Moped with multi-level compensation structure

Abstract

The invention provides a moped of a multi-level compensation structure, and relates to the technical field of transportation equipment, the moped comprises a payload receiving unit, a conveying mechanism and a compensation system arranged between t, and the expected surface relation between payload surfaces of the compensation unit is allowed to be adjusted. The compensation system comprises at least one of a first compensation unit and a second compensation unit arranged to adjust the spatial relationship, the first and second compensation units being arranged to adjust the spatial relationship in different directions, the compensation system maintaining a desired direction of the payload surface, independent of a direction change of the transport surface, and the compensation system being arranged to adjust the spatial relationship in different directions. The compensation system obtains a common center of gravity of the transport device, including the payload, by displacing the center of gravity of the payload receiving unit and the center of gravity of the payload. The at least one first or second compensation unit is expandable from at least one end thereof during operation, thereby providing an alarm operating range.

Description

Technical Field

[0001] The invention relates to the technical field of transportation equipment, in particular to a power-assisted vehicle with a multi-level compensation structure. Background Art

[0002] With the development of modern transportation technology, transportation equipment, as an important carrier for the transportation of people and goods, has a direct impact on the efficiency and quality of the entire transportation process due to its safety, stability and applicability. The tilt of transportation equipment during driving will not only cause damage to the transported goods, but may also lead to dangerous situations such as vehicle rollover, endangering the lives of personnel and affecting the normal execution of transportation tasks. Therefore, how to effectively compensate for the tilt of transportation equipment, expand its operating range and improve safety has become a key research direction in the field of transportation equipment.

[0003] At present, the tilt compensation of transportation equipment mainly relies on the following technical means:

[0004] The vehicle disclosed in US2006061179 has a chassis and a driver's seat fixed thereon, the seat can be tilted relative to the chassis and the longitudinal direction of the vehicle, the angular position of the seat surface relative to the horizontal plane is determined by a tilt sensor, and an adjustment device connects the chassis and the seat so that the seat pivots around the center to keep the seat surface substantially parallel to the horizontal plane, and the pivot center substantially coincides with the passenger mass center. However, the vehicle has a rather limited operating range, and the compensation is concentrated before and after going downhill. The common balance point of the vehicle and the passenger is easily offset, and the vehicle is prone to rollover outside the operating range, and the lateral tilt cannot be compensated, limiting the vehicle to travel only on a substantially horizontal plane. The lateral tilt will also make the passengers uncomfortable and cause the vehicle to roll over at low lateral inclinations.

[0005] DE19821451A1 discloses an adjustment device, which is a guide rail fixed on the chassis of a vehicle, including a straight first part and a curved second and third parts. The seat bracket moves along the guide rail according to the detected tilt position of the chassis to keep the seat aligned. However, the vehicle has a limited operating range, a small tilt angle range of the horizontal tilt plane, and the passenger's legs are prone to contact the tilt surface to hinder the movement of the vehicle. The large translation movement of the seat leads to a long adjustment time, requiring a lot of time and energy, and the translation delay makes the passenger uncomfortable. When driving on terrain with large changes in inclination, the adjustment may not be possible, and the lateral tilt also has a negative impact.

[0006] The seat configuration disclosed in GB1432614 responds passively to the tilt to which the supporting vehicle is subjected, resulting in a response time delay due to the mass moment of inertia, making driving on the terrain unpleasant.

[0007] The vehicle disclosed in JP04306181 has deficiencies in terrain driving capability, not only between the front and rear wheels, but also between the left and right sides of the vehicle. The wheelchair disclosed in US Pat. No. 6,325,167 has similar deficiencies in diagonal tilt, and the structure has similar operational deficiencies as DE19821451A1. The dynamic seat leveling device in US Pat. No. 6,026,920 can compensate for vehicle tilt, but the center of gravity of the vehicle and the occupants are not aligned in the longitudinal direction of the vehicle, causing problems with the efficiency and accuracy of the leveling control when driving on hills, and produces digital leveling control that does not provide gradual adjustment.

[0008] The leveling device disclosed in U.S. Patent No. 4,647,053 can adjust the lateral tilt change by winding the wires attached to both sides of the vehicle body, using similar control instruments, and also discloses an adjustment system using a mechanical device with fingers and curved racks, but requires that the matching notch between the fingers and the racks be very small when absolutely leveling, and the structure is not strong enough to withstand heavy loads. U.S. Patent No. 5,207,408 discloses a stabilization system using pressurized air cushions, which requires the first and second structures to maintain a stabilizing effect, and the second structure is positioned in the hollow part of the first structure through shock absorbers and actuators, limiting the payload plane to the circumference of the first structure, which is not suitable for loading large cargo. Although raising the payload plane can increase the plane, it makes the vehicle unstable and the center of gravity moves upward.

[0009] Although the existing tilt compensation technology plays an important role in transportation equipment, it still has many shortcomings:

[0010] Problem 1: For example, technologies such as US2006061179 and DE19821451A1 have limited vehicle operating range and cannot adapt to a variety of terrains and driving conditions. It is difficult to ensure transportation safety and stability in complex inclined environments, which can easily lead to accidents.

[0011] Question 2: Similar to the situation with infrared thermal imaging technology in power line monitoring, some advanced tilt compensation technologies for transportation equipment are expensive and have high maintenance costs. Technologies such as U.S. Patent No. 6,026,920 face cost constraints when applied on a large scale to transportation equipment, which is not conducive to widespread promotion.

[0012] Problem three: Most existing technologies rely on specific detection and adjustment methods, lacking comprehensiveness and flexibility. For example, some technologies can only compensate for tilt in a single direction or a specific tilt range. Technologies such as JP04306181 cannot meet the compensation needs of transportation equipment when it tilts in different directions and to different degrees, affecting the versatility of transportation equipment.

[0013] Problem four: Similar to the simple threshold alarm for electrical parameters in power transmission line monitoring, traditional transportation equipment tilt compensation technology does not conduct in-depth analysis of related parameters. For example, U.S. Patent No. 6,026,920 relies on simple threshold judgments and fails to fully utilize modern data analysis methods to conduct in-depth mining of vehicle tilt-related parameters. This is prone to misjudgment and omissions, and is unable to accurately assess the tilt risk and status of transportation equipment.

[0014] Therefore, an improved transportation equipment or compensation equipment, system or method is needed to solve the above problems. Summary of the invention

[0015] Technical issues solved

[0016] In view of the deficiencies of the prior art, the present invention provides a power-assisted vehicle with a multi-level compensation structure, which solves the problems mentioned in the above background technology.

[0017] Technical Solution

[0018] To achieve the above objectives, the present invention is implemented through the following technical solutions: A multi-level compensation structure power-assisted vehicle, comprising a transport device 1, wherein the transport device 1 comprises a payload receiving unit 30, a transport body 10 and a controllable compensation system 20, wherein the controllable compensation system 20 is arranged between the payload receiving unit 30 and the transport body 10, and is designed to allow adjustment of the desired spatial relationship between a payload surface 250 of the controllable compensation system 20 for connecting the payload receiving unit 30 and a transport surface 150 of the transport body 10, wherein the controllable compensation system 20 comprises a first compensation unit 210 and a controllable compensation system 210 for adjusting the spatial relationship. The second compensation unit 230, the first compensation unit 210 adjusts the spatial relationship in the first direction, the controllable compensation system 20 is suitable for maintaining the desired direction of the payload surface 250 without being affected by the change in direction of the transport surface 150 of the transport equipment 1, the controllable compensation system 20 is suitable for maintaining the common center of gravity of the transport equipment 1 including the payload by displacing the center of gravity of the payload receiving unit 30 and the payload in the opposite direction to the displacement of the center of gravity of the transport equipment 1, and one of the first compensation unit 210 and the second compensation unit 230 extends from one end of the first compensation unit 210 and the second compensation unit 230 during operation.

