A tilting double flywheel torque gyro device and an active balance control method thereof

Abstract

The application discloses a tilting double-flywheel torque gyro device and an active balance control method thereof, and belongs to the technical field of vehicle dynamics control and inertial actuators. The self-rotation speeds of the first flywheel and the second flywheel are the same and the rotation directions thereof are opposite. The first precession shaft and the second precession shaft are symmetrically and obliquely arranged with respect to the longitudinal center of the vehicle. The combined angular momentum of the first flywheel and the second flywheel is along the vehicle roll axis direction. A controller is connected with servo motors for driving the first precession frame and the second precession frame to rotate. The first precession shaft and the second precession shaft are symmetrically and obliquely arranged, when the vehicle rolls, the roll interference torque generated by the first flywheel unit and the second flywheel unit is equal in size and opposite in direction, and is mutually cancelled to zero. The interference torque self-cancelling mechanism does not need additional active control intervention, and can fundamentally eliminate the negative interference of the vehicle roll motion on the balance system.

Description

Technical Field

[0001] This invention relates to the field of vehicle dynamics control and inertial actuator technology, and particularly to a tilting dual-flywheel torque gyroscope device and its active balance control method. Background Technology

[0002] When two-wheeled vehicles are traveling at low speeds, stationary, or subjected to lateral disturbances, they rely on the driver's own balance to maintain an upright position. They are highly susceptible to tilting or even tipping over due to uneven road surfaces, crosswinds, centrifugal force during sharp turns, or improper driver control. To improve the safety and handling comfort of two-wheeled vehicles, various active balancing technologies have emerged.

[0003] In existing technologies, one type of solution uses a movable counterweight. By detecting the vehicle's tilt angle, the counterweight is driven to move in the opposite direction of the tilt, using the gravitational torque generated by the shift in the center of gravity to counteract the tipping torque. This type of solution has a slow response speed, a limited counterweight travel distance, and increases the overall vehicle weight, making it difficult to adapt to rapidly changing dynamic operating conditions.

[0004] Another approach uses a single control moment gyroscope, which utilizes the precession of a high-speed rotating flywheel driven by the outer frame to generate gyroscopic torque to provide a righting force. However, single control moment gyroscopes have inherent drawbacks: their angular momentum is fixed in the direction of the flywheel's rotation axis, resulting in a significant fixed-axis effect that hinders normal vehicle steering. Furthermore, when the vehicle is moving in curves or pitching, the single control moment gyroscope generates additional disturbance torque due to the coupling of the vehicle's angular velocity. When this disturbance torque acts in the roll direction, it worsens the vehicle's roll stability and may even cancel out the desired righting effect. In addition, the combined angular momentum of a single control moment gyroscope is difficult to concentrate along a single desired direction, leading to low roll control efficiency.

[0005] While existing dual-control torque gyroscope counter-rotation schemes can offset static angular momentum to avoid fixed-axis effects, if the precession axes of the two gyroscopes are arranged in parallel, they still cannot effectively decouple the disturbance torques in each direction, and the disturbance torques induced by the vehicle's roll motion cannot be automatically offset.

[0006] In summary, existing technologies suffer from technical defects such as the inability to self-cancel roll disturbance torque, limited steering flexibility, and low roll control efficiency. Summary of the Invention

[0007] The technical problem to be solved by the present invention is to overcome the shortcomings of the prior art and provide a tilting dual flywheel torque gyroscope device and its active balance control method. It aims to solve the problems of roll interference torque not being automatically canceled, fixed axis effect affecting steering flexibility, and low roll control efficiency in the existing single control torque gyroscope and conventional dual control torque gyroscope schemes.

