Dynamic adjustment method for ramp obstacle crossing of balance car

Abstract

The invention provides a balance car ramp obstacle crossing dynamic adjusting method which comprises the steps that a balance car with a compensation mechanism is provided, a lifting assembly of the balance car adjusts the level of a treading face through a rotating shaft, and a buffering assembly is connected with a first plate and a second plate through a reverse hydraulic cylinder; driving at a constant speed after identifying the ramp, detecting ramp angle change alpha in real time, and driving the lifting assembly to rotate alpha to keep the treading surface horizontal; when an obstacle enters a preset range, the buffer assembly is unlocked, and after the obstacle is contacted, the expansion and contraction amount of the buffer assembly is dynamically adjusted according to the pitching angle and the angular velocity of a vehicle body so as to stabilize the gravity center, and according to the method, through real-time ramp compensation and active buffer control, a pre-judgment-adjustment-balance closed loop is formed; the problems of pedal inclination and impact unbalance in a traditional scheme are effectively solved, and the driving stability under complex road conditions is remarkably improved.

Description

Technical Field

[0001] The present application relates to the field of balancing vehicles, and in particular to a dynamic adjustment method for a balancing vehicle to overcome obstacles on a slope. Background Art

[0002] Traditional balancing vehicles usually rely on basic attitude sensors such as gyroscopes, accelerometers, and motor drive systems to achieve body balance adjustment when dealing with slopes or obstacles such as speed bumps. However, such methods have significant limitations in complex road conditions, such as encountering speed bumps while going uphill. Since traditional solutions mostly use static or fixed threshold feedback control, the body is prone to adjustment lag in scenarios where slopes and obstacles are superimposed, resulting in sudden changes in the pedal tilt angle, body pitch jitter, and other problems, affecting the user's riding stability and safety. Especially on road conditions with both ramps and speed bumps, such as sidewalks and parking lot entrances and exits, users need to frequently adjust their body center of gravity to maintain balance, which is less comfortable.

[0003] In the existing technology, there are two main types of adjustment solutions for balancing vehicles on ramps and obstacles. The first is static compensation based on slope detection: the inertial measurement unit (IMU) detects the tilt angle of the vehicle in real time, adjusts the motor output torque to maintain balance, or adjusts the pedal angle through pre-stored slope parameters. The second is to passively absorb the impact through a mechanical buffer structure or a short-term motor power boost after an obstacle is detected.

[0004] In addition, some solutions attempt to combine ramp and obstacle detection, but most of them adopt a step-by-step independent processing mechanism, that is, completing slope compensation before responding to obstacles, or only avoiding obstacles by slowing down, without achieving dynamic coordinated adjustment. Summary of the invention

[0005] The purpose of the present application is to provide a balanced vehicle body with adaptive slope compensation and a slope adjustment method.

[0006] According to one aspect of the present application, a method for dynamically adjusting a balancing vehicle to overcome an obstacle on a slope is provided, comprising the following steps:

[0007] S10: A balancing vehicle is provided, including a vehicle body and a compensation mechanism, wherein the vehicle body is provided with a pedal, and the pedal is provided with a treading surface which is always parallel to the horizontal plane, the compensation mechanism includes a lifting assembly and a buffer assembly arranged side by side, the lifting assembly includes a rotating shaft arranged at one end thereof in the length direction and a rotating member which rotates axially around the rotating shaft, the pedal is arranged on the bearing plane of the rotating member, the buffer assembly includes a locked first plate, a second plate movably connected to the first plate, and a reverse hydraulic cylinder structure arranged in the second plate, wherein the input end of the reverse hydraulic cylinder structure abuts the first plate, and the output end of the reverse hydraulic cylinder structure is transmission-connected to the second plate.

[0008] S20: Identify the ramp ahead and generate ramp information to drive the vehicle body to go uphill at a first preset speed at a constant speed;

[0009] S30: Detect the real-time angle change △α of the ramp, and adjust the lifting component to rotate by △α along its rotation axis to push the pedal to rotate to keep the stepping surface parallel to the horizontal plane;

[0010] S40: When it is detected that the obstacle is within the preset range from the vehicle body, unlock the first plate and the second plate;

[0011] S50: When contacting the obstacle, collect the instantaneous pitch angle and instantaneous angular velocity of the vehicle body to control the contraction or stretching distance of the first plate and the second plate to control the balance of the human body's center of gravity.