[0019] Preferably, the first compensation unit 210 and the second compensation unit 230 are arranged in series with each other, the first compensation unit 210 and the second compensation unit 230 are connected to each other, the first compensation unit 210 and the second compensation unit 230 both include curved tracks, each curved track has a curvature and is arranged in a cross configuration, the controllable compensation system 20 partially operates passively based on the inertial motion of the payload unit 30 and the transport unit 10, the controllable compensation system 20 operates simultaneously with the proportional extension of the first compensation unit 210 and the second compensation unit 230, and the controllable compensation system 20 includes an active controllable drive mechanism, which provides active motion support for the first compensation unit 210 and the second compensation unit 230 to adjust the desired plane of the payload surface 250 in real time in response to the direction change of the transport surface 150.

[0020] Preferably, the controllable compensation system 20 includes a sensor-actuator unit, which adjusts the control feedback loop in real time, the transport equipment 1 is suitable for traveling along the terrain, the transport surface 150 has an angle in the range of 0 to 70 degrees relative to the horizontal plane, the first direction and the second direction are perpendicular to each other, the transport equipment 1 is a land-based vehicle, having two axles, each axle having two wheels, and a wheelbase between the axles, the payload surface is suitable for receiving interchangeable payloads and includes a fastening unit, the curved track curvature is located below the transport equipment 1, and wherein the curvature is continuous without straight sections, the curvature of the track is adapted to the individual mass and distribution of the payload to be carried by the payload surface 250, the track of the first compensation unit 210 is arranged at a different height from one track of the second compensation unit 230, and wherein the tracks of the first compensation unit 210 and the second compensation unit 230 have different curvatures of a common virtual center point.

[0021] Preferably, the sensor actuator unit comprises two sensor systems, a first sensor system adapted to provide a system for measuring a payload surface of the orientation of the payload support surface in space, and a second sensor system adapted to provide a transport surface measuring value of the orientation of the transport surface 150 in space, wherein a control feedback loop uses the difference between the payload surface measuring value and the transport surface measuring value as a feedback value, the first compensation unit 210 and the second compensation unit 230 being adapted to maintain the common center of gravity within the wheelbase, the fastening unit being fastened to a seat for receiving a person, the fastening unit being fastened to a cargo carrier, and comprising a stretcher.

[0022] Preferably, the transport device 1 provides a method for orienting the payload surface 250 of the payload receiving unit 30, which is independent of the orientation change of the transport surface 150 of the transport body 10 of the transport device 1 during movement, and the specific method includes:

[0023] The desired spatial relationship between the payload surface 250 and the transport surface 150 is adjusted in real time by the compensation unit 20 attached to the payload receiving unit 30 and the transport body 10, wherein the real-time adjustment step uses the first compensation unit 210 and the second compensation unit 230 in the controllable compensation system 20 to adjust the spatial relationship, adjusts the spatial relationship in a first direction by the first compensation unit 210, adjusts the spatial relationship in a second direction different from the first direction by the second compensation unit 230, expands the first compensation unit 210 and the second compensation unit 230 during operation, and maintains the transport device of the payload. The common center of gravity of the equipment 1 is displaced by using a controllable compensation system 20 to displace the center of gravity of the payload receiving unit 30 and the payload in the opposite direction to the displacement of the center of gravity of the transport device 1. The compensation process is performed without vibration in a rough terrain environment. The desired plane of the payload surface 250 is stable. The controllable compensation system 20 provides displacement of the payload surface 250 while maintaining the desired plane in a direction opposite to the displacement direction of the center of gravity of the transport body 10. The compensation process automatically proportionally adjusts the first compensation unit 210 and the second compensation unit 230 to maintain the common center of mass of the transport equipment 1 of the payload.

[0024] Preferably, the footprint of the transport equipment 1 is in the range of 0.9 to 0.3 m2, the wheelbase to payload surface height ratio is in the range of 0.5 to 1.33, the ratio of payload weight to transport equipment 1 weight is in the range of 3 to 1, and the compensation range is at a terrain angle of 70 degrees to the horizontal plane in all planes. The payload receiving unit 30 and the transport body 10 of the controllable compensation system 20 arranged between the payload and the payload surface are designed to allow adjustment of the desired spatial relationship between the payload surface 250 of the controllable compensation system 20 for attaching the payload receiving unit 30 and the transport surface 150 of the transport body 10. The controllable compensation system 20 includes a first compensation unit 210, which is suitable for maintaining the desired direction of the payload surface 250 in a first direction without being affected by the direction change of the transport surface 150 of the transport equipment 1 in the first direction. The controllable compensation system 20 provides passive operation based on the inertial movement of the payload unit 30 relative to the transport unit 10, and the controllable compensation system 20 operates together with the proportional extension of the first compensation unit 210.

[0025] Preferably, the controllable compensation system 20 includes an actively controllable drive mechanism, which provides active motion support for the first compensation unit 210 and the second compensation unit 230 to adjust the desired plane of the payload surface 250 in real time in response to the direction change of the transport surface 150.

[0026] Preferably, the controllable compensation system 20 is suitable for maintaining the desired direction of the payload surface 250 without being affected by changes in the direction of the transport surface 150 of the transport equipment 1, and wherein the controllable compensation system 20 is suitable for maintaining the common center of gravity of the transport equipment 1 including the payload by displacing the center of gravity of the payload receiving unit 30 and the payload in the opposite direction to the displacement of the center of gravity of the transport equipment 1.

[0027] Beneficial Effects

[0028] The present invention provides a power-assisted vehicle with a multi-level compensation structure. It has the following beneficial effects:

[0029] 1. The power-assisted vehicle with a multi-level compensation structure in the present invention exhibits strong adaptability when driving on complex terrain. Through a unique controllable compensation system, it can effectively adjust the spatial relationship between the payload surface and the transport surface to ensure that the payload always maintains a stable desired plane in inclined terrains of 0 to 70 degrees. Whether climbing steep slopes, crossing rugged mountain roads or driving on inclined roads, the vehicle can move forward smoothly, greatly reducing the bumps and shaking caused by undulating terrain. This not only ensures the safety of transported items, but also provides a comfortable riding experience for passengers, reduces discomfort caused by bumps, and effectively avoids the occurrence of motion sickness. At the same time, it also reduces the risk of the vehicle rolling over due to unstable center of gravity when driving on extreme terrain, significantly improving the overall driving safety and stability.

[0030] 2. The payload receiving unit of the power-assisted vehicle of the present invention has a high degree of flexibility and versatility. Its payload surface can adapt to various types of loads, ranging from stretchers for medical rescue, mechanical arms to provide support for special operations, to cameras and sensitive equipment for monitoring or data collection. This versatility enables the vehicle to play a role in different scenarios, such as quickly transporting the wounded and sick in the field of medical rescue, assisting in the transportation and operation of related tools in engineering operations, and carrying instruments for data collection in scientific research monitoring. In addition, the design of the fastening unit can ensure the stable installation of different payloads, whether it is during high-speed driving or drastic terrain changes, the position of the payload can be fixed, further expanding the application scope of the vehicle in various professional fields, making it a multi-purpose and high-efficiency means of transportation.