[0008] To achieve the aforementioned objective, the first aspect of this invention provides a tilting dual-flywheel torque gyroscope device, comprising: The first flywheel unit includes a first flywheel, a first flywheel drive motor, and a first precession frame. The first flywheel drive motor is used to drive the first flywheel to rotate around a first rotation axis. The first precession frame is rotatably supported on the vehicle frame, and its rotation axis is the first precession axis. The first flywheel and the first flywheel drive motor are driven by the first precession frame to rotate around the first precession axis. The second flywheel unit includes a second flywheel, a second flywheel drive motor, and a second precession frame. The second flywheel drive motor drives the second flywheel to rotate around a second rotation axis. The second precession frame is rotatably supported on the vehicle frame, and its rotation axis is the second precession axis. The second flywheel and the second flywheel drive motor are driven by the second precession frame to rotate around the second precession axis. Controller; The first flywheel and the second flywheel rotate at the same speed but in opposite directions; The first precession shaft and the second precession shaft are respectively arranged symmetrically and inclined about the longitudinal center plane of the vehicle, and the inclination angle between the first precession shaft and the vehicle roll shaft is equal in magnitude and opposite in direction to the inclination angle between the second precession shaft and the vehicle roll shaft; The combined angular momentum of the first flywheel and the second flywheel is directed along the vehicle roll axis. The controller is connected to the servo motors that drive the first and second precession frames to rotate, and is used to control the first and second precession frames to rotate synchronously so as to output a roll righting torque.

[0009] Optionally, the rotation axes of the first flywheel and the second flywheel are perpendicular to the first precession axis and the second precession axis, respectively, in their initial positions; when the first precession frame and the second precession frame rotate, the components of the angular momentum of the first flywheel and the second flywheel in the longitudinal direction and the vertical direction of the vehicle always cancel each other out.

[0010] Optionally, the system also includes a tilt sensor mounted on the vehicle frame to detect the tilt angle of the vehicle relative to the vertical direction; the controller calculates the required righting torque based on the tilt angle and controls the precession angular velocity of the first precession frame and the second precession frame based on the righting torque.

[0011] Optionally, the controller adjusts the precession angular velocity in a closed-loop manner so that the steady-state tilt angle of the vehicle satisfies the following relationship: in, For the vehicle's steady-state tilt angle, The moment of inertia of a single flywheel. The angular velocity of the flywheel's rotation. This is the actual precession angular velocity. For the overall vehicle quality, It is the acceleration due to gravity. The height of the vehicle's center of gravity.

[0012] Optionally, the first precession frame and the second precession frame are rotatably supported on the vehicle frame by bearing structures; the servo motors that drive the first precession frame and the second precession frame to rotate are respectively mounted on the frame, and their output ends are connected to the corresponding precession frames through transmission mechanisms.

[0013] Optionally, the tilt angle is a fixed angle, ranging from 10° to 60°.

[0014] Optionally, the first flywheel and the second flywheel have the same moment of inertia, and the moment of inertia of a single flywheel ranges from 0.05 kg·m² to 0.5 kg·m².

[0015] Optionally, it also includes a tilt angle adjustment mechanism, which is tractively connected to the first precession frame and the second precession frame, for synchronously adjusting the tilt angle of the first precession shaft and the second precession shaft relative to the vehicle roll axis.

[0016] A second aspect of this invention provides a vehicle active balance control method, employing the aforementioned tilted dual flywheel torque gyroscope device, comprising the following steps: S1: Acquire the vehicle's real-time tilt angle and real-time angular velocity signals; S2: Calculate the target righting moment based on the real-time tilt angle signal; S3: Calculate the target precession angular velocity based on the target righting torque and the current rotation speed of the flywheel; S4: Drive the first precession frame and the second precession frame to rotate synchronously at the target precession angular velocity, output a roll righting torque, and make the vehicle move in an upright direction.

[0017] Optionally, in step S2, the target righting torque is determined according to the formula... Calculation, where For the overall vehicle quality, It is the acceleration due to gravity. For the height of the vehicle's center of gravity, For real-time tilt angle; In step S3, the target precession angular velocity is determined according to the formula... Calculation, where The moment of inertia of a single flywheel. This is the angular velocity of the flywheel's rotation.

[0018] The beneficial effects of this invention are: 1. The tilted dual-flywheel torque gyroscope device and its active balance control method of the present invention, since the first and second precession shafts are symmetrically tilted about the longitudinal center plane of the vehicle, and the two flywheels rotate in opposite directions, when the vehicle rolls, the roll interference torques generated by the first and second flywheel units are equal in magnitude and opposite in direction, canceling each other out to zero. This self-cancellation mechanism of interference torques eliminates the negative interference of vehicle roll motion on the balance system without additional active control intervention.

