Vehicle based on horizontal compensation structure

Abstract

The invention provides a vehicle based on a horizontal compensation structure, which relates to the technical field of terrain vehicles, and comprises a left frame, a right frame, a bottom plate, a first-stage compensation system, a second-stage compensation system, a third-stage compensation system and a fourth-stage compensation system, a first axial distance from the left axis of rotation of the left wheel pair to the axis of rotation differs from at least one second axial distance of the right axis of rotation of the right wheel pair such that the left and right wheel pairs have at least one eccentric distance, the method of crossing stairs using such a vehicle is closed, the wheel displacement unit can adjust the offset between the left wheel pair and the right wheel pair, the frame control unit can control the wheel displacement unit to adjust wheel deviation according to terrain information or user predefined values provided by the transportation surface detection unit so as to adapt to different terrains, the adaptability enables the vehicle to safely and comfortably pass through various obstacles, the situation that multiple vehicles with specific terrains are needed due to lack of adaptability is avoided, and the safety and reliability of the vehicle are improved. And the degree of freedom and independence of a vehicle user are improved.

Description

Technical Field

[0001] The invention relates to the technical field of terrain vehicles, in particular to a vehicle based on a horizontal compensation structure. Background Art

[0002] According to publication number "CA2,227,955", an electric armchair with two wheel pairs connected in series is disclosed, and the seat can be pivoted about an axis to maintain a horizontal position in one direction. A large number of wheels connected in series can provide greater grip when climbing stairs, but at the cost of a bulky solution, which is not conducive to use, for example when climbing narrow passages in stairs.

[0003] The above patent documents and prior art have the following technical problems when used:

[0004] Problem 1: One problem with prior art vehicles is their heavy weight, which limits the practical use of such vehicles in order to ensure vehicle stability, especially when the payload is large, such as when one wants to travel in an elevator with limited surface and load capacity. A lighter vehicle also requires less propulsion energy, which is a desirable advantage.

[0005] Problem 2: The existing technology also has the problem of lack of horizontal compensation. It is impossible to maintain a smooth ride even when traveling on stairs. When going up and down stairs, each step will produce a corresponding vertical and horizontal z ic-zac or swaying movement at the seat position of the vehicle. The lack of horizontal compensation in this terrain also leads to inefficient power transmission, resulting in inefficient energy use because traction is repeatedly lost.

[0006] Question three, the problem with the existing technology is the lack of adaptability to different terrains. Users of personal vehicles may encounter different obstacles every day when moving in a home environment or a public environment, such as stairs with different step sizes. If the vehicle is optimized to traverse the stairs at home, it may not be suitable for other obstacles. Therefore, in order to safely and comfortably traverse these different obstacles, the adaptability of the vehicle is very important. Otherwise, due to the lack of adaptability, multiple vehicles will be required, each specially adapted for a specific terrain, and users must change vehicles regularly, which may be impossible for unassisted users. Therefore, the freedom and independence of vehicle users can be improved. Summary of the invention

[0007] Technical issues solved

[0008] In view of the shortcomings of the prior art, the present invention provides a vehicle based on a horizontal compensation structure, which solves the following problems:

[0009] 1. The problem of the vehicle being too large and restricting its use;

[0010] 2. The lack of horizontal compensation leads to low power transmission efficiency;

[0011] 3. Address the problem of vehicles’ lack of adaptability to different terrains.

[0012] Technical Solution

[0013] To achieve the above objectives, the present invention is implemented through the following technical solutions: a vehicle based on a horizontal compensation structure, a vehicle based on a horizontal compensation structure, including a vehicle, a chassis, a left frame, a right frame and a bottom plate, characterized in that: the vehicle includes a first horizontal compensation system and a pivot joint, the pivot joint is used to pivotally connect the left frame and the right frame to the bottom plate, the left frame and the right frame can rotate relative to each other around a common rotation axis, the left frame and the right frame extend in a direction perpendicular to the rotation axis, a left wheel pair and a right wheel pair are provided at the bottom of the vehicle, including a left front wheel and a left rear wheel, the left front wheel and the left rear wheel have a left rotation axis and are installed at opposite ends of the left frame, the right wheel pair includes a right front wheel and a right rear wheel, the right front wheel and the right rear wheel have a right rotation axis and are installed at opposite ends of the right frame, and at least one first axial distance from the left rotation axis of the left wheel pair to the rotation axis is different from that of the right at least one second axial distance from the right rotation axis of the wheel pair to the rotation axis, so that the left wheel pair and the right wheel pair have at least one offset with respect to each other, including at least one wheel displacement unit for displacing at least one of the left front wheel and the left rear wheel relative to at least one of the right front wheel and the right rear wheel, the vehicle comprising an offset frame control unit, the frame control unit being adapted to provide an offset value, at least one of the wheel displacement units comprising a left frame actuator and a right frame actuator, the left frame actuator and the right frame actuator being connected to the frame control unit, the left frame actuator being arranged to adjust one of the first axial distances by displacing the wheels in the left wheel pair relative to each other, and wherein the right frame actuator is arranged to adjust one of the second axial distances by displacing the wheels in the right wheel pair relative to each other, and wherein the displacement is based on the offset value to provide the offset.

[0014] Preferably, the distance between the left rotation axes is the same as the distance between the right rotation axes, at least one of the left frame and the right frame includes at least one locking unit, and at least one slidable member, the slidable member is arranged to provide sliding movement between at least one of the left frame and the right frame and the base plate, at least one of the left front wheel and the left rear wheel is displaced relative to at least one of the right front wheel and the right rear wheel, and at least one of the locking units is arranged to fix the position of at least one of the left frame and the right frame relative to the base plate.

[0015] Preferably, the vehicle offset value is set according to a plurality of predefined values ​​defined by a vehicle user, the vehicle comprising a transport surface detection unit connected to a frame control unit, and a data storage connected to the frame control unit, the transport surface detection unit being adapted to provide topographic information of a transport surface of the vehicle, the offset value being based on the topographic information, the topographic information comprising dimension data elements of the transport surface stored on the data storage, the surface detection unit comprising a receiver adapted to receive the dimension data elements via a communication link, the transport surface detection unit comprising a surface sensor, the surface sensor being one or more sensors selected from the group consisting of a photographic sensor, an electromagnetic sensor, a radio frequency identification sensor, an acoustic sensor, a distance measurement sensor and a laser distance measurement sensor.

[0016] Preferably, the floor leveling unit includes a base link, the base link is pivotally connected to the floor at a center distance between the left frame and the right frame, the base link can rotate relative to the floor around a pivot axis perpendicular to the rotation axis, the end of the base link is pivotally connected to the left frame and pivotally connected to the right frame, when the left frame and the right frame rotate around the rotation axis, the left frame has a first angular displacement relative to the right frame, and the floor has a second angular displacement relative to one of the left frame and the right frame, the second angular displacement is less than the first angular displacement, the vehicle also includes a seat base and a second level compensation system arranged for positioning the seat base in space, the vehicle The vehicle is configured to maintain the horizontal plane of the seat base during use, the second level compensation system includes a pivotable support connecting the seat base to the base plate, the second level compensation system includes a support control unit connected to a level detection unit, the level detection unit is suitable for providing leveling information to the support control unit, the second level compensation system also includes at least one support actuator connected to the support control unit, the support actuator is arranged to shift the pivotable support according to the leveling information, the vehicle includes two support actuators, the two support actuators are pivotably mounted to the base plate at a first and second shifted joint, and are pivotably mounted to the pivotable support at a common third joint.

[0017] Preferably, the second horizontal compensation system includes side pillars, which are pivotally connected to the seat base and the bottom plate on both sides of the pivotable support, the side pillars are connected to the seat base through upper pillar pivot joints and to the bottom plate through lower pillar pivot joints, the pivotable support is connected to the bottom plate at the lower support pivot joint and to the seat base at the upper support pivot joint, and the upper pillar pivot joint and the upper support pivot joint are arranged in a displacement configuration at the seat base, so that the side pillars are arranged to maintain the plane of the seat base when the pivotable support is displaced, the vehicle and the seat base are connected to a seat actuator, and the seat actuator is connected to a horizontal detection unit and is arranged to move the seat base according to the leveling information to maintain the horizontal plane of the seat base.

[0018] Preferably, the staircase has a plurality of steps for traversing in a first direction at a stair angle, the staircase has an inclined axis parallel to the first direction and perpendicular to the step edge, the vehicle has an apex adjacent to the seat base, the wheel offset of at least one wheel of the vehicle is adjusted based on the step size, the apex is maintained along the inclined axis during traversal by applying a first level compensation of a first level compensation system, the first level compensation system includes alternately rotating a left frame and a right frame, the apex is maintained along the inclined axis during traversal further includes the step of applying a second level compensation of a second level compensation system, the second level compensation includes moving a pivotable support connecting the left frame and the right frame to the seat base, braking at least one of the wheels simultaneously when at least one of the wheels traverses the staircase, braking three wheels simultaneously when at least one of the wheels traverses the staircase, braking two wheels simultaneously when at least one of the wheels traverses the staircase, the distance between the at least one braking wheel and at least one wheel traversing the staircase is adjusted to achieve simultaneous braking and traversal by each wheel, performing an alternating action of the wheels between braking, and traversing in the staircase until the wheels traverse a desired distance in the staircase.

[0019] Preferably, the step of performing the alternating action comprises the steps of braking at least one of the wheels at a first position until at least one of the remaining wheels traverses a first distance in the stairs, and braking at least one wheel that has traversed the first distance at a second position until at least one wheel at the first position traverses a second distance in the stairs from the first position, wherein during the alternating action, the distance between at least one braking wheel and at least one wheel traversing the stairs is adjusted so that simultaneous braking and traversal are achieved by each wheel, the vehicle having a payload at a payload center of the vehicle, the method comprising moving the position of the payload center relative to at least one braking wheel.

[0020] Preferably, adjusting the distance between the wheels includes positioning each wheel in a separate position by an associated actuator of a wheel actuator of each wheel, and the first lateral movement is performed by expanding or contracting at least one of the left frame and the right frame, and the distance between the payload center and each wheel is adjusted by the associated wheel actuator to provide a first payload center movement, traversing a second distance in the stairs in a second lateral movement, wherein at least one wheel is braked during the first lateral movement, moving the payload center a fraction of the second distance in the second payload center movement, and repeating the first and second lateral movements until the wheels traverse the desired distance in the stairs, the fraction is one-third of the first distance, or the fraction is one-quarter of the first distance.