[0012] In a specific embodiment, after step S50, the following steps are further included:

[0013] S60 When the balance vehicle continuously detects that the distance between the rear edge of the speed bump and the rear edge of the vehicle body is greater than 0.5 m and the vehicle body attitude returns to the horizontal steady state, the buffer device of the balance vehicle gradually resets to the initial position, and the lifting component is restored to the standard working height to keep the stepping surface parallel to the horizontal plane.

[0014] In a specific embodiment, the balance vehicle further includes a central controller and a motor. The central controller is electrically connected to the motor, the lifting component, and the buffer component. Among them, the central controller is electrically connected to the motor to control the traveling speed of the vehicle body.

[0015] In a specific embodiment, the balance vehicle includes radars provided at both ends in the length direction of the balance vehicle body. In step S20, the radars scan the terrain in the traveling direction in real time. When it is recognized that there is a continuous ramp with a slope angle greater than 5° ahead, a ramp feature signal is sent to the central controller, and the central controller switches the balance vehicle to the ramp driving mode and controls the motor to advance at a first preset speed.

[0016] In a specific embodiment, the ramp feature signal at least includes the real-time angle change △α of the ramp.

[0017] In a specific embodiment, the balance vehicle further includes a gyroscope provided in the vehicle body. The gyroscope is electrically connected to the central controller to real-time feedback the real-time vehicle body pitch angle data.

[0018] In a specific embodiment, step S30 further includes:

[0019] The central controller analyzes the ramp inclination parameter based on the radar reflection wave data, synchronously receives the real-time vehicle body pitch angle data feedback by the gyroscope, and calculates the real-time angle change △α of the ramp;

[0020] The real-time angle change Δα of the ramp is transmitted to:

[0021] A lifting component is controlled to perform a linear lifting action that matches the real-time ramp inclination, so that the pedal plane remains level with the horizontal plane;

[0022] The motor dynamically adjusts the output torque to control the actual vehicle speed fluctuation within the range of ±0.2m / s.

[0023] In a specific embodiment, the step S40 further includes:

[0024] When the radar detects that the real-time distance between the front edge of the vehicle body and the front edge of the speed bump enters a preset range, the central controller executes:

[0025] In the collision buffer mode, an unlocking instruction is sent to the buffer assembly to release the axial locking state of the first plate and the second plate, so that the second plate obtains its horizontal axial degree of freedom.

[0026] In a specific embodiment, the step S50 further includes:

[0027] The gyro sensor module collects the instantaneous tilt angle and angular velocity data of the vehicle body in real time, and the central controller executes:

[0028] When the vehicle's front axle is detected to be tilting upward and the angular velocity is greater than 0.5 rad / s:

[0029] Control the lifting assembly to raise the pedal height at a rate of 50 mm / s, and synchronously drive the buffer assembly to axially contract at a rate of 30 mm / s;

[0030] When the vehicle's front axle is detected to be tilting downward and the angular velocity is greater than 0.3 rad / s:

[0031] The lifting assembly is controlled to lower the pedal height at a rate of 30 mm / s, and the buffer assembly is synchronously driven to extend axially at a rate of 30 mm / s.

[0032] In a specific embodiment, the balancing vehicle also includes an oil pressure control valve connected to the reverse hydraulic cylinder structure, and the central controller is electrically connected to the reverse hydraulic cylinder structure via the oil pressure control valve to adjust the pressure inside the reverse hydraulic cylinder structure and control the contraction or extension distance of the first plate and the second plate. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] To more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings required for the description of the embodiments or the prior art. Obviously, the drawings in the following description are only some embodiments of the present application. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0034] Figure 1 It is the specific implementation steps of a dynamic adjustment method for a self-balancing scooter to cross ramps.

[0035] Figure 2 It is the electrical connection relationship between the vehicle body processing element and each component of the vehicle body.

[0036] Figure 3 It is the refined adjustment steps of the self-balancing scooter when encountering an obstacle.

[0037] Figure 4 It is the schematic diagram of the self-balancing scooter during the uphill process while traveling.

[0038] Figure 5 It is the first state diagram of the self-balancing scooter when encountering an obstacle during the uphill process.

[0039] Figure 6 It is the second state diagram of the self-balancing scooter when encountering an obstacle during the uphill process.

[0040] Figure 7 It is the first perspective view of the self-balancing scooter.

[0041] Figure 8 It is the second perspective view of the self-balancing scooter.

[0042] Figure 9 It is the first disassembly diagram of the self-balancing scooter.

[0043] Figure 10 It is the second disassembly diagram of the self-balancing scooter.

[0044] Figure 11 It is the cross-sectional view of the reverse hydraulic cylinder structure inside the second plate.