[0019] 2. The tilted dual flywheel moment gyroscope device and its active balance control method of the present invention, since the longitudinal and vertical components of the angular momentum of the two flywheels always cancel each other out, the combined angular momentum is completely along the vehicle roll axis direction, so no yaw angular momentum that hinders the vehicle's steering will be generated, thus eliminating the fixed-axis effect of the traditional single control moment gyroscope and ensuring the flexibility of vehicle steering operation.

[0020] 3. The tilting dual flywheel torque gyroscope device and its active balance control method of the present invention, since the combined angular momentum is completely concentrated in the roll direction and all angular momentum contributes to the output of the roll righting torque, can provide the maximum roll control efficiency under the same flywheel speed and moment of inertia, and has high energy utilization efficiency.

[0021] 4. The tilting dual flywheel torque gyroscope device and its active balance control method of the present invention can achieve precise control of the steady-state tilt angle of the vehicle by adjusting the precession angular velocity through closed-loop control of the controller, so that the vehicle can be stably upright at any set tilt angle or resist continuous lateral acceleration. The control method is simple and has good linearity.

[0022] 5. The tilted dual flywheel torque gyroscope device and its active balance control method of the present invention adopt a mirror-symmetrical arrangement of two independent flywheel units, which has a compact structure, can be integrated into the middle or bottom of the vehicle body, has high space utilization, and is suitable for various vehicle models. Attached Figure Description

[0023] Figure 1 This is a schematic diagram of the tilting dual-flywheel torque gyroscope device of the present invention mounted on a vehicle frame; Figure 2 A schematic diagram illustrating the principle of angular momentum decomposition and disturbance torque generation of a single flywheel; Figure 3 This is a system control block diagram of the tilting dual-flywheel torque gyroscope device of the present invention; Figure 4 This is a flowchart illustrating the vehicle active balance control method of the present invention.

[0024] Explanation of reference numerals in the attached figures: 100, First flywheel unit; 200, Second flywheel unit; 300, Controller; 310, Tilt sensor; 320, Angular velocity sensor; 400, Frame; 410, Mounting cavity; 420, Battery pack.

[0025] The realization of the objective, functional features and advantages of the present invention will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0026] It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.

[0027] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection, a direct connection, or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0028] Example 1 Figure 1 This is a schematic diagram of the tilting dual-flywheel torque gyroscope device of the present invention installed on a vehicle frame. As shown in the figure, this device is used for active vehicle balancing and is fixedly installed at the bottom center of the vehicle frame, close to the vehicle's center of gravity, which helps improve control response efficiency.

[0029] The device includes a first flywheel unit 100 and a second flywheel unit 200. The first flywheel unit 100 and the second flywheel unit 200 have substantially the same structure and are arranged symmetrically about the longitudinal center plane of the vehicle.

[0030] Each flywheel unit includes an inertial flywheel, a flywheel motor that drives the flywheel to rotate at high speed around its own axis, and a precession frame that supports the flywheel and flywheel motor and is capable of rotating about an inclined axis. Specifically, taking the first flywheel unit 100 as an example: its first flywheel is housed within the first precession frame, and the main body of the first flywheel motor is fixed to the precession frame, allowing the first flywheel to be driven to rotate at high speed around a first rotation axis. The first precession frame is rotatably mounted on the frame, and its axis of rotation is called the first precession axis. The specific connections, supports, and transmission methods between the flywheel, motor, and precession frame can all be achieved using conventional bearings, fasteners, and coupling structures, and will not be elaborated here. Similarly, the second flywheel unit 200 includes a second flywheel, a second flywheel motor, and a second precession frame. The second precession frame is rotatably supported on the frame, and its axis of rotation is the second precession axis.

[0031] The first and second precession frames are driven by a first servo motor and a second servo motor, respectively, to achieve precise angular position and angular velocity control. The first and second servo motors are respectively connected to the controller 300.

[0032] In this embodiment, the vehicle coordinate system is defined as follows: the vehicle's forward direction is the X-axis (roll axis), the vehicle's lateral direction is the Y-axis (pitch axis), and the vertical direction is the Z-axis (yaw axis). The first precession axis and the second precession axis are arranged symmetrically and obliquely about the vehicle's longitudinal center plane (XZ plane). Specifically, the angle between the first precession axis and the X-axis is +α (for example, 30°), and the angle between the second precession axis and the X-axis is -α. The two angles are equal in magnitude and opposite in direction. Both the first precession axis and the second precession axis are located in the horizontal plane (XY plane).