[0021] Beneficial Effects

[0022] The present invention provides a vehicle based on a horizontal compensation structure. It has the following beneficial effects:

[0023] 1. The present invention has the effect of reducing the weight of the vehicle and improving its applicability. Through innovative structural design, such as adopting a specific frame, wheel layout and related component combination, the overall weight of the vehicle is optimized. Compared with the vehicles in the prior art that are heavy due to ensuring stability, the vehicle of the present invention can still maintain a relatively light weight under the condition of a large payload, which enables it to travel in special scenarios such as elevators with limited surface and load capacity, thereby expanding the actual use scope of the vehicle. At the same time, the weight reduction also reduces the consumption of propulsion energy and improves energy utilization efficiency.

[0024] 2. The present invention has horizontal compensation to improve driving stability and power transmission efficiency: the present invention sets up a multi-stage compensation system. For example, in the first-stage compensation system, the pivoting action of the left and right frames interacts with the wheel offset configuration, and the vertical displacement of the wheels is compensated by the alternating rotation of the frame around a common rotation axis; the base plate leveling unit reduces the rotational movement of the base plate, and the second-stage compensation system spatially orients the seat base through pivotable supports and other components to maintain a horizontal plane. These compensation systems effectively solve the problem of lack of horizontal compensation in the prior art in scenarios such as stair driving, avoid the vertical and horizontal swaying movement of the vehicle seat position, reduce the repeated loss of traction, improve driving stability, and thereby improve power transmission efficiency and energy utilization efficiency.

[0025] 3. The present invention enhances adaptability to different terrains. The vehicle is equipped with components such as a wheel displacement unit, a frame control unit, and a transport surface detection unit. The wheel displacement unit can adjust the offset between the left wheel pair and the right wheel pair. The frame control unit can control the wheel displacement unit to adjust the wheel offset according to the terrain information (including step size, etc.) provided by the transport surface detection unit or the user's predefined value to adapt to different terrains, such as stairs with steps of different sizes, rural roads with potholes, etc. This adaptability enables the vehicle to safely and comfortably cross a variety of obstacles, avoids the situation where multiple vehicles for specific terrains are required due to lack of adaptability, and improves the freedom and independence of vehicle users. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Figure 1 A top view of a vehicle according to an embodiment of the present invention;

[0027] Figure 2 For the present invention Figure 1 Left side view;

[0028] Figure 3 It is a schematic diagram of vehicle adjustment of the present invention;

[0029] Figure 4 For the present invention Figure 3 Side view of

[0030] Figure 5 For the present invention Figure 1 Detail of the right rotation axis;

[0031] Figure 6 For the present invention Figure 5 Detailed side view of 5b;

[0032] Figure 7 For the present invention Figure 5 Front view of the connection of 5c;

[0033] Figure 8 It is a schematic diagram of the vehicle configuration of the present invention;

[0034] Fig. 9 It is a schematic diagram of the connection between the bottom plate and the right rotating shaft of the present invention;

[0035] Fig.10 For the present invention Fig. 9 Left side view;

[0036] Fig.11 It is a schematic diagram of the connection structure of the right-rotating shaft of the present invention;

[0037] Fig.12 It is a schematic diagram of wheel connection of the present invention;

[0038] Fig.13The center of gravity of the vehicle of the present invention is shown in FIG. Figure 1 ;

[0039] Fig.14 The center of gravity of the vehicle of the present invention is shown in FIG. Figure 2 ;

[0040] Figure 15a-d The vehicle shuttle staircase of the present invention is shown in FIG. Figure 1 ;

[0041] Figure 15e-j The vehicle shuttle staircase of the present invention is shown in FIG. Figure 2 ;

[0042] Fig.16 This is a schematic diagram of a vehicle going down stairs according to the present invention;

[0043] Fig.17 The vehicle connection structure diagram of the present invention;

[0044] Fig.18 A data diagram of a vehicle method of the present invention;

[0045] Fig.19 Implementation of the method flow for the vehicle of the present invention Figure 1 ;

[0046] Fig. 20 Implementation of the method flow for the vehicle of the present invention Figure 2 ;

[0047] Fig.21 Execution flow chart for the vehicle of the present invention;

[0048] Figure 22a-c The vehicle of the present invention is viewed from above in multiple states Figure 1 ;

[0049] Figure 22d-f The vehicle of the present invention is viewed from above in multiple states Figure 2 ;

[0050] Fig.23 The vehicle operation steps of the present invention are as follows: Figure 1 ;

[0051] Fig.24 The vehicle operation steps of the present invention are as follows: Figure 2 ;

[0052] Fig.25 The vehicle operation steps of the present invention are as follows: Figure 3 .

[0053] Legend:

[0054] 100, vehicle; 101, chassis; 102, left frame; 103, right frame; 104, bottom plate; 105, pivot joint; 106, common rotation axis; 107, left front wheel; 108, left rear wheel; 109, left rotation axis; 110, left rotation axis; 111, right front wheel; 112, right rear wheel; 113, right rotation axis; 114, right rotation axis; 115, first axial distance; 116, first axial distance; 117, second axial distance; 118, second axial distance; 119, left offset; 120, right offset; 21, left frame Frame actuator; 122, left frame actuator; 123, right frame actuator; 124, right frame actuator; 125, frame control unit; 126, transport surface detection unit; 127, communication link; 128, transmitter; 129, terrain memory; 130, base link; 131, pivot axis; 132, base plate leveling unit; 133, pivotable support; 134, support control unit; 135, support actuator; 136, level detection unit; 137, data memory; 138, communication link; 201, center distance; 202, the first 1. angular displacement; 203. second angular displacement; 204. seat base; 205. center distance; 206. center pivot joint; 207. pivot joint; 208. pivot joint; 301. support actuator; 304. upper support pivot joint; 305. lower support pivot joint; 306. angle; 307. angle; 308. seat base angle; 309. seat base angle; 501. stairs; 502. steps; 503. first direction; 504. stairs angle; 505. tilt axis; 506. step edge; 507. vertex; 508. first step size; 509, second step size; 701, middle step; 702, lower step; 703, upper step; 901, support; 902, side support; 903, side support; 910, shape; 911, shape; 1001, arcuate path 1002, total mass center; 1003, vehicle mass center; 1005, passenger mass center; 1006, center position; 1101, sliding member; 1102, sliding member; 1103, locking unit; 1104, locking unit; 1211, first distance; 1212, second distance; DETAILED DESCRIPTION

[0055] 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:

[0057] like Figure 1-25 As shown, a vehicle based on a horizontal compensation structure, Figure 1 , a vehicle 100 according to an embodiment of the present invention is shown in a top view, the vehicle comprises a chassis 101, the chassis 101 has a left frame 102, a right frame 103 and a bottom plate 104, the vehicle 100 comprises a first-stage compensation system, the first-stage compensation system has pivot joints 105 on both sides of the bottom plate 104, for pivotally connecting the left frame 102 and the right frame 103 to the bottom plate 104, see also Figure 2 and 3 , the left frame 102 and the right frame 103 can rotate relative to each other around a common rotation axis 106 passing through the bottom plate 104, the left frame 102 can rotate clockwise (CW), and the right frame 103 can rotate counterclockwise (CCW), the left frame 102 and the right frame 103 extend substantially in a direction perpendicular to the rotation axis 106, the vehicle 100 has a left wheel pair, including a left front (LF) wheel 107 and a left rear (LR) wheel 108, the LF wheel 107 and the LR wheel 108 The wheels 108 have left rotation axes 109 and 110 respectively, and the LF wheel 107 and the LR wheel 108 are rotatably mounted on opposite end areas of the left frame 102. Similarly, the vehicle 100 has a pair of right wheels, including a right front (RF) wheel 111 and a right rear (RR) wheel 112. The RF wheel 111 and the RR wheel 112 have right rotation axes 113 and 114 respectively, and the RF wheel 111 and the RR wheel 112 are rotatably mounted on opposite end areas of the right frame 103.

[0058] At least one first axial distance 115, 116 from the left rotation axis 109, 110 of the left wheelset to the rotation axis 106 is different from at least one second axial distance 117, 118 from the right rotation axis 113, 114 of the right wheelset to the rotation axis 106. Therefore, by having at least one first axial distance 115, 116 that is longer or shorter than at least one second axial distance 117, 118, the left wheelset and the right wheelset have at least one offset 119, 120 relative to each other. In FIG. 1 , the frontmost first axial distance 115 is longer than the frontmost second axial distance 117, so the LF wheel 107 and the RF wheel 111 have a left offset 119. In addition, the rearmost first axial distance 116 is shorter than the rearmost second axial distance 118, so the RR wheel 114 and the LR wheel 108 have a right offset 120. The offsets 119 and 120 may be different from each other, and any of the wheels 107, 108, 111 and 112 may have an offset relative to each other.

[0059] The offsets 119 and 120 are substantially located in the extending direction of the left and right frames 102 and 103, which is substantially located in the driving direction of the vehicle 100, so that when the vehicle 100 is driving on a flat surface and approaches a vertical step, the frontmost wheel with the offset 119 approaches the vertical step before the LR wheel 111. By having the offsets 119 and 120, the total contact probability of the wheels with the vehicle transportation surface is increased, because the surface may contain irregularities such as holes, piles or steps, which may cause any of the wheels 107, 108, 111 or 112 to be displaced in the vertical direction. For example, when the LF wheel 107 approaches an irregularity such as a vertical step, When the front wheel 107 passes over the obstacle, it regains grip and traction and is able to pull the RF wheel 111 that is approaching the step and displaced over the same step. Therefore, when using the offset wheel to pass over such an obstacle, the amount of wheel contact each time is increased and at the same time, energy consumption is reduced.

[0060] The pivoting action of the left and right frames 102, 103 interacts with the above-mentioned offset configuration to compensate for the vertical displacement of any offset wheels 107, 108, 111 and 112 by the alternating rotation of the left and right frames 102, 103, which compensation should be interpreted as the first-level compensation of the first-level compensation system of the vehicle 100, Figure 2 is from Figure 1 100, showing some details of the vehicle 100 as the right frame 103 rotates clockwise relative to the left frame 102. Driving the vehicle 100 in the opposite direction corresponds to Figure 2 As the vehicle moves to the right, for example when descending along an irregularity, such as a hole in the transport surface, the rearmost wheel, namely the RR wheel 112 having the offset 120 described above, approaches the hole, whereby the right frame 103 rotates clockwise to allow the RR wheel 112 to approach the lowered contact surface when descending, and surface contact loss of the RR wheel 112 is minimized if not avoided, while the horizontal left frame 102 allows the left wheel pair having the LF and LR wheels 107, 108 to maintain contact with the transport surface to maximize grip and traction, which will be combined Figure 15a-d and Figure 15e-j Another example is described in which the interaction between the horizontal compensation of the pivoting left and right frames 102, 103 and the offset configuration of the wheel pairs of the vehicle 100 when climbing stairs is shown.