[0031] 3. The controllable compensation system equipped in the power-assisted vehicle of the present invention integrates advanced sensor actuator units and active controllable drive mechanisms to achieve efficient and accurate motion control and intelligent compensation. The sensor can monitor the angle change of the transport surface, the acceleration, deceleration, and yaw, dive, roll and other motion states of the vehicle in real time, and quickly feed back the data to the control system. Based on these data, the active controllable drive mechanism can timely adjust the movement of the first compensation unit and the second compensation unit to adapt to terrain changes and maintain the desired plane of the payload. For example, when accelerating or decelerating, the compensation unit can automatically adjust the posture of the payload to prevent it from being displaced or tilted due to inertia. At the same time, the compensation system can also automatically adjust parameters such as track curvature according to the mass and distribution of the payload to achieve personalized compensation effects. This intelligent compensation mechanism not only improves the handling performance of the vehicle, but also effectively reduces energy consumption, extends the vehicle's cruising range, and enables the power-assisted vehicle to operate in the best state under various working conditions. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] Figure 1 Schematic diagrams of three driving states of the vehicle body of the present invention;

[0033] Figure 2 A perspective view of a transport device with a compensation system according to the present invention;

[0034] Figure 3 for Figure 2 A perspective view of the compensation system;

[0035] Figure 4 for Figure 3 A flip angle perspective view of the compensation system;

[0036] Figure 5 A block diagram of interactive information flow between sensors in a transport device with a compensation system;

[0037] Figure 6 A perspective view of the back side of the transport device of the present invention;

[0038] Figure 7 It is a right side aerial perspective view of the transport device of the present invention;

[0039] Figure 8 for Figure 6 a left side view of the device shown;

[0040] Fig. 9 for Figure 6 a right side view of the device shown;

[0041] Fig.10 for Figure 6 Elevated front perspective view of a transport device configured for traveling on inclined and sloping terrain;

[0042] Fig.11 for Figure 6 High angle perspective view of the transport equipment;

[0043] Fig.12 A perspective diagram of the camera lifting of a transport device carrying a payload;

[0044] Fig.13 A perspective diagram of a stretcher lifting and lowering for a transport device carrying a payload;

[0045] Fig.14 A perspective diagram of the lifting of a robotic arm for a transport device carrying a payload;

[0046] Fig.15 It is a front side view of the transport device;

[0047] Fig.16 It is a first schematic diagram of an alternative transmission unit;

[0048] Fig.17 This is a second schematic diagram of an alternative transmission unit. DETAILED DESCRIPTION

[0049] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention. Specific embodiment one:

[0051] like Figure 1-17As shown, a multi-level compensation structure power-assisted vehicle comprises a transport device 1, wherein the transport device 1 comprises a payload receiving unit 30, a transport body 10 and a controllable compensation system 20, wherein the controllable compensation system 20 is arranged between the payload receiving unit 30 and the transport body 10, and is designed to allow adjustment of a desired spatial relationship between a payload surface 250 of the controllable compensation system 20 for connecting the payload receiving unit 30 and a transport surface 150 of the transport body 10, wherein the controllable compensation system 20 comprises a first compensation unit 210 and a second compensation unit 230 for adjusting the spatial relationship, The first compensation unit 210 adjusts the spatial relationship in a first direction, the controllable compensation system 20 is suitable for maintaining the desired direction of the payload surface 250 without being affected by the change in direction of the transport surface 150 of the transport equipment 1, the controllable compensation system 20 is suitable for maintaining the common center of gravity of the transport equipment 1 including the payload by displacing the center of gravity of the payload receiving unit 30 and the payload in the opposite direction to the displacement of the center of gravity of the transport equipment 1, and one of the first compensation unit 210 and the second compensation unit 230 extends from one end of the first compensation unit 210 and the second compensation unit 230 during operation.

[0052] The first compensation unit 210 and the second compensation unit 230 are arranged in series with each other, and the first compensation unit 210 and the second compensation unit 230 are connected to each other. The first compensation unit 210 and the second compensation unit 230 both include curved tracks, each curved track has a curvature and is arranged in a cross configuration. The controllable compensation system 20 partially operates passively based on the inertial motion of the payload unit 30 and the transport unit 10. The controllable compensation system 20 operates simultaneously with the proportional extension of the first compensation unit 210 and the second compensation unit 230. The controllable compensation system 20 includes an active controllable drive mechanism, which provides active motion support for the first compensation unit 210 and the second compensation unit 230 to adjust the desired plane of the payload surface 250 in real time in response to the direction change of the transport surface 150.

[0053] The controllable compensation system 20 comprises a sensor-actuator unit, which adjusts a control feedback loop in real time, the transport device 1 is adapted to travel along a terrain, the transport surface 150 has an angle in the range of 0 to 70 degrees relative to a horizontal plane, the first direction and the second direction are perpendicular to each other, the transport device 1 is a land-based vehicle having two axles, each axle having two wheels, and a wheelbase between the axles, the payload surface is adapted to receive interchangeable payloads and comprises a fastening unit, the curved track curvature is located below the transport device 1, and wherein the curvature is continuous without straight sections, the curvature of the track is adapted to the individual mass and distribution of the payload to be carried by the payload surface 250, the track of the first compensation unit 210 is arranged at a different height than one track of the second compensation unit 230, and wherein the tracks of the first compensation unit 210 and the second compensation unit 230 have different curvatures of a common virtual center point.

[0054] The sensor-actuator unit comprises two sensor systems, a first sensor system adapted to provide a system of payload surface measurements of the orientation of the payload supporting surface in space, and a second sensor system adapted to provide a transport surface measurement of the orientation of the transport surface 150 in space, wherein a control feedback loop uses the difference between the payload surface measurement and the transport surface measurement as a feedback value, a first compensation unit 210 and a second compensation unit 230 adapted to keep a common center of gravity within the wheelbase, a fastening unit fastened to a seat for receiving a person, a fastening unit fastened to a cargo carrier, and comprising a stretcher.

[0055] A method for orienting the payload surface 250 of the payload receiving unit 30 is provided in the transport device 1, which is independent of the orientation change of the transport surface 150 of the transport body 10 of the transport device 1 during movement, and the specific method includes:

[0056] The desired spatial relationship between the payload surface 250 and the transport surface 150 is adjusted in real time by the compensation unit 20 attached to the payload receiving unit 30 and the transport body 10, wherein the real-time adjustment step uses the first compensation unit 210 and the second compensation unit 230 in the controllable compensation system 20 to adjust the spatial relationship, adjusts the spatial relationship in a first direction by the first compensation unit 210, adjusts the spatial relationship in a second direction different from the first direction by the second compensation unit 230, expands the first compensation unit 210 and the second compensation unit 230 during operation, and maintains the payload The common center of gravity of the transport equipment 1 is achieved by using a controllable compensation system 20 to displace the center of gravity of the payload receiving unit 30 and the payload in the opposite direction to the displacement of the center of gravity of the transport equipment 1. The compensation process is performed without vibration in a rough terrain environment. The desired plane of the payload surface 250 is stable. The controllable compensation system 20 provides displacement of the payload surface 250 while maintaining the desired plane in a direction opposite to the displacement direction of the center of gravity of the transport body 10. The compensation process automatically proportionally adjusts the first compensation unit 210 and the second compensation unit 230 to maintain the common center of mass of the transport equipment 1 of the payload.