[0033] In the initial state (i.e., when the precession angle is zero), the first and second flywheels have their rotation axes perpendicular to their respective precession axes. The first flywheel rotates in the opposite direction to the second flywheel about its first rotation axis, and both flywheels rotate at the same speed, maintaining a constant rotational speed. (For example =523.6 rad / s (corresponding to 5000 rpm). With this configuration, the angular momentum components of the first and second flywheels in the Y and Z axes are equal in magnitude and opposite in direction, thus canceling each other out; while the components in the X-axis direction are equal in magnitude and same in direction, thus superimposing each other. Therefore, the resultant angular momentum of the device is along the positive X-axis, and the magnitude of the resultant angular momentum is L=2. sinα, where This represents the moment of inertia of a single flywheel.

[0034] The controller 300 sends commands to the first servo motor and the second servo motor respectively, driving the first precession frame and the second precession frame to rotate synchronously, that is, the two rotate at the same angle and in the same direction, thereby outputting a roll righting torque acting on the vehicle.

[0035] Example 2 This embodiment details how the present invention achieves self-cancellation of roll disturbance torque.

[0036] Figure 2 This is a schematic diagram illustrating the principle of angular momentum decomposition and disturbance torque generation for a single flywheel. Taking the first flywheel unit 100 as an example: Let the current precession angle be α (i.e., the deflection angle of the flywheel's rotation axis relative to its initial position). Then, the components of the first flywheel's angular momentum in the vehicle coordinate system are: X-axis component LX = sinα, Z-axis component LZ= cosα, Y-axis component LY=0.

[0037] When the vehicle has a roll rate Pitch angular velocity and angular velocity of heading At that time, the disturbance torque generated by a single gyroscope due to the vehicle's rotation is: Roll disturbance torque TX = cosα, pitch disturbance torque TY= cosα+ sinα, heading disturbance torque TZ= sinα.

[0038] For the symmetrical arrangement of the dual flywheels in this invention, the precession angle of the first flywheel is +α, and the precession angle of the second flywheel is -α (because the two precession frames rotate synchronously and in the same direction, their precession angles are equal in magnitude but opposite in sign relative to their respective initial symmetrical positions). Simultaneously, since the rotation direction of the second flywheel is opposite to that of the first flywheel, its angular momentum vector direction is also opposite. After vector superposition, the roll disturbance torque generated by the vehicle's roll motion due to the dual flywheels is: TX_total = TX1 + TX2 = cosα+(- cosα)=0. That is, the roll disturbance torque is completely canceled out to zero. This means that when the vehicle experiences a roll angular velocity during operation, the device of this invention will not generate an additional roll disturbance torque due to the roll motion, fundamentally eliminating the negative impact on active balance control.

[0039] While the pitch and yaw disturbance moments cannot be completely canceled out, they do not act in the roll direction and therefore do not pose a direct threat to the vehicle's roll stability. They can be compensated for through closed-loop control of the controller 300. By appropriately selecting the tilt angle α (e.g., choosing a smaller value), the amplitude of the pitch and yaw disturbance moments can be further reduced.

[0040] Example 3 See Figure 3 , Figure 4 This embodiment describes in detail the control logic of the controller 300 and the vehicle active balance control method.

[0041] The device also includes a tilt sensor 310 and an angular velocity sensor 320. The tilt sensor 310 is mounted on the vehicle frame and is used to detect the vehicle's tilt angle relative to the vertical direction in real time. An angular velocity sensor 320 (e.g., a three-axis gyroscope) is used to detect the vehicle's real-time roll rate. Pitch angular velocity and angular velocity of heading The tilt sensor 310 and the angular velocity sensor 320 are electrically connected to the controller 300.

[0042] The controller 300 adopts the following control flow: Step S1: Acquire the vehicle's real-time tilt angle signal and real-time angular velocity signal ( , , ).