[0061] The distance between the left rotation axes 109 and 110 can be the same as the distance between the right rotation axes 113 and 114, so the front first axial distance 115 can be the same as the rear second axial distance 118, and the rear first axial distance 116 can be the same as the front second axial distance 117. In this case, the front offset 119 is substantially equal to the rear offset 120, and the symmetrical offset configuration can provide greater stability and smoother ride when traversing symmetrical surface terrain.

[0062] The vehicle 100 may include at least one wheel displacement unit 121, 122, 123 and 124, which is arranged to displace the LF wheel 107 relative to the RF wheel 111, and / or to displace the RF wheel 111 relative to the LF wheel 107, and / or to displace the LR wheel 108 relative to the RR wheel 112, and / or to displace the RR wheel 112 relative to the LR wheel 108, Figure 4 In the embodiment of the invention, four wheel displacement units 121, 122, 123 and 124 are shown. It is sufficient to have only one wheel displacement unit that displaces the left or right wheel pair relative to each other. By displacing at least one of the LF wheel 107 and the LR wheel 108 relative to at least one of the RF wheel 111 and the RR wheel 112, the offsets 119, 120 can be adjusted to adapt to the topography of the transport surface. If two different series of obstacles are to be traversed, such as two series of steps where the step sizes are different from each other, a larger offset may be more suitable for the series of steps with a larger step size. Similarly, a smaller offset may be more suitable for a smaller step.

[0063] The vehicle 100 may comprise a frame control unit 125 adapted to provide the offset value, wherein the wheel displacement unit comprises a left frame actuator 121, 122 and a right frame actuator 123, 124, the left and right frame actuators 121, 122, 123, 124 being operatively connected to the frame control unit 125, the left frame actuator 121, 122 being arranged to adjust at least one of the first axial distances 115, 116 by displacement of the wheels 107, 108 of the left wheel pair relative to each other, and similarly the right frame actuator 121, 122 being arranged to adjust at least one of the first axial distances 115, 116 by displacement of the wheels 107, 108 of the left wheel pair relative to each other. The actuators 123, 124 are arranged to adjust at least one of the second axial distances 117, 118 by displacing the wheels 111, 112 of the right wheel pair relative to each other, the displacement being based on an offset value provided by a frame control unit 125 to provide offsets 119, 120, the frame actuators 121, 122, 123, 124 can be linear actuator elements that can expand or contract in size in the direction in which the left and right frames 102, 103 extend to provide offsets 119, 120 in the direction of travel of the vehicle.

[0064] The linear actuator elements can be based on hydraulic, electrical and mechanical operation, or any combination thereof, and the control unit 125 communicates with the frame actuators 121, 122, 123, 124 and provides an offset value based on which offset 119, 120 of the wheels 107, 108, 111, 112 is desired to suit the current topography of the transport surface.

[0065] Figure 8 Figures ac show different configurations of the left and right frames 102 and 103. Figure 8 FIG. 1 shows a vehicle 100 without any offset of wheels 107, 108, 111, 112, which example configuration may be suitable for transportation on certain surfaces that would not benefit from wheel offset. Figure 8 In b, the left frame actuator 121 and the right frame actuator 124 are contracted, so that the lengths of the first axial distance 115 and the second axial distance 118 are reduced. Figure 8 In c, the left frame actuator 122 and the right frame actuator 123 are extended, so that the lengths of the first axial distance 122 and the second axial distance 123 are extended, and those skilled in the art can easily understand other offset configurations when reading the present disclosure.

[0066] The offset values ​​provided by the frame control unit 125 to the frame actuators 121, 122, 123 and 124 can be set according to multiple predefined values ​​defined by the vehicle user. For example, the vehicle user can define offset values ​​at 80mm and 160mm in the frame control unit 125, and the frame control unit 125 transmits these values ​​to the frame actuators, which shift at least one of the wheels 107, 108, 111 and 112 to set the front offset 119 or the rear offset 120. This is advantageous because the user may traverse multiple recurring surfaces in a day, such as stairs of different sizes, or country roads with potholes. The surfaces may have different optimized settings for the offsets 119, 120, which can be pre-set and then quickly selected by the user when approaching these different surfaces.

[0067] In some embodiments, the vehicle 100 includes a transport surface detection unit 126 operably connected to the frame control unit 125, and a data memory 137 operably connected to the frame control unit 125, the transport surface detection unit 126 providing topographic information of the vehicle's transport surface to the frame control unit 125, the offset values ​​sent to the frame actuators 121, 122, 123, 124 being based on the topographic information, the topographic information including dimension data elements of the transport surface, which may be stored on the data memory 137, for example, the detection unit 126 may detect a vertical edge 200 mm above the transport surface in front of the vehicle 100, and return the dimension data to the frame control unit 125, where it may be stored on the memory 137, if the detection unit 126 detects several edges of different sizes, then multiple dimension data elements may be stored on the memory 137, the frame control unit may calculate a suitable offset value based on the dimension data according to a pre-stored algorithm or lookup table to convert the dimension data into an offset value, thereby setting the offsets 119, 120 appropriate for the size of the terrain, the surface detection unit 126 may automatically provide the topographic data, so that the vehicle user does not need to input or pre-select the offset value.

[0068] The surface detection unit 126 may include a receiver adapted to receive dimensional data elements via a communication link 127, which may be a wireless communication link, the dimensional data may be stored on a terrain memory 129 connected to a transmitter 128, the transmitter 128 being located, for example, near an obstacle, the terrain memory 129 may pre-store dimensional data of the current staircase approached by the vehicle user, and the transmitter 128 may then transmit the information via the communication link 127 to a receiver in the surface detection unit 126 of the vehicle 100, which may then set a suitable offset 119, 120 according to the size of the staircase, which may be done without requiring a new analysis of the terrain.

[0069] The communication on the link 127 may be based on electromagnetic communication, such as RFID, Bluetooth, GSM, WIFI, infrared light or acoustic communication, or any other technology allowing wireless communication. Therefore, the transport surface detection unit 126 may include a sensor, such as an optical sensor and / or a photographic sensor, and / or an electromagnetic sensor, such as an RFID sensor and / or an acoustic sensor. The transport surface detection unit 126 may also include a distance measurement unit, such as an optical terrain scanner unit, a radar unit or a laser measurement unit, which can measure, for example, the dimensions of stairs, such as the dimensions of steps. Any other technology for measuring terrain can be used to provide the dimension data to the frame control unit 125. The vehicle 100 may have a GPS unit for receiving information about the terrain at the current coordinates and adjusting the offsets 119, 120 accordingly. The vehicle 100 may include a terrain recorder, which is suitable for storing terrain information based on the movement of the vehicle's wheels and the left and right frames. For example, a vehicle user may forcefully cross an obstacle such as a staircase, and the dimensions of the step will be recorded by the terrain recorder, so that the next time the same staircase is to be traversed, the offsets 119, 120 are optimized according to the recorded dimension data in the recorded information.

[0070] Fig.17 Another embodiment allowing adjustment of the offset 119, 120 is shown, at least one of the left and right frames 102, 103 comprises at least one locking unit 1103, 1104 and at least one sliding member 1101, 1102, the sliding members 1101, 1102 being arranged to provide a sliding movement between at least one of the left and right frames 102, 103 and the base plate 104, whereby at least one of the LF wheel and the LR wheel can be displaced relative to at least one of the RF wheel and the RR wheel, at least one locking unit 1103, 1104 being arranged to fix the position of at least one of the left and right frames 102, 103 relative to the base plate 104, which provides the possibility of adjusting the offset 119, 120, by unlocking the left and right frames by the locking units 1103, 1104. The frames 102, 103 can be easily driven backwards, for example, by braking the left wheels 107, 108 and driving the right wheels 111, 112 forwards, for example, 80 mm, so that the wheels are used as wheel displacement units, so that the offsets 119, 120 become 80 mm, and then the locking units 1103, 1104 lock the left and right frames 102, 103 so that they do not slide through the sliding members 1101, 1102 and are fixed to each other again, when the left and right frames 102, 103 are unlocked, the left wheels 107, 108 can also be driven backwards by 40 mm and the right wheels can be driven forwards by 40 mm to provide the same 80 mm offset, due to the slidable members 1101, 1102, the left and right frames 102, 103 can move relative to each other and relative to the base plate 104,

[0071] like Fig.17 As shown, each wheel may have a locking unit 1103, 1104, in which case the left and right frames 102, 103 each have a front portion and a rear portion that can be moved relative to each other, such as the case where the left and right frames 102, 103 have frame actuators 121, 122, 123, 124, for example, only the RF wheel 111 can be deflected by unlocking the front portion of the right frame 103, and braking the other wheels and driving forward with the RF wheel 111, so as to obtain the desired deflection 119, and then locking the frame again by the locking unit,

[0072] The slidable members 1101 , 1102 are preferably arranged so that the common rotation axis 106 is maintained regardless of the relative movement of the left and right frames 102 , 103 and the base plate 104 .

[0073] The first-level compensation system of the vehicle 100 may include a floor leveling unit 132, which is arranged to reduce the rotational movement of the floor around the rotation axis 106 when the left and right frames 102 and 103 rotate around the same rotation axis 106. The floor 104 can be used as a base for mounting the driver's seat to the vehicle 100. When, for example, traversing stairs or any other terrain that causes the left and right frames 102 and 103 to perform alternating clockwise and counterclockwise rotational movements, reducing the movement of the floor 104 can provide a more stable and smooth ride. The leveling unit 132 also has the function of stabilizing the floor 104, which has the function of structural support to prevent the floor 104 from rotating uncontrollably around the rotation axis 106.