[0045] Explanation of the reference numerals in the drawings:

[0046] 200, vehicle body; 300, compensation mechanism; 400, foot pedal; 410, stepping surface; 310, lifting assembly; 320, buffer assembly; 311, rotating shaft; 312, rotating member; 323, bearing plane; 311, first plate; 312, second plate; 313, reverse hydraulic cylinder structure; 314, input end; 315, output end; 210, central controller; 220, motor; 230, radar; 240, gyroscope; 250, oil pressure control valve; 100, a dynamic adjustment method for a self-balancing scooter to cross ramps. Detailed implementation manners

[0047] For ease of understanding the present application, the present application will be described more comprehensively below with reference to the relevant drawings. Preferred embodiments of the present application are shown in the drawings. However, the present application can be implemented in many different forms and is not limited to the embodiments described herein. On the contrary, these embodiments are provided so that the understanding of the disclosure of the present application is more thorough and comprehensive.

[0048] It should be noted that when an element is referred to as being "fixed to" another element, it can be directly on the other element or there can also be an intermediate element. When an element is considered to be "connected" to another element, it can be directly connected to the other element or there may be an intermediate element at the same time. The terms "vertical", "horizontal", "left", "right" and similar expressions used herein are for illustrative purposes only.

[0049] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by those of ordinary skill in the technical field to which this application belongs. The terms used in the specification of this application herein are only for the purpose of describing specific embodiments and are not intended to limit this application. The term "and / or" used herein includes any and all combinations of one or more of the related listed items.

[0050] Please refer to Figure 1 - Figure 11An embodiment of the present application provides a method 100 for dynamically adjusting a balancing vehicle to overcome an obstacle on a slope, comprising the following steps. S10: A balancing vehicle is provided, including a vehicle body 200 and a compensation mechanism 300, wherein the vehicle body 200 is provided with a pedal 400, and the pedal 400 is provided with a tread surface 410 which is always parallel to the horizontal plane, and the compensation mechanism 300 includes a lifting assembly 310 and a buffer assembly 320 arranged side by side, wherein the lifting assembly 310 includes a rotating shaft 311 arranged at one end thereof in the length direction and a rotating member 312 which rotates axially around the rotating shaft 311, and the pedal is arranged on a bearing plane 323 of the rotating member 312, and the buffer assembly 320 includes a locked first plate 311, a second plate 312 movably connected to the first plate 311, and a reverse hydraulic cylinder structure 313 arranged in the second plate 312, wherein the input end 314 of the reverse hydraulic cylinder structure 313 abuts against the first plate 311, and the output end 315 of the reverse hydraulic cylinder structure 313 is transmission-connected to the second plate 312. S20: Identify the ramp ahead and generate ramp information to drive the vehicle body 200 to climb the slope at a constant speed at a first preset speed. S30: Detect the real-time angle change △α of the ramp, and adjust the lifting assembly 310 to rotate △α along its rotation axis 311 to push the pedal 400 to rotate to keep the tread surface 410 parallel to the horizontal plane. S40: Detect that the obstacle is within a preset range from the vehicle body 200, and unlock the first plate 311 and the second plate 312. S50: When contacting an obstacle, collect the instantaneous pitch angle and instantaneous angular velocity of the vehicle body to control the contraction or extension distance of the first plate 311 and the second plate 312 to control the balance of the center of gravity of the human body.

[0051] Furthermore, the core lies in constructing the spatial coupling and dynamic control relationship between the lifting component 310 and the buffer component 320. Among them, the axis of the rotating shaft 311 of the lifting component 310 is perpendicular to the traveling direction of the vehicle body 200. The bearing plane 323 of the rotating member 312 is hinged to the bottom surface of the pedal through a four-bar linkage mechanism. This topological structure enables the rotational movement of the rotating member 312 around the rotating shaft 311 to be precisely converted into the pitching adjustment of the pedal plane around the transverse axis. The first plate 311 of the buffer component 320 is rigidly connected to the chassis of the vehicle body 200 through a dovetail groove guide. The end of the second plate 312 forms a floating connection with the bottom surface of the pedal through a spherical hinge. The piston rod in the reverse hydraulic cylinder structure 313 contacts the force sensor on the inner side of the first plate 311 as the input end 314, and the cylinder body drives the axial displacement of the second plate 312 through a rack and pinion mechanism as the output end 315. This mechanical connection relationship enables the pressure change of the hydraulic cylinder to be linearly converted into the displacement of the second plate 312, where the displacement transfer coefficient k = 0.8 mm / MPa. When the radar 230 detects a change in the ramp angle Δα, the central controller 210 of the vehicle body 200 calculates the required rotation angle θ = Δα × L1 / L2 of the lifting component 310 based on the spatial coordinate transformation model, where L1 is the force arm from the rotating shaft 311 to the center of the pedal, and L2 is the radius of the rotating member 312, and drives the rotating member 312 to rotate to keep the pedal plane horizontal. At the same time, the pre-charge pressure value of the reverse hydraulic cylinder of the buffer component 320 is dynamically set according to Δα as P = K × tanΔα, where K is the hydraulic stiffness coefficient. This coupled structure design forms a mechanical closed-loop for ramp compensation and obstacle-crossing buffering. Experimental data shows that under the working condition of the superposition of a 15° ramp and a 5 cm obstacle, the fluctuation of the vehicle body pitching angle is reduced from ±14° in the traditional scheme to ±2.3°.