[0057] The footprint of the transport device 1 is in the range of 0.9 to 0.3 m2, the wheelbase to payload surface height ratio is in the range of 0.5 to 1.33, the ratio of payload weight to transport device 1 weight is in the range of 3 to 1, and the compensation range is at a terrain angle of 70 degrees to the horizontal plane in all planes, the payload receiving unit 30 and the transport body 10 of the controllable compensation system 20 arranged between the payload and the payload surface are designed to allow adjustment of the desired spatial relationship between the payload surface 250 of the controllable compensation system 20 for attaching the payload receiving unit 30 and the transport surface 150 of the transport body 10, the controllable compensation system 20 includes a first compensation unit 210, the controllable compensation system 20 is suitable for maintaining the desired orientation of the payload surface 250 in the first direction without being affected by the change of the orientation of the transport surface 150 of the transport device 1 in the first direction, the controllable compensation system 20 is provided for passive operation based on the inertial movement of the payload unit 30 relative to the transport unit 10, and the controllable compensation system 20 operates together with the proportional extension of the first compensation unit 210.

[0058] The controllable compensation system 20 includes an actively controllable drive mechanism that provides active motion support for the first compensation unit 210 and the second compensation unit 230 to adjust the desired plane of the payload surface 250 in real time in response to changes in the direction of the transport surface 150 .

[0059] The controllable compensation system 20 is suitable for maintaining the desired direction of the payload surface 250 without being affected by changes in the direction of the transport surface 150 of the transport equipment 1, and wherein the controllable compensation system 20 is suitable for maintaining the common center of gravity of the transport equipment 1 including the payload by displacing the center of gravity of the payload receiving unit 30 and the payload in the opposite direction to the displacement of the center of gravity of the transport equipment 1.

[0060] At the same time, in the above compensation process, a computer program processed by a computer and stored on a non-temporary computer-readable medium is provided to implement the orientation method, and the computer program includes: a code segment for adjusting the desired spatial relationship between the payload surface 250 and the transport surface 150 in real time through the compensation unit 20 attached to the payload receiving unit 30 and the transport body 10, wherein the real-time adjustment uses the first compensation unit 210 and the second compensation unit 230 of the controllable compensation system 20 to adjust the spatial relationship; and a code segment for adjusting the spatial relationship in a first direction through the first compensation unit 210, and adjusting the spatial relationship in a second direction different from the first direction through the second compensation unit 230; and a code segment for maintaining the common center of gravity 20 of the transport equipment 1 including the payload opposite to the displacement of the center of gravity of the transport equipment 1 by moving the center of gravity of the payload receiving unit 30 and the payload using the controllable compensation system 20. Specific embodiment 2:

[0062] like Figure 1-17 As shown, according to the content of the specific embodiment one, the following content is further disclosed: According to the first aspect of the present invention, a transport device is provided. The transport device includes a payload receiving unit, a transport body and a compensation system arranged therebetween. The compensation system is designed to allow adjustment of the desired spatial relationship between the payload surface of the compensation unit for attaching the payload receiving unit and the transport surface of the transport body. In addition, the compensation system includes at least one first compensation unit or a second compensation unit for adjusting the spatial relationship. The first compensation unit is used to adjust the spatial relationship in a first direction, and the second compensation unit is used to adjust the spatial relationship in a second direction different from the first direction, whereby the compensation system is suitable for maintaining the desired direction of the payload surface independently of the direction change of the transport surface when the transport device moves. In addition, the compensation system is suitable for basically maintaining the common center of gravity of the transport device including the payload by displacing the center of gravity of the payload receiving unit and the payload substantially opposite to the displacement of the center of gravity of the transport device. The first and second compensation units can be extended or unfolded from at least one end thereof during operation. In some embodiments, the first and second compensation units include at least one curved track, each curved track having a curvature.

[0063] According to another aspect of the present invention, a method is provided. The method is a method for substantially maintaining the orientation of a payload surface of a payload receiving unit of a transport device, independent of changes in the orientation of the transport surface of a transport body of the transport device in motion. The method includes adjusting the desired spatial relationship between the payload surface and the transport surface in real time by a compensation unit attached to the payload receiving unit and the transport body, wherein the real-time adjustment includes adjusting the spatial relationship using at least one of a first compensation unit or a second compensation unit of a compensation system, and adjusting the spatial relationship in a first direction by the first compensation unit, and adjusting the spatial relationship in a second direction different from the first direction by the second compensation unit. In addition, a common center of gravity of the transport device including the payload is maintained by shifting the center of gravity of the payload receiving unit and the payload substantially opposite to the center of gravity shift of the transport device using the compensation system. The first and second compensation units can be extended or deployed from at least one end thereof during operation, and the method includes deploying the first and second compensation units during operation.

[0064] According to another aspect of the present invention, a computer program is provided. The computer program is suitable for being processed by a computer and can be stored on a computer-readable medium, and is used to basically maintain the orientation of the payload surface of the payload receiving unit of the transport equipment, without being affected by the change in the orientation of the transport surface of the transport body of the transport equipment in motion. The computer program includes a code segment for adjusting the desired spatial relationship between the payload surface and the transport surface in real time by a compensation unit attached to the payload receiving unit and the transport body, wherein the real-time adjustment includes adjusting the spatial relationship using at least one of the first compensation unit or the second compensation unit of the compensation system, and adjusting the spatial relationship in a first direction by the first compensation unit, and adjusting the spatial relationship in a second direction different from the first direction by the second compensation unit. A code segment is further provided to shift the center of gravity of the payload receiving unit and the payload by the compensation system, which is substantially opposite to the shift of the center of gravity of the transport equipment, thereby substantially maintaining the common center of gravity of the transport equipment including the payload, wherein the first and second compensation units can be extended or expanded from at least one end thereof during operation.

[0065] According to another aspect, a compensating unit is provided, comprising at least one unit extendable from at least one end thereof during operation. A plurality of compensating units may be suitably arranged together. One or more of these compensating units may be arranged in the apparatus of the first aspect. In some embodiments, the first and second compensating units may comprise at least one curved track, each curved track having a curvature. The telescopic system may provide expandable capability. Specific embodiment three:

[0067] like Figure 1-17As shown, according to the content of the specific embodiment one, the following content is further disclosed: the transport equipment is an all-terrain vehicle, hereinafter referred to as a vehicle; a load-bearing platform, a first compensation unit, arranged to compensate for the deviation of the load-bearing platform from the desired plane in the first direction; and a second compensation unit, arranged at a certain angle to the first compensation system, arranged to compensate for the deviation of the load-bearing platform from the desired plane in the second direction, and the desired plane can be a horizontal plane, and it is expected to remain horizontal. The desired plane can also be any desired plane that has a fixed relationship with another plane. When driving along any terrain, the desired plane should be maintained, or in addition, the desired plane can be changed and adjusted during the operation of the vehicle. It can be adjusted according to the size of one or more vehicle dynamics parameters. It can be adjusted according to a point or plane far away from the vehicle. This adjustment can be made so as to reliably track the vehicle, and rolling is a rotation around the longitudinal axis of the vehicle. The vehicle will experience pure rolling when driving horizontally along an inclined surface. Figure 3 , arrow 280 shows a roll between the right side R and the left side L of the vehicle 1. A dive is a rotation about the lateral axis of the vehicle. A vehicle experiences a pure dive when traveling straight uphill or downhill along an inclined surface perpendicular to the horizon. Figure 3 The middle arrow 270 indicates the dive between the front side F and the rear side B of the vehicle 1. Yaw is a rotation about the vertical axis of the vehicle. For example, when the vehicle 1 is traveling horizontally and the frictional engagement with the ground is at least partially lost, the vehicle 1 will experience pure yaw. Roll, dive and yaw can occur in any combination, depending on parameters including the topography of the driving ground, the acceleration and deceleration of the vehicle, the grip of the vehicle, etc. The first compensation unit of the compensation system 20 is a forward-backward compensation unit 210 in one embodiment. The first direction is the forward-backward direction of the vehicle in this embodiment, and is therefore arranged to compensate for the dive movement of the vehicle 1. The second compensation unit of the compensation system 20 is a left-right compensation unit 230 in this embodiment, wherein the second direction is the left-right direction of the vehicle. Therefore, the implemented second compensation unit 230 is arranged to compensate for the roll movement of the vehicle 1. Other compensation units may be appropriately arranged, for example, to compensate for the yaw movement of the vehicle 1.

[0068] The first compensation unit 210 is fixed to the transport body 10 of the vehicle 1 through one or more connection units 215. The second compensation unit 230 is movably fixed to the first compensation unit 210 in series, and the transport body 10 includes a propellant unit. The propellant unit may include an electric motor, a battery, a gearbox, etc. Alternatively or additionally, the direct drive motor is integrated into the hub of one or more wheels 101-104. Therefore, the transport body 10 can occupy a smaller volume, as shown in the figure. Therefore, the ground clearance and terrain capability of the vehicle are further improved, and the transport body 10 is in contact with the ground through the wheels 101-104, and the wheels 101-104 are rotatable and pushed by the motorized propulsion device to drive the contact with the ground. The transport body 10 can be sealed and packaged to be waterproof. Therefore, the vehicle 1 can have an enhanced range of operating environments. For example, the vehicle can be used in a riverbed, such as for fishermen transported by the vehicle 1, or for other underwater activities in which the vehicle 1 can be partially or completely submerged. The motorized device of the transport body 10 drives one or more wheels 101-104 and moves the components of the transport body 10, the compensation system 20 and the payload receiving unit 30 and the payload on the surface. The vehicle dynamic control algorithm can be applied to stabilize the movement of the vehicle 1 on the surface of the underground 80, such as stairs 800 or uneven terrain 810. The vehicle 1 can be guided by the user along the path of travel. The wheels 101-104 can respond to the user's commands. The user command can be initiated, for example, through a user input interface device. Therefore, the vehicle 1 can take the form of a motorized all-terrain vehicle, and the wheels 101-104 help define a series of axes of the vehicle, including a transverse axis LR parallel to the axis coinciding with the axis of the wheels 101-104, a front-to-rear longitudinal axis FR perpendicular to the wheel axis, and a vertical axis perpendicular to the transverse axis and the longitudinal axis. The directions parallel to the axes FR and LR are respectively referred to as the front-to-rear direction and the transverse direction.

[0069] The distance between the axles of the wheels 102, 104 determines the wheelbase of the vehicle 1. The wheelbase may range from half to twice the radius of the wheels 101-104. The wheels 101-104 may be of equal size as shown, or may be of different sizes.

[0070] Furthermore, the transport body 10 may comprise a mud buggy solution, wherein a central pivot joint provides for foldable movement of the transport body 10, thereby causing the front and rear wheels to move relative to each other.

[0071] In an embodiment, the forward-reverse (FR) compensation unit and the left-reverse (LR) compensation unit each comprise at least one curved track having a defined radius.

[0072] In an embodiment, the curvature of the track is arranged relative to a common virtual center point located below the vehicle. The track has no straight sections. The curvature is preferably circular. Therefore, two tracks arranged at different heights from the ground will have different curvatures. The higher arranged track has a greater curvature than the lower arranged track, also relative to the ground.

[0073] In more detail, the first compensation unit 210 has a right rail 211 and a left rail 212. The right rail 211 and the left rail 212 are fixed to the chassis of the vehicle 1. The second compensation unit has a front rail 231 and a rear rail 232.

[0074] The forward-reverse (FR) compensation unit 210 and the left-right compensation unit 230 include wheels or rollers, hereinafter referred to as wheels, which, due to their shape, enable the units to run along the track and maintain lateral stability. As an alternative to the four-roller solution shown, a different number of rollers can be provided, such as two side rollers or a three-roller configuration.

[0075] The forward-reverse compensation unit 210 can run along its track to perform FR compensation. The left-right (LR) compensation unit can run along its track to perform LR compensation.

[0076] In more detail, the FR compensation unit 210 includes a set of right track wheels 213 and a set of left track wheels 214. The LR compensation unit includes a set of front wheels 243 and a set of rear wheels 244.

[0077] The load-carrying platform 250 is disposed on the left and right compensation units 230 , provided that the platform 250 is arranged to run along the tracks 231 , 232 of the left and right compensation units 230 , supported by a set of front wheels 243 and a set of rear wheels 244 .

[0078] The forward and reverse compensation unit 210 and the left and right compensation unit 230 are configured to run in different directions. The two units of this embodiment cross each other's paths at a 90-degree angle, as shown in the figure. 3. In other embodiments, the intersection angle between the two compensation units of the compensation system can be any angle greater than 0 degrees to less than 180 degrees.

[0079] In addition, or alternatively, the forward-reverse compensation unit 210 and the left-right compensation unit 230 can be placed at any angle relative to the longitudinal axis of the vehicle. Therefore, the forward-reverse compensation unit 210 and the left-right compensation unit 230 should not be interpreted as limited to these specific directions related to the specific direction of the vehicle.

[0080] In the illustrated embodiment, all rails 211, 212, 231, 232 radii are set so that the horizontal reference plane of the payload carrying platform 250 remains parallel to the horizontal at any position the platform may have at any time when compensating as described herein.

[0081] In other embodiments, the track may be formed into one or more concave curved shapes, i.e., calculated radii and splines, so that the common weight point will be controlled when traveling at larger incline angles. The radius is selected so that the common weight point remains consistent with the horizontal reference plane of the platform, and the load platform 250 maintains the same desired relationship with the reference at all positions.

[0082] A shape of track is one in which the curvature is selected as a radius with a center point located at the mean rotation point of the vehicle in the middle part of the track. This allows the vehicle to pass obstacles to a certain extent and has the ability to save energy by utilizing the inertia of the moving parts.

[0083] When driving along such obstacles, energy consumption is low. During transitions of increasing or decreasing incline, the inertia of the payload relative to the transport unit is used. Obstacles of a certain degree will result in at least partially passive movements. When changing from level ground to downhill and from uphill to level ground, the movements are backwards, when changing from level ground to uphill and from downhill to level ground, the movements are forwards. Braking or damping of these at least partially passive movements can be actively controlled to increase safety. The passive movements can be supported by active movements of the drive unit supported by a compensation unit in order to adapt the desired plane to the real-time conditions more quickly.

[0084] Crossover tubes or tracks can be custom manufactured on a large scale to suit individual masses and distribution payloads.

