that the "PID" loop here should not be confused with "PID" based on other definitions.

[0275] It will be appreciated that the steering motor 142 may be a purely mechanical system (such as a hydraulic or pneumatic actuator) or an electromechanical system (such as a torque motor, a DC motor, or a stepper motor in a direct drive configuration or via appropriate gearing).

[0276] Steering controller assistance 892 may be provided by a simpler system that utilizes only some of the proposed functions to provide assistance. In one embodiment, more complex assistance functions may be provided only when desired (e.g., manually or automatically enabled / disabled). For example, in one embodiment, steering controller 850 assistance may provide assistance to stability enhancement controller 809 only when requested by driver 855.

[0277] Embodiments using steering enhancement methods may be adjusted to use reduced stability enhancement steering 810 when the vehicle is operating under certain conditions, and only use force amplification of the steering controller 850. This may enable the driver 855 to have more control over the steering applied to the steered component 899, but with reduced steering controller assistance 892 under these conditions.

[0278] The steering motor 818 may be connected to the steered component 899 via a belt and pulley, a steering rod, gears, or the equivalent.

[0279] In one embodiment, a timing belt may be used to connect a high torque motor used as a steering actuator 818 of a steering controller 850 to the steered component 899. This may provide the system with an advantageous reduction ratio, backlash-free operation, low backlash torque, low noise operation, and ease of installation.

[0280] Driver Ratio Adjuster

[0281] The driver ratio adjuster may be used to adjust the steering ratio between the manually operated steering input 522 and the steering assembly 815 .

[0282] In one embodiment, the driver ratio adjuster may be manually adjusted based on driver 855 preference.

[0283] The driver ratio adjuster may be automatically adjusted by the steering ratio actuator 862 based on vehicle speed or other parameters suitable for improving the experience of the driver 855. This may be used, for example, to reduce the displacement of the manually operated steering input 522 made by the steered assembly 899 when balancing the vehicle at a slow speed cruise.

[0284] The driver ratio adjuster 861 may be provided by a system as seen in one embodiment or like other known power steering systems that use an electrically variable transmission ratio.

[0285] Flexible steering input

[0286] The flexible steering input 574 can couple the manually operated steering input 522 with the steering assembly 815. In one embodiment, the rapid position change of the steering assembly 815 can be transmitted to the driver 855 and may be uncomfortable. The rapid position change of the steering assembly 815 can be caused by bumps on the road, collisions of the tilt assembly, head shaking and tank slide oscillations or strong assistance from the steering controller 850. The flexible steering input 574 can be installed between the manually operated steering input 522 and the steering actuator 818 to allow some flexibility between the positions of these parts. The flexible steering input 574 can be manually adjusted or automatically adjusted based on road conditions or user preferences. Therefore, the flexible steering input 574 can be a means to provide improved comfort and protection for the driver 855 to be protected from the rapid steering of the steering assembly 899 during various events (such as impact and / or loss of traction).

[0287] The flexible steering input 574 may be one or a combination of a spring, a gas spring, rubber, a torsion bar, a compliant mechanism, or any other known equivalent.

[0288] In one embodiment, the flexibility of the flexible steering input 574 can be manually adjusted by a user.

[0289] In one embodiment, the flexible steering input 574 may be automatically adjusted by the steering controller 850 .

[0290] In one embodiment, the flexible steering input portion 574 can be adjusted in a manner similar to the use of known active suspensions, but with the goal of reducing driver steering feedback when rapid position changes of the steering assembly 815 occur (e.g., bumps from uneven road surfaces or other similar conditions).

[0291] In one embodiment, a mechanical steering damper may also be installed between the steering member of the steering assembly 815 and the vehicle body to limit the impact on the driver of rapid feedback from changes in the position of the steering assembly 815. This should not be confused with other uses of dampers (e.g., dampers between a steered component and the vehicle body to provide damping for the steered component).

[0292] In one embodiment that does not use the torque control trajectory of other embodiments described herein, the steering torque applied by the driver 855 to the manually operated steering input 522 and transmitted to the steering controller 850 through the flexible steering input 574 can be measured by the steering force sensor 953 and used by the steering controller 850 to determine the corresponding steering torque applied by the steering actuator 818 in the direction opposite to the torque applied to the manually operated steering input 522, and greater than the applied force. This can enable the driver to steer the vehicle like a position control steering device with force feedback. This can be used as a position control input to provide behavior more similar to a conventional car that steers in the direction of the applied torque. It is understood that while assisting the manually applied driver steering force in the direction opposite to the applied driver steering force may affect the operation of the system, other proposed assistance and benefits can still be achieved while enabling other functions. This approach may increase the driver's reliance on the steering controller to reverse the applied torque and require more adaptation of the driver steering method to recover from a steering actuator failure (e.g., the driver needs to suddenly reverse the steering torque applied for steering and begin steering the steering input according to a torque control trajectory rather than a position control trajectory). It will be appreciated that using the steering controller 850 to assist the manually applied driver steering force in the direction opposite to the applied driver steering force will reduce the system's ability to cooperate with the applied driver steering force and recover from a steering actuator failure.

[0293] Operation of the Steering Enhancement Method

[0294] Figure 7The general operation of the steering enhancement method is shown as a whole. The steering of the driver 855 and the stability enhancement controller 809 can be combined by the steering controller 850. The steering enhancement method can enable the driver 855 to utilize a steering instruction similar to the steering instruction for manipulating the conventional motorcycle advancing forward in its stable speed range to operate the system. This means that the driver can manipulate and reversely manipulate to maintain balance and guide track at the same time. Different from other systems using auxiliary and gyroscopes, this control method can utilize more predictable steering response and more traditional steering control to operate. Therefore, the system can provide more control, more safety and a certain level of natural redundancy.

[0295] In one embodiment, the driver 855 may apply a driver steering torque 857 on the manually-operated steering input 522 in a direction opposite to the desired steered trajectory of the vehicle and generally proportional to the desired steering angle.