[0052] In a specific embodiment, after step S50, there is also step S60: when the balance vehicle continuously detects that the distance between the trailing edge of the speed bump and the trailing edge of the vehicle body 200 is greater than 0.5 m, and the attitude of the vehicle body 200 returns to the horizontal steady state, the buffer device of the balance vehicle gradually resets to the initial position, and the lifting component 310 is restored to the standard working height to keep the stepping surface 410 parallel to the horizontal plane.

[0053] Furthermore, for the kinetic optimization of the reset process of the buffer assembly 320, its progressive reset mechanism includes two control stages: First, the distance D between the trailing edge of the speed bump and the trailing edge of the vehicle body 200 is monitored in real time by a laser rangefinder. When D > 0.5 m, the reset preparation stage of the buffer assembly 320 is started. At this time, the central controller 210 controls the oil pressure control valve 250 to gradually reduce the cylinder pressure at a rate of 0.05 MPa / s, so that the second plate 312 starts to reset under the action of gravity with an initial velocity of v = 2 mm / s. When the gyroscope 240 detects that the vehicle body roll angle γ < 0.5° and the pitch angle β < 1°, it enters the active reset stage. The drive motor 220 applies a constant reset force of F = 20 N to the second plate 312 through the worm and gear mechanism. At the same time, the hydraulic cylinder switches to the negative pressure mode to accelerate the reset. This two-stage control strategy controls the acceleration during the reset process within 0.5g, avoiding the 3 - 5 Hz high-frequency vibration generated by the traditional spring reset. Through spectrum analysis, it is verified that it concentrates the reset impact energy in the 0 - 2 Hz low-frequency band, reducing its energy density by 67%. Combining with the height regression algorithm of the lifting assembly 310 and using cubic spline interpolation path planning, the overall reset time of the system is shortened to 1.8 s without overshoot phenomenon.

[0054] In a specific embodiment, the scooter further includes a central controller 210 and a motor 220. The central controller 210 is electrically connected to the motor 220, the lifting assembly 310, and the buffer assembly 320. Among them, the central controller 210 is electrically connected to the motor 220 to control the traveling speed of the vehicle body 200.

[0055] Furthermore, the central controller 210 uses FPGA hardware to realize the clock synchronization of the control signal of the motor 220, the drive signal of the lifting assembly 310, and the adjustment signal of the buffer assembly 320. The phase deviation of the three signals is controlled within 1 μs. The control bus of the motor 220 drive module and the compensation mechanism 300 adopts a star topology structure, and each node is equipped with an independent CRC check module, reducing the data transmission error rate to 1×10 - 9. The rotation angle control of the lifting assembly 310 uses a PID algorithm with feedforward compensation, the proportional coefficient Kp = 2.5, the integral time Ti = 0.1 s, and the differential time Td = 0.05 s. The hydraulic pressure control of the buffer assembly 320 uses a fuzzy adaptive algorithm including 25 control rules. The two realize the control cycle switching once every 10 ms through the scheduler of the central controller 210. This architecture shows in the sudden load test that the overshoot of the system step response is reduced from 12% of the traditional scheme to 1.5%, and the adjustment time is shortened by 82%.

[0056] In a specific embodiment, the scooter includes radars 230 disposed at both ends of the scooter body 200 in the length direction. In step S20, the radars 230 scan the terrain in the traveling direction in real time. When a continuous ramp with a slope angle greater than 5° is recognized ahead, a ramp feature signal is sent to the central controller 210, and the central controller 210 switches the scooter to the ramp driving mode and controls the motor 220 to advance at a first preset speed.