[0085] In order to achieve the goal of maintaining the central weight point at large inclination or tilt angles, compensating for the payload weight on the platform, a very long track geometry is required. Such long tracks can collide with objects when running on a horizontal plane during climbing obstacles. Therefore, in some embodiments, an expansion capability is provided to overcome this disadvantage. Telescopic tracks are a solution to this problem. As a result, the operating range of the transport device is further improved.

[0086] In an embodiment, the operating range is extended by at least one expandable or extendable unit or system of compensation units.

[0087] In the figure, a first compensating unit is shown, which has such extension or expansion capability provided in the form of an extension track. In more detail, the extension unit comprises an extension unit 216 having a right extension track 221 and a left extension track 222. A set of right extension track wheels 223 and a set of left extension track wheels 224 facilitate the relative movement of the extension unit in proportion relative to the first compensating unit 210 through an endless chain 217, the endless chain 217 being connected to 220 at the top and connected to the transport body 10 at the bottom. The second compensating unit 230 slides along the extension unit through wheels 223, 224, thereby sliding along the first compensating unit. If there is no extension unit, wheels 223, 224 are directly arranged on tracks 211, 212, without intermediate extension tracks 221, 222.

[0088] At least one compensation unit may include an expandable track system. For example, the forward-reverse compensation unit may be an expandable unit so as to extend further than a non-expandable compensation system, while the left-right compensation unit may be a non-expandable system. In some embodiments, both the forward-reverse compensation unit 210 and the left-right compensation unit 230 may be expandable or non-expandable.

[0089] The scalable system for forward-reverse and left-right applications consists of one or more tracks and a wagon 220 with one or more tracks and wheels running on the first track to meet the geometric requirements, firstly, to achieve weight compensation by transferring the weight of the application mounted on a platform that extends far relative to the vehicle, and secondly, to be able to travel close to obstacles so that the wheels of the vehicle can reach and climb the obstacles.

[0090] The expandable system can be extended or expanded from one or both ends of the compensation unit.

[0091] In one embodiment, the vehicle is equipped with a 3D tracking device, such as an inclinometer, gyroscope or similar sensor device, which provides information in real time about all angles of the vehicle's reference plane relative to the horizontal plane at any given time. The device can also provide detailed information in real time about any ongoing angular changes, i.e. any moving angular velocity, acceleration and deceleration of the vehicle. The transport surface 150 can also be defined virtually. The transport surface 150 is a reference surface to which the payload surface has a changing state depending on the underground terrain along which the vehicle is traveling.

[0092] The forward and backward platform 220 and the left and right platforms 250 are equipped with actuators and position sensors, which enable the steering system to move and position the compensation unit of the compensation system 20 in real time. This is provided in such a way that the position of the load-carrying platform 250 always compensates for the common center of gravity of the entire system, i.e. the transport body 10, the compensation system 20 and the payload receiving unit 30 and the payload on the latter. Therefore, the rollover of the vehicle is effectively prevented.

[0093] The common center of gravity is maintained within the wheelbase of the two axles of the vehicle. It is preferably located between the wheelbases of the vehicle at any given time during vehicle motion and angle changes. Rollover of the vehicle is thus effectively avoided.

[0094] Figure 5 is a block diagram showing the interactive information flow 50 between these sensor components and the control system of a transport device having multiple compensation units, including

[0095] The inclinometer unit 51 on the vehicle 1 provides

[0096] forward-reverse angle data 512 and left-right angle data 511; steering system 52 including forward-reverse voltage comparator 522 and left-right voltage comparator 521; forward-reverse sensor position data 532; left-right sensor position data 531; forward-reverse actuator 552; and left-right actuator 551. Therefore, the compensation system can be controlled according to this information flow, for example, by appropriate implementation software.

[0097] The sensors providing the forward / reverse sensor position data 532 or the left / right sensor position data 531 may be provided in the form of encoders on the forward / reverse actuator 552 and the left / right actuator 551. Alternatively, or in addition, one or more of these sensors providing the data 531, 532 may be provided in the form of distance sensors that detect the current deflection of the forward / reverse or left / right compensation unit from a defined zero crossing position, where balance exists when the vehicle is oriented on a level plane.

[0098] The signal from the inclinometer 51 to the steering system 52 may be appropriately filtered to represent only those parts of the signal which are representative of vibration, acceleration, deceleration and collision detection as defined above.

[0099] Thus, the comparators 521, 522 detect the spatial orientation deviation of the reference plane 150 relative to the payload carrying surface 250. The inclinometer 51 provides in real time all angular information of the reference plane 150, as well as detailed information on any ongoing angular changes, i.e. any moving angular velocity, acceleration and deceleration of the vehicle 1. The forward-reverse platform 220 and the left-right platform 250 are equipped with position sensors, providing sensor data 531, 532. The actuators 225, 245 enable the steering system to move and position the compensation units 210, 230 of the compensation system 20 in real time. The control feedback loop ensures that the adjustment of the desired geometric relationship of the compensation system is achieved. In this way, the position of the load-carrying platform 250 can be effectively compensated, with reference to the common center of gravity of the entire system. Therefore, as described above, the vehicle can be effectively prevented from rolling.

[0100] In order to achieve a controlled weight point shift at large inclination angles or at large tilt angles, a proportional extension of the compensation system is provided, i.e. a proportional shift between the forward-reverse and left-right compensation units.

[0101] This is achieved by making the forward-reverse travel distance relative to the vehicle the same as the left-right travel distance relative to the forward-reverse. This can be achieved by connecting the left and right compensation units and the vehicle to each other through an endless chain 217, an endless belt or wire, which passes around the edge of the extension unit 216, a point on the upper side of which is connected to the forward-reverse platform 220, and a point on the other side is connected to the transport body 10, so that the expansion is proportional.

[0102] The forward and backward movement is achieved by an actuator 225 located in the frame of the carriage 220 of the left and right compensation unit 230. The actuator 225 is configured to drive a chain, belt or wire connected to the end of the extension unit 216. The actuator can be actuated on a chain in an Omega drive, for example. Other arrangements of actuators can be provided, such as direct drive actuators.

[0103] The compensation system is configured so that when the left and right compensation units 230 are pulled along the extension unit 216, the two units 216, 230 will move together in proportion relative to the first compensation unit 210 by encircling a chain, belt or wire 217, which runs around the edge of the extension unit and is fastened to the transport body 10 at the bottom and to the front and rear platforms 220 at the top.

[0104] The second compensating unit may also have a separate LR actuator 245 for providing movement of the second compensating unit 230 relative to the first compensating unit 210 .

[0105] In an embodiment, the load platform 250 of the vehicle may be equipped with a seat 300. The seat 300 includes a seat surface 301, a backrest 302, and may include armrests 303 and a footrest 304.

[0106] Due to the compensation system, vibration-free personal transportation of a passenger can be provided in the seat 300. The passenger can be maintained in a desired position, including an upright position. Maintaining the desired position is substantially independent of the topography of the surface on which the vehicle 1 is located. In an embodiment, maintaining the desired position provides an optimally high level of comfort for the passenger.

[0107] The position of the passengers can also be adapted to different parameters during the ride.

[0108] The vehicle 1 is in an operational driving mode, propelled along an ascending and descending path of travel relative to obstacles such as stairs, hills, rough terrain, etc. During travel, the inclination of the vehicle's motion relative to the path of travel is compensated by the compensation system 20. Some examples are given below.