[0296] It is understood that the driver 855 can manipulate the steering assembly 815 like a typical bicycle that the driver manipulates to travel at a forward speed within its stable range (e.g., as a torque control trajectory controller that is manipulated in the direction opposite to the applied torque and roughly proportional to the applied torque). This can also mean that when the vehicle is traveling forward, the method can enable the driver to apply a constant left steering torque to cause an initial left steering angle, cause a right tilt, cause a final right steady-state tilt (e.g., balance lateral centrifugal force and gravity while maintaining the steering angle of the corresponding driver's instruction), cause a right steering angle, and therefore cause a manipulated trajectory that turns right. This also means that the driver 855 can gradually remove the steering torque applied to the steering assembly 815 so that the system will be manipulated. The rate at which the system returns to the straight track can be determined by the configured centering assistance. The described method can also enable the driver to feel the position feedback from the steering assembly by holding the manually operated steering input unit 522 during the process.

[0297] An embodiment of a conventional motorcycle equipped with the proposed steering enhancement method and traveling at low speeds or stopped can be balanced without having to place a foot on the ground because manipulation of the steered assembly 899 by the steering controller 850 and the stability enhancement controller 809 will produce a balancing roll torque even at these speeds. In addition, the manipulation of the steering assembly 815 made to balance the vehicle can be made at least in part automatically by the stability enhancement controller 809 and the steering controller 850.

[0298] It is understood that the driver 855 can manipulate the steering assembly 815 like a typical bicycle that the driver manipulates at a forward speed within its stable range (e.g., as a torque control trajectory controller that manipulates in the direction opposite to the applied torque and roughly proportional to the applied torque), but differently when the vehicle is stopped. In this case, the method can enable the driver to apply a constant left steering torque to cause an initial left steering angle, cause a right tilt, cause a final mostly vertical steady state (e.g., balancing gravity while maintaining the steering angle of the corresponding driver command), and thus cause a right manipulated position. This also means that the driver steering 855 can gradually remove the steering torque applied to the steering assembly 815 so that the system is returned to the forward orientation (e.g., centered or normal position). The rate at which the system returns the manipulated direction to a straight trajectory can be determined by the configured centering assistance.

[0299] It will be appreciated that in one embodiment, the driver 855 can steer the trajectory of the vehicle by shifting his body weight to one side of the desired trajectory and in approximate proportion to the desired steering angle. This can enable the driver to steer the vehicle without using the handlebars at high speeds (e.g., as a well-designed motorcycle would do when traveling forward within its stable speed range) or at low speeds or when stopped.

[0300] Additionally, manipulation of the precession of the flywheel assembly 100 in the flywheel universal joint 112 can manipulate the trajectory controller 705 (e.g., apply a steering torque to the trajectory controller) to at least partially offset the lateral forces on the tilt assembly by steering the vehicle in the direction of the fall when the vehicle is traveling forward at sufficient speed.

[0301] The proposed multiple embodiments show some possible combinations of elements for implementing the use and operation of the steering enhancement method. Those skilled in the art should be able to determine various combinations, orientations and adjustments of the elements present in the proposed method to adapt to other applications or improvements of the steering enhancement method.

[0302] In one embodiment, a method for using and installing the kit may include: a step of providing a tilting vehicle 500; a step of providing a steering enhancement device; a step of equipping the tilting vehicle with the provided steering enhancement device so as to provide stability enhancement and / or steering enhancement during operation; a step of boarding the tilting vehicle; and a step of accelerating the vehicle.

[0303] In one embodiment, a method for enhancing stability and / or steering may include: a step of initiating a turn by manually applying a steering force (e.g., in a direction opposite to an intended trajectory); a step of measuring / detecting the manually applied steering command; a step of measuring an external force applied to a leaning vehicle; a step of determining a lean angle error; a step of determining a stability enhancing command; a step of determining a steering command based on the determined stability enhancing command and the measured manually applied steering command; and a step of manipulating a manipulable component of an inertial compensation device (e.g., a flywheel universal joint) to bring the leaning vehicle into an intended trajectory using at least one of a steering assist and a stability assist; and repeating at least one of the foregoing steps.

[0304] Inertia compensation method

[0305] The proposed inertia compensation method can enable a roll unstable vehicle (e.g., a leaning vehicle and a non-leaning vehicle) to at least partially compensate for the centrifugal forces present when making a turn. Compensating for the centrifugal forces using the inertia compensation method can reduce the risk of a non-leaning vehicle tipping over, and the risk of a leaning vehicle losing control / balance. Compensating for the centrifugal forces using the inertia compensation method can reduce the tilt angle required to compensate for the centrifugal forces on the tilting assembly when used on a leaning vehicle 500.

[0306] A non-leaning vehicle using the proposed inertia compensation method may be a typical narrow-track vehicle, such as a narrow tandem car or a small single-passenger vehicle. When a typical non-leaning vehicle makes a turn, weight transfer on the wheels on the outside of the vehicle turn may be required to generate a roll torque that compensates for the roll torque 900 from the centrifugal force. In a typical non-leaning vehicle 603 that does not use this method, the weight transfer may not be able to compensate for the centrifugal force using more than 100% of the vehicle's weight applied to the wheels on the outside of the turn without the risk of the vehicle tipping over. This limits the maximum roll torque 900 generated by centrifugal force that conventional vehicles can safely compensate, as well as the corresponding speed and agility of these vehicles.

[0307] Most tilting vehicles 500 are suitable for applying the proposed inertia compensation method. A typical tilting vehicle 500 can tilt the tilting component to use the gravity applied to the tilting component to offset the centrifugal force and maintain balance when the vehicle makes a turn. A typical tilting vehicle 500 usually requires time to start tilting before making a turn, and requires time to stop tilting before the vehicle stops turning. The time required to control the tilt angle before and after a turn may reduce agility and safety in some cases. Losing traction when the vehicle is tilted and making a turn may also be problematic because the loss of traction may suddenly remove the centrifugal force that offsets the gravity applied to the center of mass of the vehicle and cause a fall. The maximum speed at which the tilting vehicle 500 can make a turn may also be limited by the maximum tilt angle allowed before the vehicle or passengers touch the ground. Using the inertia compensation method to reduce the tilt angle required to offset the centrifugal force can increase the maximum steering angle possible at a given speed and reduce the time required to control the tilt when making a turn.

[0308] The proposed inertia compensation method may use one or more flywheel assemblies 100, whose rotation axis is at least partially oriented on the lateral axis of the vehicle. The rotation axis of the flywheel assembly 100 used in the method may rotate at least partially on the yaw axis as the vehicle rotates when the vehicle makes a turn to apply a precession torque that at least partially offsets the corresponding centrifugal force. In this method, the total angular momentum in the rearward direction may be stored in the one or more flywheel assemblies 100 to generate a precession torque on the roll axis that at least partially compensates for the centrifugal force roll torque when the vehicle makes a turn.