[0074] like Figure 1 , 3 As shown in FIG. 4 , the base leveling unit 132 may include a base link 130 pivotally connected to the base plate 104 via a central pivot joint 206 with center distances 201 and 205, see FIG. Figure 4 , located between the left frame 102 and the right frame 103, so that the base link 130 can rotate relative to the bottom plate 104 around the pivot axis 131 perpendicular to the rotation axis 106, see Figure 1 ,exist Figure 4 In the figure, it is shown that Figure 1 3. The end of the base link 130 is pivotally connected to the left frame 102 via a pivot joint 207, and is also pivotally connected to the right frame 103 via a pivot joint 208. The pivot joints 206, 207 and 208 can be spherical bearings, allowing the base link 130 to pivot in three-dimensional space. The base link 130 can slide freely through the center pivot joint 206 to allow the base link 130 to translate in a direction perpendicular to the pivot axis 131. In this case, the spherical bearing of the center pivot joint 206 can have a hole in the center to accommodate the base link 130.

[0075] exist Figure 3 In, from Figure 3 1 shows details of the bottom plate 104, the left and right frames 102, 103 and the base link 130, when the left and right frames 102, 103 rotate around the rotation axis 106, the right frame 103 will have a first angular displacement 202 relative to the left frame 102, and the bottom plate 104 will have a second angular displacement 203 relative to one of the left and right frames 102, 103. Since the position where the base link 130 is connected to the bottom plate 104 through the pivot joint 206 is located between the left and right frames 102, 103, the second angular displacement 203 is smaller than the first angular displacement 202.

[0076] refer to Figure 4 If the distances 201 and 205 are equal, the second angular displacement 203 of the base plate 104 will be substantially half of the first angular displacement 202. Therefore, the base plate 104 will only displace half of the left and right frames 102 and 103, and at the same time will be stabilized by the base link 130. The base link 130 can be close to the rotation axis 106 to allow the left and right frames 102 and 103 to rotate at a larger angle around the rotation axis 106.

[0077] The base plate leveling unit may include other devices for stabilizing and reducing the movement of the base plate 104. Elastic members such as springs or el elastic polymers may be used to connect the base plate 104 to the left and right frames 102, 103. The configuration is similar to the base link 130, so that the rotation of the left and right frames 102, 103 stretches or relaxes the elastic members, while the base plate remains at half the displacement angle of the left and right frames 102, 103. The base link 130 may also include an elastic or expandable portion to allow the rotation angle between the left and right frames 102, 103 to increase.

[0078] Figure 15a-d shows a side view and a rear view of the vehicle 100 as it traverses the staircase 501 in multiple sequences, Figure 15a-d a and b in FIG. 1 show the same position of vehicle 100, and the rest Figure 15e-j The same is true, reference Figure 15a-d In a of FIG. 1 , the staircase has a plurality of steps 502, which define a first direction 503 of the staircase 501 at a staircase angle 504 at which the vehicle 100 travels, the staircase 501 having an inclined axis 505 which is parallel to the first direction 505 and perpendicular to a step edge 506, the step edge 506 being interpreted as a substantially horizontal line trailing an edge 506 of each step 502, the inclined axis 505 being a reference axis fixed in space relative to the staircase 501,

[0079] The vehicle 100 has a vertex 507 adjacent to the seat base 204, and a left wheel pair and a right wheel pair having wheels 107, 108, 111, 112 connected to the left frame 102 and the right frame 103, the position of the vertex 507 is fixed relative to the vehicle 100, and the left frame 102 and the right frame 103 can rotate relative to each other around the rotation axis 106, as previously described, Figure 15a-d The dashed wheel profile 510 in FIG. 15 a is used to define the offset 119 before the right frame 103 is rotated in the CCW direction.

[0080] When traversing stairs 501, the wheel offset 119, 120 of at least one wheel of the vehicle 100 is adjusted based on the step sizes 508, 509. The vehicle may have a right wheel set and a left wheel set, each having a different number of wheels. The wheel set may be a pair of wheels, as shown in the figure. Fig.18 A method 1200 is shown, comprising a step 1201 of adjusting a wheel offset of at least one wheel of the vehicle based on a step size, Figure 15a-d and Figure 15e-j , the offset 119 of the RF wheel 111 is substantially equal to the offset 120 of the RR wheel 112, and then, Fig.19 The vehicle 100 is shown traveling in a first direction 503, whereby during the traverse the vertex 507 is maintained along the tilt axis 505 due to the application of the first level compensation of the first level compensation system by means of the alternating rotational movement of the left and right frames 102, 103, Fig.18 A method is shown, the method comprising step 1202, namely maintaining the vertex along the tilt axis during the traverse, with particular reference to Figure 15e-j shows that there is no initial asymmetry in the upward motion. Figure 15a-d , the front wheels 107 and 111 pass over a first step, which causes the vertex 507 to be displaced from the tilt axis 505, which displacement can be corrected by applying a horizontal compensation of a second level compensation system, as will be further described below.

[0081] To more clearly show the movement of vertex 507, Figure 15e-j The seat base 204 is not shown in f, h and j.

[0082] Figure 15e-j FIG. 8 e shows a partial crossing of the middle step 701, wherein the rightmost front wheel of the right wheel pair is the RF wheel 111, and the RF wheel 111 has an offset 119 relative to the LF wheel 107. When the RF wheel 111 partially crosses the middle step 701, the right frame 103 rotates counterclockwise, and the vertex 507 is located at the tilt axis 505. Due to the offsets 119 and 120, the wheels 107, 108, and 112 have full surface contact and provide sufficient traction for the next movement over the step 502.

[0083] exist Figure 15e-j The following movement in the sequence is shown in e, and g in 15e-j shows the LF wheel 107 partially passing over the middle step 701, whereby the left frame 102 rotates counterclockwise, while at the same time, the frontmost wheel 111 completely passes over the middle step 701, and the RR wheel 112 of the right wheel pair partially passes over the lower step 702 below the middle step 701, whereby the right frame 103 rotates clockwise, in which movement, wheel 111 regains full surface contact and traction, while the LF wheel 107 loses these, and the apex 507 remains at the tilt axis 505.

[0084] Figure 15e-j i in FIG. 1 shows that the frontmost wheel 111 partially passes over the upper step 703 above the middle step 701, whereby the LF wheel 107 completely passes over the middle step 701 and regains grip, when the right frame 103 rotates counterclockwise, the left frame 102 rotates clockwise, and at the same time, the RR wheel 112 completely passes over the lower step 702, and the left last wheel LR wheel 108 in the left wheel alignment partially passes over the lower step 702, and by offset 120, when the LR last wheel 108 loses surface contact, the RR wheel 112 regains full surface contact and traction, and the same is true for the LF wheel 107 and the RF wheel 111, and the apex 507 is still maintained at the inclined axis 505, and will continue to be maintained at this axis when the vehicle 100 passes through subsequent steps 502, wherein There is a constant angle 512 between the support 901 and the axis 505, and the seat base 204 in the figure therefore, if there is a fixed angle 511 relative to the vertex 507 or the support 901, 15e, 15g and 15j can maintain a constant angle relative to the axis 505, and therefore, a smooth and safe ascent of the stairs 501 can be achieved without changing the position of the seat base 204, due to the horizontal compensation of the first horizontal compensation system, in which the left frame 102 and the right frame 103 alternately pivot according to the alternating contact of the offset wheels 107, 108, 111, 112 with the step 502, and in which the base link 120 maintains the base plate 104 at a constant angle due to the symmetry of the CW and CCW rotations of the left frame 102 and the right frame 103.

[0085] Staircase 501 has steps 508, 509 of constant size, in which case seat base 204 can be maintained at a fixed angle 511 relative to base plate 104 by support 901, such as Figure 15e-j As shown, due to the angle 512 between the support 901 or the base plate 104 and the tilt axis 505, Figure 15e-jThe seat base 204 will remain essentially constant during the ascent, so the seat base 204 will also maintain an essentially constant angle relative to the same tilt axis 505. In changing terrain, the angle of the seat base 204 may change, which can be corrected by a second-stage compensation system, in which the seat base 204 has a pivotable support 133 that can be displaced in space, as further described below. If another staircase has other constant dimensions 508, 509, the offset 119, 120 can be adjusted by the frame control unit 125 and the frame actuators 121, 122, 123, 124, so that a constant angle of the seat base is achieved again during ascent or descent.

[0086] The vehicle 100 may include a secondary compensation system arranged for the orientation of the seat base 204 in space to maintain a level surface of the seat base 204 when the vehicle 100 is in use, which may provide a smooth ride even when the transport surface is very rough.

[0087] refer to Figure 6 , which is Figure 6 Side view of the left side of the vehicle Figure 1 , showing details of a second horizontal compensation system, which in one embodiment includes a pivotable support 133, which connects the seat base 204 to the base plate 104 via upper and lower support pivot joints 304 and 305, respectively. Alternative devices for providing a horizontal plane for the seat base 204 can be used, such as the horizontal compensation unit disclosed in patent application PCT / SE2009 / 051290, the entire contents of which are incorporated herein. The advantages of having a pivotable support 133 are that the horizontal compensation structure is more compact, uses fewer components and allows for faster control.

[0088] Figure 5 Shows Figure 1 Details of the vehicle 100, 1. The second level compensation system may include a support control unit 134, the support control unit 134 is connected to the level detection unit 136, the level detection unit 136 is suitable for providing level information to the support control unit 134, the second level compensation system also includes at least one support actuator 135, 301, the support actuator 135, 301 is connected to the support control unit 134 and is arranged to move the pivotable support 133 according to the level information, Figure 5 The displacement of the seat base 204 to the upper left and lower left positions are shown respectively, Figure 6 is from Figure 5 The side view on the left shows the displacement at an angle 306 from the vertical plane, Figure 7 is from Figure 5 from the front or Figure 6, showing a displacement at an angle 307 to the vertical plane, so that the support 133 can be moved in any direction to compensate for changes in the inclination of the terrain so that the seat base can be moved to a desired position, and the center of gravity of the vehicle when supporting a load can be adjusted accordingly, such as when a person is located on the seat base, to avoid the vehicle 100 from tipping over in any direction, for example, when climbing stairs, the support 133 can be tilted forward in the driving direction to avoid falling backwards.

[0089] The angle of seat bases 308 and 309 relative to the horizontal plane may be controlled according to embodiments described below.