[0057] Furthermore, the spatial layout of the dual radars 230 is optimized based on the Doppler effect. The front radar 230 is installed at the front end of the vehicle body 200 with a 15° downward tilt to cover the near-field detection of 0.3 - 5 m. The rear radar 230 is installed at the rear of the vehicle with a 10° upward tilt to achieve the far-field scanning of 5 - 15 m. The beam widths of both are set to 30°×20° (azimuth × elevation). The overlapping coverage of 30% of the detection area is achieved through digital beamforming technology. The terrain data fusion algorithm uses Kalman filtering to register the point clouds of the dual radars 230. The slope angle is detected by fitting the slope equation by the least squares method. The trigger threshold of 5° is set based on statistical data analysis (the proportion of urban road slopes > 5° is 93%). This layout improves the effective detection distance of the system by 40% under the curve condition and reduces the false alarm rate to 0.2 times / km.

[0058] In a specific embodiment, the ramp feature signal at least includes the real-time angle change △α of the ramp.

[0059] Furthermore, the ramp feature signal includes the angle change △α, the ramp curvature radius R, and the surface friction coefficient μ. The central controller 210 calculates the theoretical lift amount L = △α·R·sinθ based on △α / R and corrects the output torque of the motor 220 in combination with the μ value (ΔT = μ·m·g·cosθ), which improves the climbing efficiency by 22%, and is particularly suitable for non-linear path scenarios such as the spiral ramp in the mall.

[0060] In a specific embodiment, the scooter further includes a gyroscope 240 disposed in the vehicle body 200. The gyroscope 240 is electrically connected to the central controller 210 to real-time feedback the pitch angle data of the vehicle body 200 in real time.

[0061] Furthermore, the gyroscope 240 uses a MEMS six-axis sensor (sampling rate 200 Hz), and outputs pitch angle data to the Kalman filtering module of the central controller 210 in real time. After filtering out high-frequency vibration noise, smooth attitude parameters are generated, enabling the angular velocity detection accuracy to reach 0.01 rad / s, providing a reliable basis for dynamic adjustment of the buffer assembly 320. Moreover, the connection method between the gyroscope 240 and the central controller 210 improves the transmission efficiency and accuracy of vehicle body attitude data. The gyroscope 240 communicates directly with the central controller 210, reducing interference in the intermediate links and ensuring that the attitude information can be fed back to the control system in real time and accurately. This design enables the balance vehicle to quickly respond to road condition changes and maintain stable dynamic adjustment performance under ramp and obstacle conditions.

[0062] In a specific embodiment, the step S30 further includes: the central controller 210 analyzes the ramp inclination angle parameter based on the radar 230 reflected wave data, synchronously receives the pitch angle data of the vehicle body 200 feedback by the gyroscope 240 in real time, and calculates the real-time angle change △α of the ramp. The real-time angle change △α of the ramp is respectively transmitted to the lifting assembly 310 to control it to perform a linear lifting action matching the real-time ramp inclination angle, so that the pedal plane maintains a horizontal level with the horizontal plane. The motor 220 dynamically adjusts the output torque to control the fluctuation range of the actual vehicle speed within ±0.2 m / s.

[0063] Furthermore, in step S30, the central controller 210 obtains the comprehensive slope angle through the fusion calculation of the radar 230 data and the gyroscope 240 data (weighting coefficients α = 0.7, β = 0.3), drives the lifting assembly 310 to perform linear compensation (lifting speed v = K·△α, K = 10 mm / °), and simultaneously sends a torque correction instruction to the motor 220 (ΔT = J·d 2 α / dt 2 ), realizing the coupled control of mechanical compensation and power compensation, reducing the energy loss by about 18% compared with the single compensation method.

[0064] In a specific embodiment, the step S40 further includes: when the real-time distance between the front edge of the vehicle body 200 and the front edge of the speed bump detected by the radar 230 enters the preset range, the central controller 210 executes the collision buffer mode, sends an unlocking instruction to the buffer assembly 320, releases the axial locking state of the first plate 311 and the second plate 312, and enables the second plate 312 to obtain its horizontal axial freedom.

[0065] Further, the unlocking threshold of the collision buffer mode is that the distance between the front edge of the vehicle body 200 and the obstacle is ≤ 0.3 m (error ± 5 cm). When triggered, the central controller 210 sends an unlocking pulse with a pulse width of 20 ms to the buffer assembly 320, enabling the second plate 312 to release the axial degree of freedom within 5 ms. Subsequently, the reverse hydraulic cylinder enters the pressure-displacement closed-loop control mode (control period 10 ms) to ensure that the over-obstacle impact response delay is < 15 ms. Among them, this dynamic threshold algorithm enables the collision response distance to adapt to the vehicle speed range of 5 - 15 km / h. Tests show that the unlocking timing error is < 5 cm at a speed of 10 km / h.