[0309] When the vehicle makes a turn, a roll torque that at least partially compensates for the centrifugal force can be generated by the rearwardly rotating flywheel assembly 100 because the angular momentum therein can generate a precession torque on the roll axis toward the inside of the turn as the vehicle and its flywheel assembly 100 rotate on the yaw axis. When the vehicle makes a turn while moving in a forward direction, the proposed inertia compensation method can utilize the precession torque on the roll axis generated by the rotation of the vehicle flywheel shaft 105 on the yaw axis to at least partially compensate for the centrifugal force present when making a turn.

[0310] In one embodiment, a method of using and installing the kit may include: a step of providing a tilting vehicle 500; a step of providing an inertia compensation device; a step of equipping the tilting vehicle with the provided inertia compensation device so as to provide enhanced stability during operation; a step of boarding the tilting vehicle; and a step of accelerating the vehicle.

[0311] In one embodiment, the method for providing inertia compensation may include the following steps: 1) reading the vehicle speed sensor; 2) determining the required angular momentum; 3) reading the flywheel speed sensor 807; 4) using the angular momentum controller 880 to positively or negatively modulate the rotational speed of each flywheel assembly 100; and repeating the aforementioned steps.

[0312] The proposed inertia compensation method may also include utilizing an angular momentum controller 880 to adjust the total angular momentum in the rearward direction stored in one or more flywheel assemblies 100 so as to utilize the increased angular momentum in the rearward direction to at least partially compensate for the increased centrifugal force roll torque 900 present when the vehicle is turning while traveling at high speed.

[0313] In one embodiment, a flywheel assembly 100 for applying the method may be attached to a vehicle and its axis of rotation may be oriented generally sideways to provide a means for using the inertia compensation method.

[0314] An embodiment may also increase the total angular momentum stored in the flywheel assembly 100 in a rearward direction as vehicle speed increases to at least partially compensate for increased centrifugal forces (eg, rolling torque) generated when making a turn.

[0315] One embodiment may use a forward rotating flywheel assembly 100 and a backward rotating flywheel assembly 100 to control the total angular momentum in the backward direction.

[0316] In one embodiment, to increase the total angular momentum in the rearward direction, the angular momentum controller 880 can slow down the flywheel assembly 100 rotating in the forward direction. As is done in a typical hybrid or electric vehicle, the motor that rotates the flywheel assembly 100 can be used to transfer and receive energy stored as kinetic energy in the flywheel rotating mass 118 and control the total angular momentum in the rearward direction.

[0317] In one embodiment, the total angular momentum in the rearward direction may be increased by increasing the rotational speed of the rearwardly rotating flywheel assembly 100 based on the measured forward speed of the vehicle.

[0318] In one embodiment, the total angular momentum in the rearward direction may be adjusted based on the vehicle speed sensor 808. In one embodiment, the angular momentum controller 880 may adjust the speed of the flywheel rotating mass 118 to apply the proposed inertia compensation method.

[0319] Some embodiments may transfer energy between the drive train assembly 512 , the vehicle battery 513 , and the flywheel assembly 100 to control the total angular momentum stored in the flywheel assembly 100 in a rearward direction.

[0320] The proposed inertia compensation method may use a flywheel assembly 100 that is mechanically rotatably coupled to the rotation of a propulsion motor or a wheel to ensure that the angular momentum of the flywheel increases in proportion to the vehicle speed.

[0321] Inertia compensation methods may be used for vehicles that use skis, steered floats, rudders, or similar devices to steer the vehicle's trajectory.

[0322] Inertia compensation methods can be used in boats, snowmobiles, personal watercraft, and other types of vehicles to improve their dynamic stability.

[0323] Operation of the inertia compensation method

[0324] The proposed inertia compensation method can operate as a conventional vehicle but with improved dynamic characteristics and improved power characteristics such as regenerative braking and maximum peak power output.

[0325] Dynamic enhancement method

[0326] The dynamic enhancement method combines the steering enhancement method and the inertia compensation method to combine the advantages of each, and can share components used by each other.

[0327] The tilting vehicle 500 can be equipped with a flywheel assembly 100 oriented in a suitable direction and rotating at a suitable speed for the application of the steering enhancement method and the application of the inertia compensation method at the same time. One or more flywheel assemblies 100 can be manipulated by the flywheel universal joint 112 for the application of the steering enhancement method, and at the same time used to control the total angular momentum in the backward direction for the application of the inertia compensation method. This can enable the dynamic enhancement method to simultaneously apply a balancing force and reduce the tilt angle required to make a turn. Therefore, the dynamic enhancement method can utilize a combination of the steering enhancement method and the inertia compensation method, and use at least one flywheel assembly 100 to combine these two methods to provide increased agility, stability and control.

[0328] The flywheel assembly 100 used to apply the steering enhancement method can be used simultaneously or not simultaneously to apply inertia compensation. The flywheel assembly 100 can be used to apply the inertia compensation method, but not necessarily for the steering enhancement method. The proposed dynamic enhancement method can enable a person skilled in the art of vehicle dynamics to determine the number of flywheel assemblies 100, the angular momentum stored in the flywheel assembly 100, and its use based on the vehicle design, the required stability, the required agility, and the desired level of control.

[0329] One proposed embodiment may apply a dynamic enhancement method using more than one flywheel assembly 100 rotating in substantially opposite directions when the vehicle is traveling at low speeds to at least partially reduce the total angular momentum in the rearward direction.

[0330] Some embodiments may also reduce the angular momentum of the flywheel assembly 100 rotating in the forward direction when the vehicle is traveling at high speeds to at least partially increase the total angular momentum in the rearward direction and reduce the required lean angle.

[0331] Some embodiments may also manipulate the flywheel gimbals 112 of the flywheel assemblies 100 using the steering enhancement method as proposed to apply a roll torque to the tilted vehicle 500. In one embodiment, the steering controller 850 may use the measured vehicle speed and the angular momentum controller 880 to adjust the speed of each flywheel assembly 100 to produce the total angular momentum in the rearward direction required using the inertia compensation method.