[0090] The level detection unit 136 may be any unit capable of detecting level changes, such as slope or tilt angle, height or inclination, such as a gyroscope or inclinometer, according to Figure 1 , the level detection unit 136 can also receive information from the surface detection unit 126 via the communication link 138, information about the topography of the transport surface, such as dimensional information, such as the LF wheel 107 and the RF wheel 111, the vertex 507 is still maintained at the tilt axis 505, and will continue to be maintained at this axis when the vehicle 100 passes through the subsequent step 502, wherein the support 901 and the axis 505 have a constant angle 512, the seat base 204 in the figure therefore, if it has a fixed angle 511 relative to the vertex 507 or the support 901, then 15e, 15g and 15j can maintain a constant angle relative to the axis 505, and thus, a smooth and safe ascent of the stairs 501 can be achieved without changing the position of the seat base 204, due to the horizontal compensation of the first horizontal compensation system, in which the left frame 102 and the right frame 103 alternately pivot according to the alternating contact of the offset wheels 107, 108, 111, 112 with the steps 502, and in which the base link 120 maintains the base plate 104 at a constant angle due to the symmetry of the CW and CCW rotations of the left frame 102 and the right frame 103.

[0091] Staircase 501 has steps 508, 509 of constant size, in which case seat base 204 can be maintained at a fixed angle 511 relative to base plate 104 by support 901, such as Figure 15e-j As shown, due to the angle 512 between the support 901 or the base plate 104 and the tilt axis 505, Figure 15e-jThe seat base 204 will remain essentially constant during the ascent, so the seat base 204 will also maintain an essentially constant angle relative to the same tilt axis 505. In changing terrain, the angle of the seat base 204 may change, which can be corrected by a second-stage compensation system, in which the seat base 204 has a pivotable support 133 that can be displaced in space, as further described below. If another staircase has other constant dimensions 508, 509, the offset 119, 120 can be adjusted by the frame control unit 125 and the frame actuators 121, 122, 123, 124, so that a constant angle of the seat base is achieved again during ascent or descent.

[0092] The vehicle 100 may include a secondary compensation system arranged for the orientation of the seat base 204 in space to maintain a level surface of the seat base 204 when the vehicle 100 is in use, which may provide a smooth ride even when the transport surface is very rough.

[0093] refer to Figure 6 , which is Figure 6 A side view of the left side of the vehicle, 1, shows details of the second horizontal compensation system, which in one embodiment includes a pivotable support 133, which connects the seat base 204 to the base plate 104 via upper and lower support pivot joints 304 and 305, respectively. An alternative device for providing a horizontal plane for the seat base 204 can be used, such as the horizontal compensation unit disclosed in patent application PCT / SE2009 / 051290, the entire contents of which are incorporated herein. The advantages of having a pivotable support 133 are that the horizontal compensation structure is more compact, uses fewer components and allows for faster control.

[0094] Figure 5 Shows Figure 1 Details of the vehicle 100, 1. The second level compensation system may include a support control unit 134, the support control unit 134 is connected to the level detection unit 136, the level detection unit 136 is suitable for providing level information to the support control unit 134, the second level compensation system also includes at least one support actuator 135, 301, the support actuator 135, 301 is connected to the support control unit 134 and is arranged to move the pivotable support 133 according to the level information, Figure 5 The displacement of the seat base 204 to the upper left and lower left positions are shown respectively, Figure 6 is from Figure 5 The side view on the left shows the displacement at an angle 306 from the vertical plane, Figure 7 is from Figure 5 from the front or Figure 6, showing a displacement at an angle 307 to the vertical plane, so that the support 133 can be moved in any direction to compensate for changes in the inclination of the terrain so that the seat base can be moved to a desired position, and the center of gravity of the vehicle when supporting a load can be adjusted accordingly, such as when a person is located on the seat base, to avoid the vehicle 100 from tipping over in any direction, for example, when climbing stairs, the support 133 can be tilted forward in the driving direction to avoid falling backwards.

[0095] The angle of seat bases 308 and 309 relative to the horizontal plane may be controlled according to embodiments described below.

[0096] The level detection unit 136 may be any unit capable of detecting level changes, such as slope or tilt angle, height or inclination, such as a gyroscope or inclinometer, according to Figure 1 The horizontal detection unit 136 can also receive information from the surface detection unit 126 via the communication link 138, information about the topography of the transport surface, such as dimensional information, such as shapes 910, 911, which is particularly helpful in providing stability, horizontal compensation and support for the seat base 204 during the movement of the pivot support 133 along the arched path 1001 in three-dimensional space, thereby basically describing the movement path 1001 on the surface of a spherical body.

[0097] By configuring the side struts 902 and 903 so that the path 1001 becomes substantially arcuate, the position of the total mass center can be easily adjusted. Fig.13 and 14 The vehicle mass center 1003 and the passenger mass center 1005 are shown, which leads to the total mass center 1002. Through the geometric configuration of the side pillars 902 and 903, in the current embodiment, the vertical axis from the total mass center is located at the center position 1006 between the wheels. In this way, the weight on all wheels is evenly distributed and is not affected by the tilt of the vehicle 100, thereby improving grip, traction and safety. Fig.13 and 14 Different locations of the total mass center 1002 are shown, for example, at Fig.13 In the example, the weight of the passenger may be substantially half the weight of the vehicle 100, whereas in the example Fig.14 In the embodiment of the present invention, the weight of the passenger may be substantially twice the weight of the vehicle 100.

[0098] The pivotable support 133 receives the load of the seat base 204 and its payload, while the side posts 902, 903 are released from the load and control the movement path and angle of the seat base 204 according to the above.

[0099] Back to Fig.13 15a-d show the vehicle 100 traversing the staircase 501, applying the second level compensation of the second level compensation system, also shown in Fig.18 In the method step 1203, the seat base 204 is maintained in a desired position at the beginning of the climb, and the vehicle 100 is caused to tilt left and right when the first step is crossed. In FIG. 15 b, the level detection unit 136 can detect that the vehicle is tilting to the left, and the pivotable support 133 can be shifted by the support actuator 135, 305 to correct the tilt angle so that the seat base 204 is maintained on a horizontal plane. In addition or alternatively, the seat actuator 305 and / or the side pillars 902, 903 tilt the seat base 204 to maintain the horizontal plane. The level detection unit 136 can detect that the vehicle is tilting to the left, and the pivotable support 133 can be shifted by the support actuator 135, 305 to correct the tilt angle so that the seat base 204 is maintained on a horizontal plane. In addition or alternatively, the seat actuator 305 and / or the side pillars 902, 903 tilt the seat base 204 to maintain the horizontal plane. Accordingly, in Figure 15a-d In d, the horizontal detection unit 136 can detect that the vehicle is tilted to the left, and the pivotable support 133 can be displaced by the support actuator 135, 305, thereby correcting the tilt angle so that the seat base 204 remains on the horizontal plane. Figure 15a-d In d, the vehicle tilts to the right, and the support actuators 135 and 301 and / or the seat actuator 305 can correct the level of the seat base 204. Figure 15a-d b and Figure 15a-d In d, the main correction of the level of the seat base 204 is accomplished by adjusting the seat base angles 308, 309 by the seat actuator 305 without moving the support actuators 135, 301, Fig.16 The ab in the figure shows the Figure 15a-d The same vehicle 100 positions c and d in FIG. 1 show an embodiment with side pillars 902, 903, where the support actuators 135, 301 move the pivotable support 133 to align it along a vertical line, while the side pillars 902, 903 maintain the seat base 204 at a desired angle, which can be substantially in a horizontal plane.

[0100] If a certain non-uniformity is accepted, the support actuators 135 and 305 and / or the seat actuator 305 can be locked at a predetermined sway threshold, which saves energy because these actuators do not have to operate, however, the side struts are passively mechanically leveled, thus saving energy from the outset.

[0101] Furthermore, the support actuators 135 and 305 may move the pivot support 133 forward to move the center of gravity forward, thereby improving the stability of the vehicle 100 and thus improving the safety of the vehicle user.

[0102] exist Figure 15a-dIn Figures a and c, the support actuators 135, 305, the seat actuator 305 and the side pillars 902, 903 are not shown, respectively.

[0103] Figure 15e-j An embodiment of a vehicle 100 is shown in which a fixed support 901 connects a seat base 204 to a floor 104 so as to illustrate sufficient horizontal compensation of a first horizontal compensation system to maintain the seat base 204 at a constant angle when traversing a symmetrical series of steps, symmetry being interpreted as steps having constant dimensions and completing the initial traversal of the first or last step in the series of steps, and further, the seat angle may also be maintained at a substantially constant angle for a series of steps having different dimensions, in which case the offsets 119, 120 may be adjusted during the ascent, for example by manual adjustment or automatically based on dimensional data in a terrain memory 129 and a data memory 137 of the vehicle 100.

[0104] Support actuator 135, 301 is not in Figure 15e-j 1, but may be used with pivotable support 133 to correct the center of gravity position.

[0105] exist Figure 1 While the vehicle 100 has four wheels in the illustrated embodiment, the vehicle 100 may have a reduced or increased number of wheels.

[0106] Wheels 107, 108, 111 and 112 can each have an electric motor drive integrated into each wheel, which provides a compact structure, and the four-wheel drive ensures that each wheel has good traction. Wheels 107, 108, 111 and 112 can have ribbed tires to enhance grip on the transport surface. The ribbed tires are particularly advantageous when climbing stairs because the edges of the stairs provide a good mating surface for torque transfer and propulsion of the vehicle on the stairs.

[0107] In an embodiment, the wheel diameter is preferably at least as large as the step height 509, and the wheel diameter may be in the range of 10-50 centimeters.

[0108] Various methods of traversing staircase 501 using vehicle 100 are described below, all of which can be applied to any type of staircase or any other obstacle, such as various remote area terrains.

[0109] refer to Fig.18 An overview of the method steps in which the steps 1200 are not necessarily performed in order and may not depend on each other, i.e., only step 1200 may be selected, and Fig.19 , 20 , 21, 23, 24, 25 and the flowcharts Figure 22a-c and Figure 22d-fVehicle configuration diagram in .

[0110] When traversing stairs 501, the wheel offsets 119, 120 may be continuously adjusted 1204, the continuous adjustment ensuring a smooth ride.

[0111] Adjusting the wheel offset may include adjusting the distance between wheels 107, 108 of the left wheel pair, or set of wheels if the vehicle 100 has multiple wheels, and / or adjusting the distance between wheels 111, 112 of the right wheel set.

[0112] When at least one of the remaining wheels of the vehicle 100 passes through the stairs, at least one wheel can be braked 1205 simultaneously, when the climbing wheel passes through the stairs, the braked wheel provides increased grip and stability, and the distance between at least one braked wheel and at least one wheel passing through the stairs is adjusted 1206, thereby achieving simultaneous braking and passing through by the corresponding wheels.