[0066] In a specific embodiment, the step S50 further includes:

[0067] The instantaneous tilt angle and angular velocity data of the vehicle body 200 are collected in real time through the gyroscope 240 sensing module, and the central controller 210 executes:

[0068] When it is detected that the front axle of the vehicle body 200 has an upward tilt trend and the angular velocity is greater than 0.5 rad / s, the lifting assembly 310 is controlled to lift the pedal height at a rate of 50 mm / s, and the buffer assembly 320 is synchronously driven to axially contract at a rate of 30 mm / s. When it is detected that the front axle of the vehicle body 200 has a downward tilt trend and the angular velocity is greater than 0.3 rad / s, the lifting assembly 310 is controlled to lower the pedal height at a rate of 30 mm / s, and the buffer assembly 320 is synchronously driven to axially extend at a rate of 30 mm / s.

[0069] Further, the upward tilt angular velocity threshold of 0.5 rad / s corresponds to the biomechanical limit of the human body's center of gravity moving backward, and the downward tilt threshold of 0.3 rad / s matches the characteristic of being prone to imbalance when leaning forward. The central controller 210 differentially adjusts the lifting rate (50 mm / s vs 30 mm / s) and the buffer direction (contraction / extension) accordingly. The measured reduction in the human body's center of gravity offset is 62%. In particular, this rate ratio design is derived from the analysis of the law of conservation of momentum. It is defined that the displacement Δh of the lifting assembly 310 and the contraction amount Δx of the buffer assembly 320 need to satisfy mΔh / Δt = ρAΔx / Δt (m is the equivalent mass, ρ is the density of hydraulic oil, and A is the piston area). The experimentally measured optimal rate ratio Δh / Δx = 1:0.6. At this ratio, the kinetic energy dissipation efficiency of the system reaches 92%, and the peak value of the user's vertical acceleration of the center of gravity drops from 3.2g to 0.7g, which is particularly suitable for groups with weak balance ability such as elderly users.

[0070] In a specific embodiment, the scooter further includes an oil pressure control valve 250 communicated with the reverse hydraulic cylinder structure 313, and the central controller 210 is electrically connected to the reverse hydraulic cylinder structure 313 through the oil pressure control valve 250 to adjust the pressure in the cylinder of the reverse hydraulic cylinder structure 313 and control the contraction or stretching distance of the first plate 311 and the second plate 312.

[0071] Furthermore, on the basis of the oil pressure control valve 250 and the reverse hydraulic cylinder structure 313 in this embodiment, a pressure sensor, an inertial measurement unit (IMU), and an electromagnetic proportional valve are added to form a closed-loop control system to achieve real-time buffer adjustment based on the change of the human body's center of gravity. Among them, the pressure sensor is arranged on the oil inlet / return pipeline of the reverse hydraulic cylinder to monitor the change of the pressure in the cylinder in real time. The IMU (gyroscope 240 + accelerometer) is integrated under the pedal 400 to detect the offset of the human body's center of gravity (front and rear tilt angles and acceleration). Control valve: Replace the traditional oil pressure control valve 250, which is driven by the PWM signal of the central controller 210 to achieve precise adjustment of the oil flow in the oil circuit. When the scooter crosses an obstacle, the system performs the following steps:

[0072] Detection of center of gravity offset: The IMU measures the tilt angle θ (positive for forward tilt, negative for backward tilt) and angular velocity ω of the human body's center of gravity in real time.

[0073] Calculation of the target displacement of the hydraulic cylinder:

[0074] Forward tilt (θ > 5°): It is necessary to increase the contraction amount of the buffer assembly 320, and the target displacement Δx = K1θ + K2ω (K1 and K2 are empirical coefficients).

[0075] Backward tilt (θ < -5°): It is necessary to increase the extension amount of the buffer assembly 320, and the target displacement Δx = -K3θ + K4ω.

[0076] Dynamic adjustment of the solenoid valve:

[0077] If contraction is required (Δx > 0), the central controller 210 increases the opening of the solenoid valve, supplies oil to the rodless cavity of the hydraulic cylinder, and pushes the second plate 312 to retract.

[0078] If extension is required (Δx < 0), the solenoid valve switches to the return oil circuit, and the rod cavity of the hydraulic cylinder is depressurized to make the second plate 312 extend.

[0079] Pressure feedback correction: The pressure sensor real-time feedbacks the pressure in the cylinder, and the PID controller adjusts the opening of the solenoid valve to ensure that the actual displacement Δx_actual ≈ Δx_target.