[0332] Some embodiments may also determine the angular momentum in the steered flywheel assembly 100 to adjust the linearization gain applied to the steering controller 850 assist.

[0333] Some embodiments may also adjust the centering assist 882 to compensate for the tilt angle error 885 corresponding to the precession torque on the roll axis based on the total angular momentum in the rearward direction stored in the flywheel assembly 100, the vehicle speed, the vehicle mass, and the corresponding reduced tilt angle.

[0334] In one embodiment of the present invention, a method for providing dynamic enhancement may include the following steps: providing a tilted vehicle with a dynamic enhancement device, driving the vehicle, initiating a turn by manually applying a steering force (e.g., in a direction opposite to the intended trajectory); measuring / detecting the manually applied steering command; measuring the external force applied to the tilted vehicle; determining a tilt angle error; determining a stability enhancement command; determining a steering command based on the determined stability enhancement command and the measured manually applied steering command; manipulating a manipulable component of an inertial compensation device (e.g., a flywheel universal joint) to bring the tilted vehicle into the intended trajectory using at least one of a steering assist and a stability assist, reading a vehicle speed sensor, determining the corresponding angular momentum of each flywheel, and adjusting the angular momentum of the flywheel using an angular momentum controller 880; and repeating the foregoing steps.

[0335] Description of Embodiments

[0336] Figure 1 The foregoing perspective views show an embodiment of a bicycle that can be used to apply a steering enhancement method or apparatus, an inertia compensation method or apparatus, and / or a combination of both methods and / or both apparatuses (referred to as a dynamic enhancement method or apparatus).

[0337] Reference now Figure 2 , which shows a schematic diagram of an embodiment of a typical electric bicycle that can be used as a leaning vehicle 500 equipped with the systems required to apply the steering enhancement method.

[0338] like Figure 6 As can be seen in FIG. 1 , in some embodiments, the control box 140 may include a steering motor 142 of a steering controller 850 attached to the bicycle head tube to steer the front fork 514. The steering controller 850 may use a steering motor 142 whose rotating output shaft 144 may be connected to the front fork 514 using a belt and pulley to steer the front fork 514.

[0339] In one embodiment, the front fork 514 can be used as a steering link 816 to interconnect the control of the trajectory controller 705 with the control of the flywheel assembly 100 located in the front wheel. The bicycle front fork can also be used as a flywheel universal joint 112 to change the orientation of the flywheel shaft 105 to apply a precession torque on the rolling axis of the tilting vehicle 500.

[0340] In one embodiment, the bicycle handlebars may be equipped with a steering torque sensor 953 and considered as part of the steering controller 850. Those skilled in the art will appreciate that the use of typical strain gauges or other torque measurement devices may be used to provide measurement functionality for mechanical components.

[0341] In one embodiment, the manually-operated steering input 522 is also considered part of the steering controller 850 .

[0342] The manually operated steering input 522 may be equipped with a steering torque sensor 953. The driver steering torque 857 that the driver 855 may apply on the manually operated steering input 522 may be measured by the steering torque sensor 953. The steering controller 850 may use the measurements of the steering torque sensor 953 to determine its contribution to the steering controller 850 assistance.

[0343] In one embodiment, the control box 140 may contain a portion of the steering controller 850 components and may also contain the stability enhancement controller 809 and its components. The control box 140 may also contain a steering position sensor 954 that is connected to measure the steering angle of the steered assembly 899. The steering controller 850 may use magnets on the sides of the wheels and Hall sensors on the front forks 514 that measure the rotation of the magnets as vehicle speed sensors 808 to determine the speed of the vehicle. The steering controller 850 may use a multi-turn encoder on the steering motor 142 as a steering position sensor 954 to detect the steering angle.

[0344] One embodiment can use two wheel covers 524 to rotatably connect the rear wheel 508 to the rear wheel axle of the bicycle. In some embodiments, the rear wheel 508 may not include any flywheel assembly 100.

[0345] One embodiment can use two wheel covers 524 to rotationally connect the front wheel 506 to the front flywheel axle 105 of the bicycle. In one embodiment, the front flywheel axle 105 can be connected to the front fork 514. The flywheel axle 105 can be the portion of the flywheel assembly 100 located within the front wheel 506 and between the two covers 524. The flywheel rotating mass 118 can rotate generally in a forward direction. The flywheel rotating mass 118 can rotate freely relative to the front wheel 506.

[0346] It will be appreciated that a preferred method for determining the flywheel speed may be to use a flywheel motor as a flywheel speed sensor 807. This may include measuring back electromotive force (EMF), rectified frequency, or high frequency injection to determine the speed or position of the rotor. It will also be appreciated that a typical sensor (such as a Hall motor encoder) may be an integral part of the flywheel motor and may be used as the flywheel speed sensor 807. All of these methods and components may be replaced by any suitable alternative known to motor design experts.

[0347] like Figure 5 As can be seen in FIG. 1 , the flywheel assembly 100 may include a flywheel shaft 105 with a bearing 108 attached to a bearing housing 109. The bearing housing 109 may rotatably attach a flywheel rotating mass 118 and a flywheel rotor 106 to the flywheel shaft 105. A flywheel stator 104 may be fixed to the flywheel shaft 105 and apply an electromagnetic force that causes the flywheel rotor 106 and the flywheel rotating mass 118 to rotate.

[0348] The electric bicycle may provide power to the stability enhancement controller 809 , the flywheel assembly 100 , and the stability enhancement controller 809 from its battery.

[0349] A drive train assembly 512 may be mounted to the vehicle chassis 502 to drive the rear wheels 508. The drive train assembly may be a typical mid-drive electric motor combined with pedal power.

[0350] As explained in the description of the stability enhancement method and as Figure 7 As can be seen, the steering controller 850 can utilize steering actuator 818 assistance to supplement driver steering 855, and the steering actuator assistance can also be configured to include other assistance (e.g., stability enhancing steering 810, centering assistance, steering damper assistance, and traction assistance).

[0351] Reference now Figure 3 , which shows another embodiment of a typical electric bicycle that can be used as a roll-unstable wheeled vehicle 600 equipped with a system required for applying the inertia compensation method.

[0352] One embodiment may use two wheel covers 524 to rotationally connect the front wheel 506 to the axle of the front fork 514. In one embodiment, the front wheel may not include any flywheel assembly 100.