[0113] When at least one of the remaining wheels passes through the stairs, three wheels can be braked simultaneously, or, when at least one of the wheels passes through the stairs, two wheels can be braked simultaneously. Braking can be interpreted as locking the wheels so that they do not rotate. When climbing an obstacle with at least one wheel at the same time, any number of wheels can be locked.

[0114] The distance between the wheels can be adjusted by wheel actuators 121, 122, 123, 124, see Figure 1 As an example, wheels 107, 108, 111 are braked, their respective axial distances 115, 116, 117 remain constant, and wheel 112 rotates while frame actuator 124 increases or decreases axial distance 118. The method 1400 described below shows another example, as shown in FIG19:

[0115] Adjusting the distance between the wheels may include positioning 1207 each wheel to an individual position via its associated actuator 121, 122, 123, 124, which may then provide optimal grip and traction while ensuring a comfortable ride by evenly traversing surface irregularities, as described below:

[0116] At least one of the left frames 102, 103 can expand or contract 1208 via a wheel actuator to adjust the distance between the wheels of the left wheel set and / or adjust the distance between the wheels of the right wheel set, thereby allowing the left frames 102, 103 to be adjusted according to various conditions and allowing the wheels to move independently.

[0117] The wheels may be driven at different speeds 1209 to adjust the distance between the wheels of the left wheel set by allowing the left frame to expand or contract, and / or to adjust the distance between the wheels of the right wheel set by allowing the right frame to expand or contract, which may be achieved by allowing the left and right frames to slide in the longitudinal direction of the wheel-driven vehicle, e.g. Fig.17 The wheels may be alternately braked to allow the frame to expand or contract by a sliding motion, and wheel actuators may be used in addition to or instead of this principle.

[0118] When at least one of the remaining wheels traverses the stairs, all wheels may be alternately braked 1210 on at least one wheel until the wheel traverses a desired distance in the stairs, performing the alternating action may include braking at least one wheel in a first position until at least one of the remaining wheels travels a first distance 1211 in the stairs, and braking at least one wheel that has traveled the first distance in a second position until the vehicle 100 with at least one wheel in the first position traverses a second distance 1212 in the stairs starting from the first position, thereby achieving efficient climbing or descending while having optimal grip.

[0119] During the above alternating action, the distance 1213 between at least one braking wheel and at least one wheel traversing the stairs is adjusted according to the above method and device, so that simultaneous braking and traversing are achieved by the corresponding wheels,

[0120] FLW = front left wheel, LW = rear left wheel, FRW = front right wheel, RRW = right rear wheel, LAC = left wheel actuator controls the distance between the left wheels, RAC = right wheel actuator controls the distance between the right wheels, REV = reverse / retract GO = forward / expand;

[0121] The method comprises the following steps, 1401 starting position, 1402 all wheels are locked, 1403 FLW is unlocked, 1404 FLW moves forward, 1405 LAC moves forward, the left frame is extended so FLW can move forward, and the distance between FLW and RLW increases, while RLW and other wheels remain locked / braked, the speed of LAC is set so that FLW does not slip because it can be driven forward by the integrated motors in the wheels, the speed can be set according to the wheel actuator relative speed algorithm, 1406 FLW has reached the next step to climb or descend, such as in stairs, or LAC has reached its maximum extension, the next step of FLW can Detected by various sensors that can detect when the FLW reaches a new obstacle, 1407 if any of the conditions in 1406 are met, the FLW stops, 1408 when the FLW stops, the LAC stops, 1409 the FLW is locked, 1410 the RLW is unlocked, 1411 the RLW drives forward, 1412 the LAC reverses and moves backward, thereby retracting the left frame so the RLW can drive forward and the distance between the RLW and FLW decreases while the FLW and other wheels remain locked / braked, 1413 the RLW has reached the next step or the LAC has reached the minimum retracted length, 1414 if any of the conditions in 1413 are met, the RLW W stops, 1415 When RLW stops, LAC stops, 1416 RLW locks, 1417 FRW unlocks, 1418 FRW moves forward, 1419 RAC moves forward, extending the right frame so that FRW can move forward, and the distance between FRW and RRW increases, while RRW and other wheels remain locked / braked, 1420 FRW has reached the next step to climb or descend, or RAC has reached its maximum extension, 1421 If any of the conditions in 1420 are met, FRW stops, 1422 When FRW stops, RAC stops, 1423 FRW locks, 1424 RRW unlocks, 1425 RRW moves forward, 14 26RAC reverses and drives backwards, thereby retracting the right frame so that RRW can drive forward and the distance between RRW and FRW decreases, while FRW and other wheels remain locked / braked, 1427RRW has reached the next step or RAC has reached its minimum retracted length, 1428If any of the conditions in 1427 are met, RRW stops, 1429When RRW stops, RAC stops, 1430RRW locks, 1431End, all wheels have climbed in sequence, and the non-climbing wheels are braked, it should be understood that the number of wheels can vary without deviating from this principle, the number of wheels climbing at the same time can vary, and the number of wheels braked at the same time can also vary, Fig. 20Method 1600 is shown, which corresponds to method 1400, but the vehicle moves in the opposite direction, i.e., in reverse, and can climb or descend stairs backwards, 1601 starting position, 1602 all wheels are locked, 1603 are unlocked, 1604 the RLW moves in the opposite direction to the direction of travel in step 1404, 1605 the LAC moves forward, expanding the left frame so the RLW can travel forward, and the distance between the RLW and the FLW increases, while the FLW and other wheels remain locked / braked, 1606 the RLW has reached the next step, such as climbing or descending backwards, or the LAC has reached its maximum extension, 1607 if any of the conditions in 1606 are met, the RLW stops, 1614 if any of the conditions in 1613 are met, the FLW stops, 1615 when the FLW stops , the LAC stops, 1616 the FLW is locked, 1617 the RRW is unlocked, 1618 the RRW is traveling in the opposite direction compared to the direction of travel in 1418, 1619 the RAC is traveling forward, extending the right frame so the RRW can travel in the opposite direction, and the distance between the RRW and FRW is increased, while the FRW and other wheels remain locked / braked, 1620 the RRW has reached the next step to climb or descend backwards, or the RAC has reached its maximum extension, based on the conditions, decisions can be extracted to decide whether the stairs have only one step or whether the top of the stairs has been reached, first extracting the decisions for the front wheels and then the rear wheels, the process also adjusts the vehicle to the current step, regardless of whether the step length and step height are different, or if the vehicle is climbing not perpendicular to the stairs, or if the stairs are turning in any direction.

[0122] The order of locking, braking or driving one, two or three wheels and climbing on one, two or three wheels can be in any order and can vary depending on the steps or stairs.

[0123] A sequence where one, two or three wheels are unbraked / unlocked, or where those wheels are driven at a speed different from or similar to any speed while climbing, or where those wheels are driven at a constant speed or variable speed, ve reverse direction, with the distance between FLW and RLW decreasing while the RLW and other wheels remain locked / braked;

[0124] 1613 FLW has reached the next step or LAC has reached the minimum retracted length, 1614 If any of the conditions in 1613 are met, FLW stops, 1615 When FLW stops, LAC stops, 1616 FLW is locked, 1617 RRW is unlocked, 1618 RRW travels in the opposite direction compared to the travel direction in 1418, 1619 RAC travels forward, extending the right frame so RRW can travel in the reverse direction, and the distance between RRW and FRW increases while FRW and other wheels remain locked / braked, 1620 RRW has reached the next step to climb or descend backwards, or RAC has reached its maximum extension, 1621 If full If any of the conditions in 1620 are met, RRW stops, 1622 when RRW stops, RAC stops, 1623 RRW is locked, 1624 FRW is unlocked, 1625 FRW drives in reverse, 1626 RAC reverses and drives backward, thereby retracting the right frame so FRW can drive in reverse, and the distance between FRW and RRW decreases, while FRW and other wheels remain locked / braked, 1627 FRW has reached the next step or RAC has reached its minimum retracted length, 1628 if any of the conditions in 1627 are met, FRW stops, 1629 when FRW stops, RAC stops, 1630 FRW is locked, 1631 ends.

[0125] Fig.21 The method 1800 in FIG. 1 shows a situation where two wheels are braked and two wheels are climbing simultaneously, and includes the following steps:

[0126] 1801 Starting position, 1802 All wheels locked, 1803 FLW unlocked, 1804 FRW unlocked, 1805 FLW moving forward, 1806 FRW moving forward simultaneously with FLW, 1807 LAC moving forward, left frame expanding to allow FLW to move forward, distance between FLW and RLW increasing while RLW and RRW remain locked / braked, 1808 RAC moving forward, right frame expanding to allow FRW to move forward, distance between FRW and RRW increasing while RRW and RLW remain locked / braked, 1 809 FLW has reached the next step of climb or descent, or LAC has reached its maximum extension, 1810 FRW has reached the next step of climb or descent, or RAC has reached its maximum extension, 1811 If any of the conditions in 1809 are met, FLW stops, 1812 If any of the conditions in 1810 are met, FRW stops, 1813 When FLW stops, LAC stops, 1814 When FRW stops, RAC stops, 1815 Check whether the conditions in 1809 and 1810 are met, 1816 FLW is locked, 1817 FRW is locked, 1818RLW is unlocked, 1819RRW is unlocked, 1820RLW is moving forward, 1821RRW is moving forward simultaneously with RLW, 1822LAC reverses and moves backwards, thereby retracting the left frame so RLW can move forward, the distance between RLW and FRW decreases while FRW and FLW remain locked / braked, 1823RAC reverses and moves backwards, thereby retracting the right frame so RRW can move forward, the distance between RRW and FRW decreases while FRW and FLW remain locked / braked, 1824RLW has reached a climb or the next step of descent, or LAC has reached its minimum retraction length, 1825 RRW has reached the next step of climb or descent, or RAC has reached its minimum retraction length, 1826 If any of the conditions in 1824 are met, RLW stops, 1827 If any of the conditions in 1825 are met, RRW stops, 1828 When RLW stops, LAC stops, 1829 When RRW stops, RAC stops, 1830 Check whether the conditions in 1824 and 1825 are met, 1831 RLW is locked, 1832 RRW is locked, 1833 End.