[0080] Specifically, when the self-balancing scooter passes over a 3-cm-high speed bump at a speed of 8 km / h, the user leans forward due to inertia, triggering dynamic adjustment. The IMU detects that the angular velocity of the front axle of the pedal surface 410 is ω = 0.6 rad / s (upward direction), and the instantaneous tilt angle θ = 8° (higher at the front and lower at the rear).

[0081] At this time, assuming the user's weight is 70 kg and the center of gravity height is 0.9 m, the theoretical horizontal offset of the center of gravity when the tilt angle θ = 8° is:

[0082] ΔS = 0.9×tan8° ≈ 0.126 m (12.6 cm). According to the control law Δx = K1θ + K2ω mentioned above, take the empirical coefficients:

[0083] K1 = 2.0 mm / ° (angle compensation weight)

[0084] K2 = 4.5 mm / (rad / s) (angular velocity compensation weight)

[0085] Substitute the data:

[0086] Δx = (2.0×8) + (4.5×0.6) = 16 + 2.7 = 18.7 mm

[0087] The system controls the reverse hydraulic cylinder to contract by 18.7 mm.

[0088] The effect of its center of gravity compensation is that the contraction of the buffer component 320 causes the rear part of the pedal to rise relatively. According to the geometric relationship (the length of the pedal L = 0.5 m), the corrected amount of the center of gravity offset after compensation is ΔS' = Δx×(L / 2) / L = 18.7×0.25 = 4.68 mm, and the equivalent horizontal offset of the center of gravity is reduced to ΔS_actual = 12.6 cm - (4.68 / 1000)×(0.9 / 0.5) = 12.6 cm - 0.84 cm ≈ 11.76 cm. Combining with the synchronous rotation compensation angle Δα = 8° of the lifting component 310, the user's perceived center of gravity offset is finally reduced to 3.2 cm.

[0089] Thus, a dynamic adjustment method 100 for a self-balancing scooter to overcome obstacles on a ramp according to the present application realizes adaptive dynamic adjustment in scenarios of ramps and obstacles by optimizing the structural design and control logic of the self-balancing scooter. First, by detecting the change Δα of the ramp angle in real time and synchronously driving the lifting component 310 to rotate, it is ensured that the stepping surface 410 is always parallel to the horizontal plane, solving the problem of pedal tilt caused by static compensation in the traditional solution. Second, a buffer component 320 with a reverse hydraulic cylinder structure 313 is adopted. When an obstacle is detected, it is unlocked in advance and the telescopic distance is dynamically adjusted based on the body posture, forming a closed-loop control of "anticipating impact - dynamically absorbing - balancing the center of gravity", effectively reducing the instantaneous shift of the human center of gravity caused by rigid impact. Finally, by organically combining uniform uphill driving, ramp angle compensation, and obstacle response, a multi-dimensional collaborative adjustment mechanism is constructed, enabling the self-balancing scooter to cope with complex road conditions such as ramps and speed bumps simultaneously, significantly improving the driving stability and user experience.

[0090] The above-described embodiments only represent several embodiments of the present application. The description thereof is relatively specific and detailed, but it should not be construed as a limitation to the scope of the patent application. It should be noted that for those of ordinary skill in the art, without departing from the concept of the present application, several modifications and improvements can still be made, and these all belong to the protection scope of the present application.

Claims

1. A dynamic adjustment method for a self-balancing vehicle to cross ramps and obstacles, characterized in that, The following steps are involved: S10: A balancing vehicle is provided, comprising a vehicle body and a compensation mechanism, wherein the vehicle body is provided with a pedal, and the pedal is provided with a treading surface which is always parallel to a horizontal plane, the compensation mechanism comprises a lifting assembly and a buffer assembly which are arranged side by side, the lifting assembly comprises a rotating shaft arranged at one end thereof in a length direction and a rotating member which rotates axially around the rotating shaft, the pedal is arranged on a bearing plane of the rotating member, the buffer assembly comprises a locked first plate, a second plate movably connected to the first plate, and a reverse hydraulic cylinder structure arranged in the second plate, wherein an input end of the reverse hydraulic cylinder structure abuts against the first plate, and an output end of the reverse hydraulic cylinder structure is transmission-connected with the second plate to drive the second plate to move along a force direction away from the input end; S20: Identify a ramp ahead and generate ramp information to drive the vehicle body uphill at a constant speed at a first preset speed; S30: Detecting a real-time angle change Δα of the ramp, and adjusting the lifting assembly to rotate Δα along its rotation axis to push the pedal to rotate so as to keep the tread surface parallel to the horizontal plane; S40: detecting that an obstacle is within a preset range from the vehicle body, unlocking the first plate and the second plate; S50: When the vehicle body contacts an obstacle, the instantaneous pitch angle and the instantaneous angular velocity of the vehicle body are collected to control the contraction or extension distance of the first plate and the second plate to control the balance of the center of gravity of the human body.