[0353] One embodiment can use two wheel covers 524 to rotationally connect the rear wheel 508 to the rear flywheel axle 105 of the bicycle. In one embodiment, the rear flywheel axle 105 can be attached to the vehicle chassis 502. The flywheel axle 105 can be the portion of the flywheel assembly 100 located within the rear wheel 508 and between the two covers 524. The flywheel rotating mass 118 can rotate in a rearward direction. The flywheel rotating mass 118 can rotate freely relative to the rear wheel 506.

[0354] The angular momentum controller 880 may be located in the control box 140. The angular momentum controller 880 may adjust the total angular momentum in the rearward direction by adjusting the angular velocity of the flywheel rotating mass 118 in the rear wheel. The angular momentum controller 880 may be electrically connected to the battery 513 of the electric bicycle. The angular momentum controller 880 may use the magnets and the Hall sensor on the cover 524 as the vehicle speed sensor 808 to detect the speed of the vehicle. The inertia compensation method may be used in Figure 2 The steering controller 850 used in the embodiment of FIG. 8 has some functionality, but there is no precession torque from the steering of the front flywheel when no flywheel assembly 100 is installed in the front wheel.

[0355] In one embodiment, the steering controller 850 may include an angular momentum controller 880 to adjust the total angular momentum in the rearward direction and reduce the bank angle required to make a turn.

[0356] The driver can operate an embodiment like a conventional electric bicycle, but with a reduced lean angle when making turns.

[0357] The driver can set or adjust the total angular momentum in the rearward direction that is automatically applied by the angular momentum controller 880 based on the vehicle speed sensor 808.

[0358] Figure 4 Another embodiment is shown, which can be combined Figure 2 and Figure 3 The features of the embodiments shown in the drawings are used to enable an electric bicycle to apply a steering enhancement method, an inertia compensation method or a dynamic enhancement method.

[0359] In one embodiment, the control box 140 may include a steering controller 850 having components for the stability enhancement controller 809 and its angular momentum controller 880. These components may be in operative communication with each other.

[0360] Signals from many of the sensors described for applying steering enhancement methods and inertia compensation methods may be shared by the steering controller 850 .

[0361] One embodiment may use Figure 2 The same steering assembly 815 as in the embodiment of Figure 3 The same rear wheel and rear flywheel assembly of the embodiment.

[0362] In one embodiment, the angular momentum controller 880 of the steering controller 850 can adjust the total angular momentum in the rearward direction as the speed of the vehicle increases to improve dynamic stability and reduce the tilt angle. The angular momentum controller 880 can also ensure that sufficient angular momentum rotating in the forward direction is stored in the front flywheel 100 to allow the desired level of precession from the stability enhancement method.

[0363] Reference now Figures 8 to 11 , which shows that features that can be combined can be used to apply the features of the steering enhancement method, inertia compensation method or dynamic enhancement method in an alternative embodiment of a leaning vehicle (e.g., a motorcycle). These embodiments show that various similar or alternative embodiments can present other means to provide a dynamic enhancement method with the desired functionality for its application, and can include various types of enhancement devices.

[0364] One embodiment may use a steering assembly 815 including two flywheel assemblies 100 located within the vehicle chassis 502. Each flywheel assembly 100 may be located within a flywheel universal joint 112. The front flywheel assembly 100 may rotate generally forward, and the rear flywheel assembly 100 may rotate generally rearward. The flywheel assembly 100 and the flywheel universal joint 112 may be generally oriented to apply a precession torque on the rolling axis of the motorcycle when the steering assembly 815 is manipulated.

[0365] The two flywheel universal joints 112 can be manipulated in opposite directions by counter-rotating universal joint steering links 134 and can be centered with each other. The steering motor 142 can be located in the control box 140. The rotating output shaft of the steering motor 142 can protrude outward from the top center of the control box 140 to actuate the steering motor arm 145. Therefore, one end of the steering motor arm 145 can be attached to the steering motor 142 shaft, and the second end of the steering motor arm 145 can be pivotally connected to the motor steering link 132. The control box 140 can be connected to the vehicle chassis 502. The motor steering link 132 can interconnect the manipulated position of the steering motor 142 with the manipulated position of the flywheel universal joint 112.

[0366] The front steering link 133 may transmit steering between the steering motor arm 145 and the front fork 514 and may be centered with respect to each other.

[0367] In some embodiments, the driver 855 may steer and balance the vehicle using the manually operated steering input 522. The manually operated steering input 522 may be equipped with a steering torque sensor 953 that sends a signal to the rest of the steering controller 850.

[0368] In some embodiments, the motor steering link 132, the front steering link 133, and the counter-rotating universal joint steering link 134 can be used as a steering link 816 to simultaneously steer the trajectory controller 705 and steer the flywheel universal joint 112 (e.g., by means of a rigid connection between the components). The steering link 816 can ensure that the steered roll torques from multiple components can contribute to each other by being in the same direction and in the opposite direction of the steered trajectory. The multiple steering links 816 can also transfer the steering torque of the flywheel universal joint 112 from the steer trajectory controller 705 away from the roll torque applied to the tilt assembly.

[0369] Note that in one embodiment, the trajectory controller 705 is the front wheel 506 .

[0370] One embodiment may also be equipped with a flywheel assembly 100 mounted within the front wheel 506 and the rear wheel 508, similar to Figure 4 Embodiment of the invention.

[0371] Some embodiments may use skis or floats instead of actual wheels while maintaining the ability to apply dynamic enhancement methods, steering enhancement methods, or inertia compensation methods.

[0372] Some embodiments (eg, those using skis or floats) may operate like a conventional motorcycle, but with additional controls for agility and stability.

[0373] like Fig.12 and Fig.13 As shown, Figures 8 to 11 The embodiments in can be equipped with a gimbal ratio adjuster 863. This gimbal ratio adjuster 863 can be equipped with a steering ratio actuator that changes the effective length of the torque arm of the flywheel gimbal 112. The gimbal ratio adjuster 863 can be pivotally connected to one end of the motor steering link 132 and the side of the flywheel gimbal 112. This can make it possible to rigidly steer the flywheel gimbal 112 with the rest of the steering assembly 815 while benefiting from an adjustable steering ratio. The gimbal ratio adjuster 863 can reduce the distance between the end of the motor steering link 132 and the gimbal shaft 845 to increase the steering ratio of the flywheel gimbal 112, or increase this distance to decrease the steering ratio of the flywheel gimbal.