[0127] By sensing the actuator maximum output, the actuator maximum input, and the condition under which the wheels are set to the next step, the decision can be extracted to decide whether the staircase has only one step or whether the top of the staircase has been reached. The decision is first extracted for the front wheels and then the rear wheels. The process also adjusts the vehicle to the current step regardless of whether the step length and step height are different, or whether the vehicle is climbing non-perpendicular to the stairs, or if the stairs are turning in any direction.

[0128] The order of locking, braking or driving one, two or three wheels and climbing on one, two or three wheels can be in any order and can vary depending on the steps or stairs.

[0129] The sequence of unbraking / unlocking one, two or three wheels, or driving those wheels at a speed different from or similar to any speed when climbing, or driving those wheels at a constant speed or a variable speed, while, therefore, for each incremental distance of the climbing wheels in the first traverse movement, the wheel actuators will move the distance of the payload center 2001 in real time as a function of the above increments, for clarity, Figure 22a-c The motions are shown separately, which provides efficient fluid motion and eliminates any sudden acceleration or deceleration. The first lateral motion and the first payload center motion can be substantially in the same direction, such as Figure 22a-c and Figure 22d-f As shown, in other configurations of the vehicle 100, the orientation may be different.

[0130] The first traverse movement is performed by expanding or contracting at least one of the left frame and the right frame. Figure 22d-f In b, the left frame 102 is extended, in this case by extending the front left actuator 121 (FLAC), so that the FLW reaches the distance 2003, and simultaneously or sequentially, the distance between the payload center 2001 and each wheel is adjusted by the associated wheel actuator 121, 122, 123, 124 to provide a first payload center movement, which is Figure 22a-c As shown in c in FIG. 1 , the front left actuator (FLAC) 121 and the front right actuator (FRAC) 123 contract and pull the payload center 2001 to the left in the figure, the rear left actuator (RLAC) 122 and the rear right actuator (RRAC) 124 expand and push the payload center 2001 to the left in the figure, and the wheels are braked at the same time. If movement is performed simultaneously, that is, FLW moves forward, FLAC will adjust its position in real time, during which time the other wheels are braked, so that the payload center moves forward by a distance of 2004, and FLW moves forward by a distance of 2003 relative to its starting position or the braked wheel. Figure 22a-c 2c in the figure indicates that the distance the wheel actuator moves corresponds to the distance the payload center moves 2004, but deviations may occur without deviating from the principle of the movement and payload center movement.

[0131] Figure 22d-f The intermediate steps between the movement of the remaining wheels and the corresponding movement of the payload center are omitted and these movements are shown together, so that Figure 22d-fIn , the intermediate steps between the movement of the remaining wheels and the corresponding movement of the payload center are omitted and these movements are shown together, so that in Figure 22d-f In the present invention, the intermediate steps between the movement of the remaining wheels and the corresponding movement of the payload center are omitted. The 22dRLW has been moved forward by a second lateral distance 2005 in the second lateral movement, which may be different from or the same as the first lateral distance 2003. The payload center 2001 has also been moved forward by a second payload center distance 2006, which is also achieved by adjusting the relevant wheel actuators. Therefore, FLAC and FRAC have been shrunk, while RRAC has been expanded. Due to the lateral movement of RLW, RLAC has been fully shrunk, and FRW, FLW and RRW are still in a braking state. As described in the previous method, different numbers of wheels can be lateralized or braked at the same time.

[0132] Thus, the method of traversing a staircase may include a second traversing motion 1216, wherein at least one wheel is braked a second distance during the first traversing motion, and the payload center is moved 1217 a fraction of the second distance in a second payload center motion, and the first and second traversing motions are further repeated 1218 until the wheel has traversed a desired distance in the staircase, as determined by Figure 22d-f The difference 2007 between the starting position 2002 and the ending position 2012 in f is shown, and in this example, the difference 2007 can be substantially the same as the traversal distances 2003, 2005, 2008 and 2010.

[0133] Back to Figure 22d-f In e, the FRW has moved forward by distance 2008, and the payload center has moved forward by distance 2009, which in turn can be a function or fraction of distance 2008. Figure 22d-f In f, the RRW has moved forward a distance 2010, while the payload center has moved forward a distance 2011 and has reached the end position, and this sequence can be repeated until an obstacle or staircase is crossed.

[0134] In the above example, the vehicle includes four wheels, which may be different, and the fraction by which the payload center moves relative to the first movement distance may be one-third of the first distance, or one-quarter of the first distance.

[0135] The position of the payload center 2010 can be offset 1219, and the offset value is used to adjust the center weight point of the vehicle. Fig.23 , 24In methods 3000, 4000 shown in, the position of the payload center 2010 can be offset by 1219, and the offset value is one-third of the first distance, or one-quarter of the first distance. In Figures 23-24 and 22a-f, there is an interaction between the actuators to position and center the payload relative to the vehicle. In methods 3000, 4000, a subroutine called WP offset, a weight point constant or an offset value can be added to the process to obtain the desired weight point displacement.

[0136] Fig.23 Shown according to Figure 22a-c and Figure 22d-f The principles described in the method 3000 for traversing stairs can be used as Fig.19 Method 1400 and Fig. 20 The subroutines of method 1600 are implemented using the following abbreviations:

[0137] FLAC = front left actuator, FRAC = front right actuator, RLAC = rear left actuator, RRAC = rear right actuator, WPsh i ft = desired weight point offset within vehicle, ID = incremental distance, REV = reverse / retract, GO = forward / extend, 3001 starting position, 3002 all wheels are locked / braked, 3003 FLW is unlocked, 3004 FLW moves forward, 3005 FLAC extends until the condition in 3019 is met: FLW has reached the next step or FLAC has reached its maximum extension, 3006 FLAC extends multiple incremental distances until 3019 is met, 3007 the wheel / actuator relative speed algorithm ensures that the wheels do not slip, 3008 FRAC reverses, i.e. retracts, a small portion of incremental distance 3006, here one-third of incremental distance 3006 1, and taking into account any weight point shift 3010, 3009 incremental distance 3006 is input to step 3008, 3010 weight point shift / offset, used to adjust the weight point by an arbitrary factor, 3011 RLAC is extended with a small portion of the incremental distance 3006, here one-third of the incremental distance 3006, and taking into account any weight point shift 3013, 3012 incremental distance 3006 is input to step 3011, 3013 weight point shift, used to adjust the weight point by an arbitrary factor, 3014 RRAC is extended with a small portion of the incremental distance 3006, here one-third of the incremental distance 3006, and taking into account any weight point shift 3016, 3015 The incremental distance 3006 is input to step 3014, 3016 weight point shift / offset, used to adjust the weight point by an arbitrary factor, 3017 FLW has reached the next step of the climb / descent, 3018 FLAC has reached its maximum extension, 3019 any of the conditions in 3017 and 3018 are met, 3020 FLW is stopped, 3021 FLW is locked, 3022 RLW is unlocked, 3023 RLW is moving forward, 3024 FLAC is reversed, i.e. retracted, by a fraction of the incremental distance 3031, here one third of the incremental distance 3031, and taking into account any weight point shift 3026, 3025 incremental distance 3031 is input to step 30 24, 3026 weight point offset, used to adjust the weight point by an arbitrary factor, 3027 FRAC is reversed, i.e., contracts, a fraction of incremental distance 3031, here one-third of incremental distance 3031, and takes into account any weight point offset 3029, 3028 incremental distance 3031 is input to step 3027, 3029 weight point offset / offset, used to adjust the weight point by an arbitrary factor, 3030 RLAC contracts until the condition in 3038 is met: RLW has reached the next step or RLAC has reached its minimum contraction, 3031 until 3038 is completed, RLAC contracts multiple incremental distances, 3032 wheel / actuator relative speed algorithm ensures that the wheels do not slip,3033 RRAC is extended by a fraction of incremental distance 3031, here one third of incremental distance 3031, and taking into account any weight point offset 3035, 3034 incremental distance 3031 is input to step 3033, 3035 weight point offset / shift, used to adjust the weight point by an arbitrary factor, 3036 RLW has reached the next climb / descent step, 3037 RLAC has reached its minimum contraction, 3038 any conditions in 3036 and 3037 are met, 3039 RLW is stopped, 3040 RLW is locked, 3031 ends, Fig.24 A method 4000 for traversing stairs is shown, which corresponds to the method 3000, but describes the movement of the left wheel pair. The method 4000 can be used as Fig.19 Method 1400 and Fig. 204001 starting position, 4002 all wheels locked / braked, 4003 FRW unlocked, 4004 FRW driven forward, 4005 FLAC reversed, i.e. contracted, contracted by a fraction of incremental distance 4009, here one third of incremental distance 4009, and taking into account any weight point shift 4007, 4006 incremental distance 4009 input to step 4005, 4007 weight point shift / offset, used to adjust the weight point by an arbitrary factor, 4008 FRAC extended until the condition in 4019 is met: FRW has reached the next step or FRAC has reached its maximum extension, 4009 until 4019 is met, FRAC extended multiple incremental distances, 4010 The wheel / actuator relative velocity algorithm ensures that the wheels do not slip, 4011 The RLAC is extended by a fraction of the incremental distance 4009, here one third of the incremental distance 4009, and any weight point offset 4013 is taken into account, 4012 The incremental distance 4009 is input to step 4011, 4013 The weight point offset is used to adjust the weight point by an arbitrary factor, 4014 The RRAC is extended by a fraction of the incremental distance 4009, here one third of the incremental distance 4009, and any weight point offset 4016 is taken into account, 4015 The incremental distance 4009 is input to step 4014, 4016 The weight point offset is used to adjust the weight point by an arbitrary factor, 4017 FRW has reached the next climb / descent step, 4018 FRAC has reached its maximum extension, 4019 any of the conditions in 4017 and 4018 are met, 4020 FRW is stopped, 4021 FRW is locked, 4022 RRW is unlocked, 4023 RRW is driven forward, 4024 FLAC is reversed, i.e. retracted, by a fraction of incremental distance 4034, here one-third of incremental distance 4034, and taking into account any weight point offset 4026, 4025 incremental distance 4034 is entered into step 4024, 4026 weight point offset, used to adjust the weight point by any multiple, 4027 FRAC is reversed, i.e. retracted, by a fraction of incremental distance 4034, here one-third of incremental distance 4034 one third of, and taking into account any weight point shift 4029, 4028 the incremental distance 4034 is input to step 4027, 4029 the weight point shift is used to adjust the weight point by an arbitrary factor, 4030 the RLAC is expanded by a fraction of the incremental distance 4034, here one third of the incremental distance 4034, and taking into account any weight point shift 4032, 4031 the incremental distance 4034 is input to step 4030, 4032 the center of gravity point movement / offset is used to adjust the center of gravity point by an arbitrary multiple, 4033 the RRAC shrinks until the condition in 4038 is met: RRW has reached the next step or RRAC has reached its minimum shrinkage, 4034 until 4038 is met, the RRAC shrinks multiple incremental distances,4035 The wheel / actuator relative speed algorithm ensures that the wheels do not slip, 4036 RRW has reached the next step to climb / descend, 4037 RRAC has reached its minimum retraction, 4038 Any of the conditions in 4036 and 4037 are met, 4039 Stop RRW, 4040 Lock RRW, 4031 End., Fig.25 Method 6000 is shown in which the left wheel pair and the right wheel pair move in alternating motions, and method 6000 describes how the rear wheels and the front wheels climb alternately in a constant cycle while requiring a condition to be met, namely when both front wheels reach the top of the stairs, when this condition is met, the loop continues, and the next condition is to ask whether both rear wheels have reached the top of the stairs, and the loop ends.