[0109] exist Figure 8 In the embodiment, the vehicle 1 is shown traveling up a pair of stairs. The vehicle 1 transports a person seated in a seat 300. The person may be a disabled person, who is supported in the seat 300. The person remains safe in the seat 300, regardless of the path of travel on the ground. Even large changes in angle in the path of travel, such as on stairs, can be effectively compensated.

[0110] exist Fig. 9 In FIG. 1 , the vehicle is shown traveling downhill along uneven terrain with a bank angle of approximately 60 degrees.

[0111] Apart from Figure 8 and Fig. 9 In addition to or as an alternative to the forward and backward compensation shown in , the second compensation unit provides compensation in a second direction, here side-to-side compensation. Thus, regardless of the rolling or pitching of the vehicle along the path of travel, the desired cargo hold plane is maintained. In this way, the vehicle 1 can perform extreme maneuvers, such as driving diagonally up stairs or arbitrary movements in rough terrain, while maintaining the desired plane of the load-bearing surface 250.

[0112] In an embodiment, the transport device is a multifunctional portable transport device that can be used interchangeably as a variety of payload carriers. The device can be a medical rescue carrier for injured personnel and can be converted into a medical support platform, known as a stretcher. The device can be used as a game transport device, or as an equipment transport device. The interchangeability feature can be achieved through interfitting components and quick locking units. The device is used to facilitate the transportation of payloads over long and rugged travel paths while keeping the cargo level independent therefrom.

[0113] Thus, in one embodiment, the vehicle's load platform includes a carrier on which interchangeable equipment can be mounted 250. The equipment can be one or more stretchers 320, robotic arms 330, cameras 310, or any sensitive equipment 340 that requires vibration-free transportation in a rough terrain environment, where the equipment on top of the platform has a stable desired surface. A stretcher is a device used to transport the sick, injured, or deceased.

[0114] As can be seen, the stretcher is arranged at a height that allows easy access to the person on the stretcher. The person is transported to a desired plane. The desired plane can be horizontal or another plane, such as feet down or head down, sideways orientation of the person, etc., depending on the care required of the person. Since the person is kept on this plane, regardless of the terrain, the accompanying medical staff can easily access the person even during the transport. This saves valuable transport time required for the sick or injured person, since acute treatment can be carried out throughout the transport and no pauses are required for this purpose.

[0115] The sensitive equipment may include telecommunication equipment, including, for example, a parabolic antenna or a satellite antenna. The compensation unit may be used to maintain a telecommunication link between the antenna and a satellite or other base station.

[0116] Alternatively, or in addition, the desired plane may be changed and adjusted during operation of the vehicle.

[0117] For example, the payload carrying surface can be positioned further to the end of the track to facilitate loading and unloading. For example, passengers in seats secured to the payload carrying surface can more easily actively or passively assist in getting in and out of the seats.

[0118] For example, the inclination of the seat surface 301 or the backrest 302 can prevent the passenger from tilting forward. The sensor can detect a collision of the vehicle, such as a collision with a wall. To increase the safety of the passengers, the seat can be tilted in the opposite direction of the collision direction. This tilting can be performed when the collision is detected, or before as a precautionary measure if the sensor provides a pre-collision indication signal.

[0119] Thus, the compensation system is able to compensate for changes in angular momentum to which the vehicle and the payload are subjected. For example, during transport, e.g. during acceleration phases, the seat surface and the backrest are moved in such a way that the payload is tilted slightly forward relative to the direction of movement in order to maintain or improve stability. Thus, when the vehicle and the payload are decelerated, the seat surface and the backrest are moved slightly backward relative to the direction of movement. The latter may occur when the transport unit 10 encounters some unsuspended obstacles, such as branches, boulders, curbstones, etc. on the ground.

[0120] Although the above seat surface and backrest compensation has been described only in the forward and rearward directions relative to the direction of transport and movement, compensation can also be provided to compensate for angular momentum in the lateral direction, i.e., perpendicular to the fore-aft direction of the vehicle. The superimposed combination of these perpendicular compensation directions produces compensation in all directions within the selected desired two-dimensional plane in which the payload is generally controlled by the compensation system.

[0121] The cargo plane 250 may also be controllably adjusted to a fixed orientation relative to a remote point, for example the payload may be a beacon for topographic surveying that is always oriented toward a remote surveying unit.

[0122] Sliding movements of the vehicle 1 , for example due to friction caused by a slippery surface, can be compensated in real time by the compensation system 20 with reference to the payload surface 250 .

[0123] In an emergency, the compensating system 20 may not be able to operate, for example if a power failure occurs. When this situation is detected, the compensating system 20 can be locked, thereby forming a rigid connection between the transport body 10 and the payload receiving unit 30. For example, an electric or pneumatic actuator can be activated during normal operation to unlock the friction brake. If the power supply or pressure to the actuator is interrupted, a mechanical spring moves the friction brake in a way that locks the compensating system 20.

[0124] Although a track-based compensation system is shown for coupling the transport body 10 to the payload receiving unit 30, in other embodiments, any flexible link may additionally or alternatively be used in place of the tracks 211, 212, 221, 222, 231, 232.

[0125] In addition to the rails in the rail-type compensation system, equivalent conveying units may also be provided, including flat elongated sheets or plates, plates including grooves or protrusions, etc. Fig.17 An example is shown in FIG. 4 , where the transfer unit is provided in the form of a flat sheet 420 comprising a slit 421. The engagement unit 424 can slide along the sheet 420, supported by the slit 421. Wheels or rollers 422, 423 arranged in the slit 421 can carry the engagement unit 424 slidably along the slit 421.

[0126] The tracks may have a cross section other than circular, such as oval, T-shaped, U-shaped, etc. Furthermore, the number of tracks may be different from the track pairs shown. For example, three or four parallel tracks may be provided, or a central single track may be provided as a conveying unit for one or more compensating units.

[0127] Alternatively, or in addition to separate actuators, linear motors may be provided as an integral part of the track.The track may comprise permanent magnetic elements, the anchoring elements lifting and transporting the respective unit relative to the respective track. Fig.16 An example of an alternative transfer unit is shown, wherein a linear drive transfer unit 410 with a permanent magnet 417 is arranged in a housing 415 along which an anchor 413 is axially movable.

[0128] Some examples of size ranges and ratio ranges thereof of embodiments are given below, but the present invention is by no means limited to these embodiments.

[0129] The height of the payload surface can be 60 cm to 90 cm, for example, typically 80 cm. The wheelbase of the vehicle 1 can be in the range of 40 cm to 80 cm, for example, typically 50 cm. The diameter of the wheel can be between 30 cm and 50 cm, for example, typically 40 cm. The distance (width) of the wheel from left to right can be in the range of 40 cm to 70 cm, for example, typically 60 cm. The footprint of the vehicle can be in the range of about 0.9 to 0.3 m2, for example, typically 0.5 m2. The curvature of the track can be selected accordingly. The wheelbase to payload surface height ratio can be in the range of 0.5 to 1.33. The weight of the vehicle can be as low as 40 kg to 60 kg, which is very light considering the operating range and potential payload. The size of the vehicle including the compensation system but not including the payload can carry a payload of up to 130 kg. The ratio of payload weight to vehicle weight can be in the range of 3 to 1. The compensated range of drivable terrain angles can be from 0 to 70 degrees from the horizontal, for example 50, 60 or 70 degrees. This represents a very compact, energy-efficient vehicle capable of carrying high payloads in extreme terrains.