[0374] Fig.14A side perspective view of a system for applying a dynamic enhancement method according to an embodiment is shown, the system including a plurality of steering motors 142 as steering actuators 818 and a steering link 132 to manipulate a flywheel universal joint 112, a manually operated steering input 522 and a steered wheel 506 mounted in a chassis of a motorcycle.

[0375] Under certain special conditions, such as collisions and loss of traction, the use of multiple steering motors may temporarily enable independent manipulation (e.g., coordinated manipulation) of the flywheel gimbal 112 relative to the other components of the steering assembly to apply a precession torque on the roll axis without affecting the manipulation of the trajectory controller 705. It will be appreciated that the system may automatically return to simultaneous manipulation of these components after the special conditions return to normal.

[0376] The steering controller 850 can use the actuator of the gimbal ratio adjuster 863 to automatically increase or decrease the steering ratio based on the configured driver preference, vehicle speed and other vehicle parameters. In one embodiment, when the vehicle is traveling at low speed, the gimbal steering ratio can be increased to increase the roll torque applied to balance when the vehicle is being maneuvered while traveling at low speed or stopped. In one embodiment, the steering controller 850 can increase the linearization gain 881 applied to the steering controller assist 892 and can increase the flywheel gimbal 112 steering ratio when traveling at low speed to make the vehicle more stable, easier to handle and / or more comfortable.

[0377] The actuator of the universal joint ratio adjuster 863 can be a screw, rack and pinion, hydraulic pump, interconnected servomotors, or any other known means of adjusting the ratio between two rotational motions (e.g., the effective length of the torque arm). Figure 8 The motorcycle can be equipped with multiple steering motors 142 to connect and manipulate the positions of the components of the steered assembly 899. Using multiple steering motors 142 as mechanical steering linkages 816 between the components can maintain the ability to apply steering enhancement methods, inertia compensation methods, and dynamic enhancement methods. Synchronization of multiple steering motors 142 and the high power requirements required to achieve rigid linkages of the components of the steering assembly 815 can be possible, for example, by appropriately sizing and sizing the connected steering motors 142.

[0378] Include ground reference Figures 15 to 23 In another embodiment of the present invention, the system can be mounted on a three-wheeled motorcycle 560 to enable it to apply a dynamic enhancement method, a stability enhancement method, or an inertia compensation method. The three-wheeled motorcycle 560 can include a pair of rear wheels 508 mounted on a tilting mechanism 562 connected to the rear end of the vehicle chassis 502. The three-wheeled motorcycle 560 can be used as a tilting vehicle 500.

[0379] Each of the pair of rear wheels 508 mounted on the tilt mechanism 562 may include a flywheel assembly 100 located at its center and rotating generally in a rearward direction.

[0380] The tilt mechanism 562 can be suitably configured to tilt the rear wheel 508 parallel to the chassis 502 when the three-wheeled motorcycle 560 is tilted relative to the ground and the rear wheel is in contact with the ground. The movement of the tilt mechanism 562 Fig.16 , Fig.18 and Fig. 20 Visible in.

[0381] The three-wheeled motorcycle 560 may include a steering assembly 815 including a front fork 514, a front wheel 506, and a flywheel assembly 100 positioned within the front wheel 506 and rotating generally in a forward direction.

[0382] In one embodiment, the front wheel 506 may serve as the trajectory controller 705 and the front fork 514 may serve as the flywheel universal joint 112 .

[0383] like Fig.21 , Fig. 22 and Fig.23 As shown in the enlarged view of , the manually operated steering input portion 522 of the three-wheeled motorcycle 560 can be mounted on a steering handle shaft 564, which is pivotally mounted on the vehicle chassis 502 to enable the driver to operate the front fork 514 while sitting.

[0384] In one embodiment, the driver 855 may provide a flexible steering input 574 via the steering controller 850. The flexible steering input 574 may couple the manipulation of the manually operated steering input 522 with the manipulation of the front fork 514.

[0385] The flexible steering input 574 may be suitably configured to transmit steering movement applied to the manually-operated steering input 522 to the front fork 514 using at least slight linear flexibility between the manually-operated steering input and the front fork. The linear flexibility of the flexible steering input 574 may be provided by a gas in a pneumatic cylinder, an elastomer, a coil spring, or any other component that is capable of deforming itself and returning to its original shape when the applied force is removed. The flexibility of the flexible steering input 574 may be adjustable by the driver 855. Using a pneumatic cylinder spring with adjustable pressure may provide the driver with a means of adjusting the flexibility of the flexible steering input 574.

[0386] In one embodiment, the flexible steering input 574 may include a first end pivotally connected to an adjustable fork rod 568 extending laterally from the vehicle front fork 514. The adjustable fork rod 568 may be configured to allow a user to selectively adjust the driver ratio adjuster 861 between the manually operated steering input 522 and the front fork 514. A second end of the flexible steering input 574 may be pivotally connected to a steering handle bar 570 extending laterally from the steering handle shaft 564. The driver ratio adjuster may be illustrated as a sliding nut adjuster 572 within an elongated slot along the adjustable fork rod 568. It will be appreciated that other known means may be used to provide the driver with a driver ratio adjuster.