2. The dynamic adjustment method for a self-balancing scooter to cross an obstacle on a ramp according to claim 1, wherein The step S50 further includes the following steps: S60 When the balancing vehicle continuously detects that the distance between the rear edge of the speed bump and the rear edge of the vehicle body is greater than 0.5m, and the vehicle body posture returns to a horizontal stable state, the buffer assembly of the balancing vehicle gradually resets to an initial position, and restores the lifting assembly to a standard working height to keep the tread surface parallel to the horizontal plane.

3. A dynamic adjustment method for a self-balancing scooter to cross ramps as claimed in claim 1, wherein The balancing vehicle further includes a central controller and a motor, wherein the central controller is electrically connected to the motor, the lifting assembly and the buffer assembly, wherein the central controller is electrically connected to the motor to control the travel speed of the vehicle body.

4. A dynamic adjustment method for a self-balancing scooter to cross ramps according to claim 1, characterized in that The self-balancing vehicle includes radars arranged at both ends of the self-balancing vehicle in the length direction of the vehicle body. In step S20, the radar scans the terrain in the direction of travel in real time. When a continuous ramp with a slope angle greater than 5° is identified in front, a ramp characteristic signal is sent to the central controller. The central controller switches the self-balancing vehicle to the ramp driving mode and controls the motor to propel at a first preset speed.

5. A dynamic adjustment method for a self-balancing vehicle to overcome obstacles on a ramp according to claim 4, characterized in that, The ramp characteristic signal at least includes a real-time angle change Δα of the ramp.

6. A dynamic adjustment method for a self-balancing scooter to cross ramps according to claim 3, characterized in that The balancing vehicle further comprises a gyroscope arranged in the vehicle body, and the gyroscope is electrically connected to the central controller to feed back real-time vehicle body pitch angle data in real time.

7. A dynamic adjustment method for a self-balancing vehicle to cross ramps according to claim 3, characterized in that, The step S30 further includes: The central controller analyzes the ramp inclination parameters based on the radar reflection wave data, synchronously receives the vehicle body pitch angle data fed back by the gyroscope in real time, and calculates the real-time angle change △α of the ramp; The real-time angle change Δα of the ramp is transmitted to: A lifting component is controlled to perform a linear lifting action that matches the real-time ramp inclination, so that the pedal plane remains level with the horizontal plane; The motor dynamically adjusts the output torque to control the fluctuation range of the actual vehicle speed within ±0.2 m / s.

8. A dynamic adjustment method for a self-balancing vehicle to cross ramps according to claim 4, characterized in that The step S40 further includes: When the real-time distance between the front edge of the vehicle body and the front edge of the speed bump detected by the radar enters a preset range, the central controller executes: Collision buffer mode, sending an unlocking instruction to the buffer assembly to release the axial locking state of the first plate and the second plate, so that the second plate obtains its horizontal axial degree of freedom.

9. A dynamic adjustment method for a self-balancing vehicle to cross ramps according to claim 6, characterized in that The step S50 further includes: Real-time collecting the instantaneous tilt angle and angular velocity data of the vehicle body through the gyroscope sensing module, and the central controller executes: When it is detected that the front axle of the vehicle body has an upward tilt trend and the angular velocity is greater than 0.5 rad / s: Controlling the lifting assembly to lift the pedal height at a rate of 50 mm / s, and simultaneously driving the buffer assembly to axially contract at a rate of 30 mm / s; When it is detected that the front axle of the vehicle body has a downward tilt trend and the angular velocity is greater than 0.3 rad / s: Controlling the lifting assembly to lower the pedal height at a rate of 30 mm / s, and simultaneously driving the buffer assembly to axially extend at a rate of 30 mm / s.

10. A dynamic adjustment method for a self-balancing scooter to cross ramps as claimed in claim 3, characterized in that, The scooter further includes an oil pressure control valve connected to the reverse hydraulic cylinder structure, and the central controller is electrically connected to the reverse hydraulic cylinder structure through the oil pressure control valve to adjust the cylinder pressure of the reverse hydraulic cylinder structure and control the contraction or stretching distance of the first plate and the second plate.

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