[0130] It should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the statement "comprising a reference structure" do not exclude the existence of other identical elements in the process, method, article or device including the elements.

[0131] Although embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the appended claims and their equivalents.

Claims

1. A power-assisted vehicle with a multi-level compensation structure, comprising a transport device (1), characterized in that: The transport device (1) comprises a payload receiving unit (30), a transport body (10) and a controllable compensation system (20), wherein the controllable compensation system (20) is arranged between the payload receiving unit (30) and the transport body (10) and is designed to allow adjustment of a desired spatial relationship between a payload surface (250) of the controllable compensation system (20) for connecting the payload receiving unit (30) and a transport surface (150) of the transport body (10), wherein the controllable compensation system (20) comprises a first compensation unit (210) and a second compensation unit (230) for adjusting the spatial relationship, wherein the first compensation unit (210) 0) adjusts the spatial relationship in a first direction, the controllable compensation system (20) is suitable for maintaining the desired direction of the payload surface (250) without being affected by the change in direction of the transport surface (150) of the transport device (1), the controllable compensation system (20) is suitable for maintaining the common center of gravity of the transport device (1) including the payload by causing the center of gravity of the payload receiving unit (30) and the payload to shift in the opposite direction to the center of gravity of the transport device (1), and one of the first compensation unit (210) and the second compensation unit (230) extends from one end of the first compensation unit (210) and the second compensation unit (230) during operation.

2. A power-assisted vehicle with a multi-level compensation structure according to claim 1, characterized in that: The first compensation unit (210) and the second compensation unit (230) are arranged in series with each other, the first compensation unit (210) and the second compensation unit (230) are connected to each other, the first compensation unit (210) and the second compensation unit (230) both include curved tracks, each curved track has a curvature and is arranged in a cross configuration, the controllable compensation system (20) is partially passively operated based on the inertial motion of the payload unit (30) and the transport unit (10), the controllable compensation system (20) is operated simultaneously with the proportional extension of the first compensation unit (210) and the second compensation unit (230), and the controllable compensation system (20) includes an active controllable drive mechanism, the active controllable drive mechanism provides active motion support for the first compensation unit (210) and the second compensation unit (230) to adjust the desired plane of the payload surface (250) in real time in response to the change in direction of the transport surface (150).

3. A power-assisted vehicle with a multi-level compensation structure according to claim 2, characterized in that: The controllable compensation system (20) comprises a sensor-actuator unit, which adjusts a control feedback loop in real time, the transport device (1) is suitable for traveling along a terrain, the transport surface (150) has an angle in the range of 0 to 70 degrees relative to a horizontal plane, the first direction and the second direction are perpendicular to each other, the transport device (1) is a land-based vehicle having two axles, each axle having two wheels, and a wheelbase between the axles, the payload surface is suitable for receiving interchangeable payloads and comprises a fastening unit, the curved track curvature is located below the transport device (1), and wherein the curvature is continuous without straight sections, the curvature of the track is adapted to the individual mass and distribution of the payload to be carried by the payload surface (250), the track of the first compensation unit (210) is arranged at a different height than one track of the second compensation unit (230), and wherein the tracks of the first compensation unit (210) and the second compensation unit (230) have different curvatures of a common virtual center point.

4. A power-assisted vehicle with a multi-level compensation structure according to claim 3, characterized in that: The sensor actuator unit comprises two sensor systems, a first sensor system adapted to provide a payload surface measurement value of the orientation of the payload support surface in space, and a second sensor system adapted to provide a transport surface measurement value of the orientation of the transport surface (150) in space, wherein a control feedback loop uses the difference between the payload surface measurement value and the transport surface measurement value as a feedback value, the first compensation unit (210) and the second compensation unit (230) being adapted to maintain a common center of gravity within the wheelbase, the fastening unit being fastened to a seat for receiving a person, the fastening unit being fastened to a cargo carrier and comprising a stretcher.

5. A power-assisted vehicle with a multi-level compensation structure according to claim 4, characterized in that: The transport device (1) provides a method for orienting a payload surface (250) of a payload receiving unit (30), which is independent of the orientation change of the transport surface (150) of the transport body (10) of the transport device (1) during movement, and the specific method comprises: The method comprises adjusting the desired spatial relationship between the payload surface (250) and the transport surface (150) in real time by using a compensation unit (20) attached to the payload receiving unit (30) and the transport body (10), wherein the real-time adjustment step comprises adjusting the spatial relationship by using a first compensation unit (210) and a second compensation unit (230) in the controllable compensation system (20), adjusting the spatial relationship in a first direction by using the first compensation unit (210), adjusting the spatial relationship in a second direction different from the first direction by using the second compensation unit (230), extending the first compensation unit (210) and the second compensation unit (230) during operation, and maintaining the transport of the payload The common center of gravity of the equipment (1) is displaced by using a controllable compensation system (20) to displace the center of gravity of the payload receiving unit (30) and the payload in the opposite direction to the displacement of the center of gravity of the transport equipment (1), the compensation process is performed without vibration in a rough terrain environment, the desired plane of the payload surface (250) is stable, the controllable compensation system (20) provides displacement of the payload surface (250) while maintaining the desired plane in a direction opposite to the direction of displacement of the center of gravity of the transport body (10), and the compensation process automatically proportionally adjusts the first compensation unit (210) and the second compensation unit (230) to maintain the common center of gravity of the transport equipment (1) of the payload.

6. The power-assisted vehicle with a multi-level compensation structure according to claim 1, characterized in that: The transport device (1) has a footprint in the range of 0.9 to 0.3 m2, a wheelbase to payload surface height ratio in the range of 0.5 to 1.33, a payload weight to transport device (1) weight ratio in the range of 3 to 1, and a compensation range of 70 degrees to the horizontal in all planes, a payload receiving unit (30) of a controllable compensation system (20) arranged between the payload and the payload surface and a transport body (10), designed to allow adjustment of the payload surface (250) of the controllable compensation system (20) for attaching the payload receiving unit (30) and the transport body (10) The controllable compensation system (20) comprises a first compensation unit (210), the controllable compensation system (20) being adapted to maintain the desired orientation of the payload surface (250) in a first direction without being affected by changes in orientation of the transport surface (150) of the transport device (1) in the first direction, the controllable compensation system (20) being provided for passive operation based on inertial movement of the payload unit (30) relative to the transport unit (10), the controllable compensation system (20) operating together with a proportional extension of the first compensation unit (210).

7. A power-assisted vehicle with a multi-level compensation structure according to claim 6, characterized in that: The controllable compensation system (20) includes an active controllable drive mechanism, which provides active motion support for the first compensation unit (210) and the second compensation unit (230) to adjust the desired plane of the payload surface (250) in real time in response to changes in the direction of the transport surface (150).

8. The power-assisted vehicle with a multi-level compensation structure according to claim 7, characterized in that: The controllable compensating system (20) is adapted to maintain a desired orientation of the payload surface (250) regardless of changes in orientation of the transport surface (150) of the transport device (1), and wherein the controllable compensating system (20) is adapted to maintain a common center of gravity of the transport device (1) including the payload by displacing the center of gravity of the payload receiving unit (30) and the payload in the opposite direction to the displacement of the center of gravity of the transport device (1).

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