Claims

1. A steering enhancement device that can be connected to a leaning vehicle to provide improved handling and stability, the steering enhancement device comprising: Steering controller, comprising: at least one driver input unit for receiving a driver steering command; at least one tilt angle error sensor; a stability enhancement controller for determining a stability enhancement steering command that reduces a lean angle error determined based on a signal of at least one lean angle error sensor; at least one steering actuator connectable to a trajectory controller of the tilted vehicle for applying an actuator steering force to the trajectory controller based on a force steering controller assist command; wherein the force steering controller assist command is determined based on at least the received driver steering command and the stability enhancement steering command; At least one flywheel assembly comprising: a flywheel rotating mass that rotates when the steering enhancement device is in operation; an electric motor for providing a portion of the total angular momentum of the at least one flywheel by rotating the at least one flywheel; At least one of the following: a coupling interface for mounting the at least one flywheel assembly on the trajectory controller so that manipulating the trajectory controller to a first manipulated position simultaneously manipulates the at least one flywheel assembly to the first manipulated position; at least one steering link connectable to the trajectory controller and to at least one flywheel universal joint assembly, such that manipulating the trajectory controller to the first manipulated position simultaneously manipulates the at least one flywheel universal joint assembly to a corresponding second manipulated position according to a predetermined steering ratio, wherein the at least one flywheel universal joint comprises: at least one universal joint shaft pivotably connected to the tilt assembly of the tilt vehicle to be substantially perpendicular to the longitudinal axis of the tilt assembly; and wherein the rotational axis of the at least one flywheel assembly is pivotally connected substantially vertically to the cardan shaft; Wherein, when the steering enhancement device is connected to the tilted vehicle, manipulation of the trajectory controller of the tilted vehicle applies a precession roll torque from the at least one flywheel assembly at least partially toward the right side of the tilted vehicle when the steering rate is toward the left side of the tilted vehicle and applies the precession roll torque at least partially toward the left side when the steering rate is toward the right side.

2. The steering enhancement device according to claim 1, wherein: The driver steering command is provided by at least one of the following: a steering force sensor to measure a driver steering force applied by a driver to steer the tilted vehicle; The automatic driving system generates the driver steering instruction.

3. The steering enhancement device according to claim 1, wherein: The driver steering command is provided by at least one of the following: a transmitter that transmits the driver steering command detected by a driver interface and generated by the driver; as well as The automatic driving system generates the driver steering instruction.

4. The steering enhancement device according to any one of claims 1 to 3, wherein: The steering linkage is a mechanical steering linkage.

5. The steering enhancement device according to any one of claims 1 to 3, wherein: The at least one steering actuator includes at least a first steering actuator for manipulating the trajectory controller to the first manipulated position and a second steering actuator for manipulating the at least one flywheel universal joint to the second manipulated position, wherein the first steering actuator and the second steering actuator serve as the steering links to interconnect the first manipulated position and the second manipulated position according to a predetermined steering ratio.

6. The steering enhancement device according to any one of claims 1 to 5, wherein: The first manipulated position and the second manipulated position are substantially centered orientations of the one or more flywheel assemblies when the tilted vehicle initiates forward movement.

7. The steering enhancement device according to any one of claims 1 to 6, wherein: The steering controller further comprises a steering position sensor for measuring a steering position, wherein the steering controller further determines a centering assistance command for steering away from a center position based on the measured steering position, and further determines the steering controller assistance command taking into account the centering assistance.

8. A steering enhancement device according to any one of claims 1 to 7, wherein: The steering controller adds traction assist to the steering controller assist command based on the sideslip estimate.

9. The steering enhancement device according to any one of claims 1 to 8, wherein: The steering controller determines a steering damper assist that decreases speed and acceleration of the steering actuator as speed of the leaning vehicle increases.

10. The steering enhancement device according to any one of claims 1 to 6, wherein: The steering controller determines a linearization gain based at least in part on the speed of the leaning vehicle, the total angular momentum in the rearward direction of the flywheel rotating mass, the angular momentum in the steering flywheel assembly, and the position of the steered component.

11. The steering enhancement device according to any one of claims 1 to 10, wherein: The leaning vehicle is operable according to a torque control trajectory that steers in a direction opposite to the applied torque, and wherein the trajectory controller provides position feedback to the driver.

12. A steering enhancement device according to any one of claims 1 to 11, wherein: The steering controller mechanically transmits the driver steering force to the trajectory controller via the steering actuator to provide a mechanical path that enables the driver to steer the vehicle in the event of a failure.

13. A steering enhancement device according to any one of claims 1 to 12, wherein: The steering enhancement device connectable is a steering enhancement kit connectable to the leaning vehicle.

14. The steering enhancement device according to claim 13, wherein: The steering enhancement kit is connectable to the steering.

15. A steering enhancement device according to any one of claims 1 to 14, wherein: The automated driving system includes a collision avoidance function for determining the driver steering command based on proximity data provided from at least one proximity sensor.

16. A steering enhancement device according to any one of claims 1 to 15, wherein: The at least one driver input receives the driver steering command from the automated driving system, the steering effort sensor, and the transmitter, wherein the steering controller determines the steering controller assist command based on one of the received driver steering commands.

17. The steering enhancement device of claim 16, wherein: The steering controller determines the steering controller assist command based on a priority driver steering command among the received driver steering commands according to a priority rule.

18. A steering enhancement device according to any one of claims 1 to 17, wherein: The priority rule prioritizes the driver steering instructions from the autonomous driving system.

19. A steering enhancement device according to any one of claims 1, 2 and 4 to 18, wherein: The steering effort sensor may be connectable to a manually operable steering input via a flexible steering input to provide flexibility between the manually operable steering input and the steering input.

20. The steering enhancement device of claim 19, wherein: The flexibility of the flexible steering input is manually adjustable.

21. The steering enhancement device according to claim 4 or 5, wherein: The flexibility of the flexible steering input is automatically adjusted based at least in part on the speed of the leaning vehicle.

22. A steering enhancement device according to any one of claims 1, 3 to 18, wherein: The transmitter is a manually operated steering input unit, which is a remote manually operated steering input unit that electronically sends the manual driver steering command to the steering input unit of the steering controller, wherein the steering controller further determines the feedback command based on at least at least one of the first manipulated position and the second manipulated position; and electronically sends the feedback command to the manually operated steering input unit.

23. A steering enhancement device according to any one of claims 1 to 23, wherein: The steering controller may be connected to a vehicle speed sensor for measuring the speed of the tilted vehicle.

24. A steering enhancement device according to any one of claims 1 to 24, wherein: The steering controller further includes a control interface to allow a user to selectively adjust the degree of stabilization assistance provided by the controller.

25. The steering enhancement device of claim 25, wherein: The control interface can be used to limit the steering controller assist command based on only one of the manual driver steering command and the stability enhancing steering command.

26. A steering enhancement device according to any one of claims 1 to 26, wherein: The steering controller further considers the speed of the leaning vehicle to determine the steering controller assist command.

27. A steering enhancement device according to any one of claims 1 to 27, wherein: The steering linkage further includes a steering ratio adjustment component for adjusting the predetermined steering ratio.