[0138] 6001 starting position, 6002 right wheel pair moves forward according to method 3000, 6003 left wheel pair moves forward according to method 4000, 6004 condition, doneFL is generated, that is, it is satisfied Fig.23 Conditions 3019 and 6005 in the code are met. Fig.24 Condition 4019 in 6006, any one of 6004 and 6005 is completed, 6007 if 6006 is no, move the left wheel pair, 6008 if 6006 is no, move the right wheel pair, 6009 condition, doneFL is generated, that is, it is satisfied Fig.23 Conditions 3019 and 6010 in the code are met. Fig.24 Condition 401924 in is satisfied, 6011 checks again whether any of 6009 and 6010 has been completed, if not, returns to 6002, if yes, goes to 6018, 6012 if 6006 is yes, moves the left wheel pair, 6013 if 6006 is yes, moves the right wheel pair, 6014 condition, completes RL has been generated, i.e. Fig.23 Condition 3038 in the above code is satisfied, condition 6015 is satisfied, and the RR is generated. Fig.24 Condition 4038 in has been met, any one of 6016, 6014 and 6015 has been completed, 6017 if 6016 is yes, then end, 6018 if 6016 is no, then move the right wheel pair, 6019 if 6016 is no, then move the left wheel pair, 6020 condition, complete RL generation, that is, satisfied Fig.23 Conditions 3038 and 6021 in the above table complete the RR generation, which satisfies the following conditions: Fig.24 Condition 4038 in 6022, any one of 6020 and 6021 is completed, 6023 if 6022 is yes, then end, 6024 if 6022 is no, then move the left wheel pair, 6025 if 6022 is no, then move the right wheel pair, 6026 condition, complete RL generation, that is, meet Fig.23 Conditions 3038 and 6027 in the above table complete the RR generation, which satisfies the following conditions: Fig.24 Condition 4038 in 6028, any one of 6026 and 6027 is completed, 6029 if 6028 is yes, then end, 6030 if 6028 is no, then move the right wheel pair, 6031 if 6028 is no, then move the left wheel pair, 6032 condition, complete RL generation, that is, meet Fig.23 Conditions 3038 and 6033 in the above table have generated doneRR, which means that the condition is satisfied. Fig.24 If any one of the conditions 4038, 6034, 6032 and 6033 in 6034 has been completed, 6035 ends if 6034 is yes, 6036 goes to 6024 if 6034 is no. Those skilled in the art will understand that the present invention can be embodied as an apparatus, system or method.

[0139] 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.

[0140] 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 vehicle based on a horizontal compensation structure, comprising a vehicle, a chassis, a left frame, a right frame and a bottom plate, characterized in that: The vehicle includes a first horizontal compensation system and a pivot joint, wherein the pivot joint is used to pivotally connect a left frame and a right frame to a base plate, wherein the left frame and the right frame can rotate relative to each other around a common rotation axis, wherein the left frame and the right frame extend in a direction perpendicular to the rotation axis, wherein a left wheel pair and a right wheel pair are provided at the bottom of the vehicle, including a left front wheel and a left rear wheel, wherein the left front wheel and the left rear wheel have a left rotation axis and are mounted at opposite ends of the left frame, wherein the right wheel pair includes a right front wheel and a right rear wheel, wherein the right front wheel and the right rear wheel have a right rotation axis and are mounted at opposite ends of the right frame, wherein the vehicle includes an offset frame control unit, wherein the frame control unit is suitable for providing an offset value, wherein at least one of the wheel displacement units includes a left frame actuator and a right frame actuator, wherein the left frame actuator and the right frame actuator are connected to the frame control unit.

2. A vehicle based on a horizontal compensation structure according to claim 1, characterized in that: The distance between the left rotation axes is the same as the distance between the right rotation axes, at least one of the left frame and the right frame includes at least one locking unit, and at least one slidable member, the slidable member is arranged to provide sliding movement between at least one of the left frame and the right frame and the base plate, at least one of the left front wheel and the left rear wheel is displaced relative to at least one of the right front wheel and the right rear wheel, and at least one of the locking units is arranged to fix the position of at least one of the left frame and the right frame relative to the base plate.

3. A vehicle based on a horizontal compensation structure according to claim 1, characterized in that: The vehicle offset value is set according to a plurality of predefined values ​​defined by a vehicle user, the vehicle comprising a transport surface detection unit connected to a frame control unit, and a data storage connected to the frame control unit, the transport surface detection unit being adapted to provide topographic information of a transport surface of the vehicle, the offset value being based on the topographic information, the topographic information comprising dimension data elements of the transport surface stored on the data storage, the surface detection unit comprising a receiver adapted to receive the dimension data elements via a communication link, the transport surface detection unit comprising a surface sensor, the surface sensor being one or more sensors selected from the group consisting of a photographic sensor, an electromagnetic sensor, a radio frequency identification sensor, an acoustic sensor, a distance measurement sensor, and a laser distance measurement sensor.

4. The vehicle based on the horizontal compensation structure according to claim 1, characterized in that: The floor leveling unit includes a base link, which is pivotally connected to the floor at a center distance between the left frame and the right frame, and the base link can rotate relative to the floor around a pivot axis perpendicular to the rotation axis. The ends of the base link are pivotally connected to the left frame and pivotally connected to the right frame. When the left frame and the right frame rotate around the rotation axis, the left frame has a first angular displacement relative to the right frame, and the floor has a second angular displacement relative to one of the left frame and the right frame, and the second angular displacement is smaller than the first angular displacement. The vehicle also includes a seat base and a second level compensation system arranged to position the seat base in space. The use of the vehicle The second level compensation system is used to maintain the horizontal plane of the seat base, the second level compensation system includes a pivotable support connecting the seat base to the base plate, the second level compensation system includes a support control unit connected to a level detection unit, the level detection unit is suitable for providing leveling information to the support control unit, the second level compensation system also includes at least one support actuator connected to the support control unit, the support actuator is arranged to shift the pivotable support according to the leveling information, the vehicle includes two support actuators, the two support actuators are pivotally mounted to the base plate at the first and second joints of the shift, and are pivotally mounted to the pivotable support at a common third joint.

5. A vehicle based on a horizontal compensation structure according to claim 4, characterized in that: The second level compensation system includes side pillars, which are pivotally connected to the seat base and the base plate on both sides of the pivotable support, the side pillars are connected to the seat base through upper pillar pivot joints and to the base plate through lower pillar pivot joints, the pivotable support is connected to the base plate at the lower support pivot joint and to the seat base at the upper support pivot joint, and the upper pillar pivot joint and the upper support pivot joint are arranged in a displacement configuration at the seat base, so that the side pillars are arranged to maintain the plane of the seat base when the pivotable support is displaced, the vehicle and the seat base are connected to a seat actuator, and the seat actuator is connected to a level detection unit and is arranged to move the seat base according to the leveling information to maintain the horizontal plane of the seat base.

6. The vehicle based on the horizontal compensation structure according to claim 1, characterized in that: The staircase has a plurality of steps for traversing in a first direction at a stair angle, the staircase has an inclined axis parallel to the first direction and perpendicular to the step edge, the vehicle has an apex adjacent to a seat base, a wheel offset of at least one wheel of the vehicle is adjusted based on the step size, the apex is maintained along the inclined axis during traversal by applying a first level compensation of a first level compensation system, the first level compensation system includes alternately rotating a left frame and a right frame, the apex is maintained along the inclined axis during traversal further includes the step of applying a second level compensation of a second level compensation system, the second level compensation includes moving a pivotable support connecting the left frame and the right frame to the seat base, braking at least one of the wheels simultaneously when at least one of the wheels traverses the staircase, braking three wheels simultaneously when at least one of the wheels traverses the staircase, braking two wheels simultaneously when at least one of the wheels traverses the staircase, the distance between the at least one braking wheel and at least one wheel traversing the staircase is adjusted to achieve simultaneous braking and traversal by each wheel, performing an alternating action of the wheels between braking, and traversing in the staircase until the wheels traverse a desired distance in the staircase.

7. The vehicle based on the horizontal compensation structure according to claim 1, characterized in that: The step of performing an alternating motion comprises the steps of braking at least one of the wheels at a first position until at least one of the remaining wheels traverses a first distance in the staircase, and braking at least one wheel that has traversed the first distance at a second position until at least one wheel at the first position traverses a second distance in the staircase from the first position, wherein during the alternating motion, the distance between at least one braking wheel and at least one wheel traversing the staircase is adjusted so that simultaneous braking and traversal are achieved by the respective wheels, the vehicle having a payload at a payload center of the vehicle, the method comprising moving the position of the payload center relative to at least one braking wheel.

8. The vehicle based on the horizontal compensation structure according to claim 1, characterized in that: The adjusting the distance between the wheels includes positioning each wheel in a separate position by an associated actuator of the wheel actuator of each wheel, and the first traverse motion is performed by expanding or contracting at least one of the left frame and the right frame, and the distance between the payload center and each wheel is adjusted by the associated wheel actuator to provide a first payload center motion, traversing a second distance in the stairs in a second traverse motion, wherein at least one wheel is braked during the first traverse motion, moving the payload center a fraction of the second distance in the second payload center motion, and repeating the first and second traverse motions until the wheels traverse a desired distance in the stairs, the fraction is one-third of the first distance, or the fraction is one-quarter of the first distance.

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