28. The steering enhancement device of claim 28, wherein: The steering ratio adjustment component includes a steering ratio actuator for automatically adjusting a predetermined steering ratio according to a ratio adjustment instruction.

29. A steering enhancement device according to any one of claims 1 to 29, wherein: The controller further considers the speed, weight and angular momentum of the at least one flywheel to determine the steering controller assist command.

30. A steering enhancement device according to any one of claims 1 to 30, wherein: The steering controller further comprises at least one flywheel speed sensor for measuring a speed of a flywheel of the at least one flywheel assembly, wherein the controller further considers the speed to determine the steering controller assist command.

31. A steering enhancement apparatus according to any one of claims 1 to 31, further comprising a pendulum connectable to the tilt assembly of the tilting vehicle, wherein: The at least one tilt angle error sensor comprises an angle sensor for measuring the angle between the pendulum and the tilt assembly.

32. A steering enhancement device according to any one of claims 1 to 32, wherein: The at least one tilt angle error sensor comprises a lateral acceleration sensor for measuring at least one lateral force on the tilted vehicle and a roll rate sensor for measuring a roll acceleration of the tilted vehicle, wherein the tilt angle error is determined based on the measured at least one lateral force and the roll acceleration.

33. A steering enhancement device according to any one of claims 1 to 33, wherein: The steering controller further determines the steering controller assist command based on a centering assist for centering the trajectory controller on a desired trajectory.

34. A steering enhancement device according to any one of claims 1 to 34, wherein: The steering controller can be connected to a transmission system component of the tilted vehicle, wherein the steering controller further determines a transmission system control instruction for driving the transmission system to apply a driving force to shift the contact point of the trajectory controller relative to the supporting surface of the tilted vehicle when the first manipulated position deviates from the center, so that the transmission system component applies a rolling torque to the center of mass of the tilted vehicle according to the driving instruction; wherein the transmission system control instruction is determined based on the tilt angle error and the orientation of the first manipulated position.

35. A steering enhancement device according to any one of claims 1 to 35, wherein: The steering enhancement apparatus when connected to the leaning vehicle is operable as a position control trajectory controller by applying torque to control steering in a direction opposite to manual torque applied by the driver via the flexible steering input.

36. A steering enhancement device according to any one of claims 1 to 36, wherein: The steering controller determines a steering damper assist that decreases speed and acceleration of the steering actuator as speed of the leaning vehicle increases.

37. A steering enhancement device according to any one of claims 1 to 37, wherein: Energy is stored as kinetic energy by increasing the speed of the flywheel of the at least one flywheel assembly using the electric motor of the at least one flywheel assembly.

38. The steering enhancement apparatus of claim 38, further comprising a propulsion motor for propelling the tilted vehicle, wherein: A portion of the kinetic energy of the tilted vehicle is captured by the propulsion motor and transferred as electric current to the motor of the at least one flywheel assembly for storage as stored kinetic energy, and wherein the stored kinetic energy is captured by the motor of the at least one flywheel assembly and transferred as electric current to the propulsion motor for propelling the tilted vehicle.

39. The steering enhancement device of claim 39, wherein: The tilting vehicle further comprises a battery, and wherein the electric current is exchanged with the battery.

40. A steering enhancement device according to any one of claims 1 to 40, wherein: The at least one flywheel universal joint assembly includes a first flywheel universal joint assembly and a second flywheel universal joint assembly, wherein the flywheel of the first flywheel universal joint assembly rotates forward and the flywheel of the second flywheel universal joint assembly rotates backward, and wherein the total angular momentum of the flywheels of the first flywheel universal joint assembly and the second flywheel universal joint assembly ensures that the roll torque applied to the tilt assembly is substantially oriented toward the right side of the tilt assembly when the trajectory of the tilted vehicle changes to the left and is substantially oriented toward the left side of the tilt assembly when the trajectory changes to the right.

41. The steering enhancement device of claim 41, wherein: The motor of the second flywheel universal joint assembly adjusts the speed of the flywheel of the second flywheel universal joint assembly to increase the angular momentum of the flywheel of the second flywheel universal joint assembly when the speed of the tilted vehicle increases and to reduce the angular momentum of the flywheel of the second flywheel universal joint assembly when the speed of the tilted vehicle decreases.

42. The steering enhancement device of claim 42, wherein: The stored kinetic energy is stored as angular momentum in the flywheel of the second flywheel universal joint assembly.

43. A steering enhancement device according to any one of claims 1 to 43, wherein: The flywheel rotating mass of the flywheel is connected to the motor via a flexible flywheel connecting rod for reducing the transmission of vibrations between the flywheel mass and the motor.

44. The steering enhancement device of claim 44, wherein: The resonant frequency of the flexible flywheel link is lower than the rotational frequency of the flywheel rotating mass in operation.

45. A steering enhancement device according to any one of claims 1 to 45, wherein: The flywheel assembly is coaxially mounted inside the trajectory controller.

46. ​​A steering enhancement device according to any one of claims 1 to 46, wherein: The flywheel motor is coaxially mounted inside the flywheel assembly.

47. A steering enhancement device according to any one of claims 1 to 47, wherein: The tilting vehicle is a tilting wheeled vehicle and the trajectory controller is at least one steered wheel.

48. A steering enhancement device according to any one of claims 1 to 48, wherein: A closed-loop displacement controller monitors a total displacement produced by the powertrain control command and assists the powertrain control command to maintain the total displacement produced at approximately zero.

49. An inertia compensation device connectable to a vehicle to provide improved vehicle dynamics, the inertia compensation device comprising: At least one flywheel assembly comprising: a flywheel rotating mass that rotates when the steering enhancement device is in operation; an electric motor for providing a portion of the total angular momentum of the at least one flywheel by rotating the at least one flywheel; wherein the at least one flywheel assembly is connected to the vehicle to produce precession at least partially on a rolling axis of the vehicle when the vehicle turns: Vehicle speed sensor; An angular momentum controller adjusts the total angular momentum in the at least one flywheel assembly in a rearward direction based at least in part on measurements from the vehicle speed sensor to at least partially compensate for centrifugal forces present when the vehicle turns at a speed measured using the vehicle speed sensor.

50. An inertia compensation device according to claim 50, comprising a steering enhancement device according to any one of claims 1 to 49: in, The flywheel assembly is used for two devices at the same time.

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