[0043] Step S2: Based on the real-time tilt angle signal Calculate the target righting moment. The principle of gravitational moment balance is used: M_target=mgh·sin Where m is the total vehicle mass, g is the acceleration due to gravity, and h is the height of the vehicle's center of gravity. This formula expresses the acceleration due to gravity at an angle of inclination. Given the magnitude of the tipping moment generated by the vehicle's gravity, the controller 300 needs to output a righting moment that is equal to and opposite to the magnitude of the tipping moment in order to maintain balance.

[0044] As a specific numerical example, when the total vehicle mass m = 150 kg, the center of gravity height h = 0.55 m, and the tilt angle... When the angle is 5°, the target righting moment is: M_target=150×9.8×0.55×sin5°≈70.5N·m.

[0045] Step S3: Based on the target righting torque and the current rotational speed of the flywheel. Calculate the target precession angular velocity. Based on the precession principle of the control torque gyroscope, the relationship between the roll righting torque output by the dual flywheels and the precession angular velocity is as follows: M_CMG=2 α_dot Therefore, the target precession angular velocity is: α_dot_target=M_target / (2 ).

[0046] Using the numerical example above, let's take the moment of inertia of a single flywheel. =0.1528 kg·m², flywheel rotational angular velocity =523.6 rad / s, then: α_dot_target=70.5 / (2×0.1528×523.6)≈0.44rad / s.

[0047] Step S4: The controller 300 synchronously sends drive commands to the first servo motor and the second servo motor, driving the first precession frame and the second precession frame to rotate synchronously at the target precession angular velocity, thereby outputting a roll righting torque to make the vehicle move in an upright direction.

[0048] When the vehicle tilt angle When the angle approaches zero, M_target approaches zero, α_dot_target approaches zero, the precession frame stops rotating, and the vehicle stabilizes in an upright position. If the vehicle is subjected to continuous lateral disturbance, the tilt angle... If the value is increased, the controller 300 will increase α_dot_target and output a larger righting torque until equilibrium is reached again.

[0049] In another preferred embodiment, the controller 300 employs a feedforward compensation method to improve control quality. In step S2, in addition to the gravitational torque, the roll angular velocity measured by the angular velocity sensor 320 is also considered. Pitch angular velocity and angular velocity of heading The disturbance torque T_disturb generated by the vehicle's movement is calculated and superimposed on the target righting torque to achieve early compensation and improve dynamic response speed.

[0050] In another preferred embodiment, the controller 300 adjusts the precession angular velocity in a closed-loop manner to ensure that the vehicle's steady-state tilt angle meets a predetermined relationship. The steady-state tilt angle can be obtained from the equilibrium condition M_CMG=M_gravity: =arcsin(2 α_dot / (mgh)).

[0051] Therefore, by setting different target steady-state tilt angles, the controller 300 can adjust the corresponding precession angular velocity to stabilize the vehicle at a set non-zero tilt angle, such as tilting the vehicle slightly to the windward side in a crosswind environment to resist wind load.

[0052] Example 4 This embodiment briefly describes the driving and connection relationships of the precession frame. The driving mechanism of the precession frame adopts a high-precision servo motor. Taking the first flywheel unit 100 as an example, the body of the first servo motor is fixed relative to the frame 400, and its output end is connected to the first precession frame through an appropriate transmission mechanism to drive the frame to rotate around the first precession shaft. The transmission method can be a conventional scheme such as direct coupling, gear transmission, or synchronous belt transmission, as long as the transmission accuracy and sufficient torque are ensured. The first servo motor has a built-in encoder, which can provide real-time feedback on the rotation angle and angular velocity to achieve precise precession angular velocity control. The driving method of the second flywheel unit 200 is exactly the same as that of the first flywheel unit 100, and the two always maintain synchronous rotation under the control of the controller 300. The two precession frames are arranged side by side in space without interfering with each other, and the included angle between their rotation axes (the first precession shaft and the second precession shaft) is 2α.

[0053] Example 5 This embodiment details the value of the tilt angle α and the adjustment method.

[0054] The tilt angle α directly affects the device's angular momentum distribution and output torque capability. As α increases, the component of the resultant angular momentum along the X-axis increases, enhancing the roll righting torque capability; however, the pitch and yaw disturbance torques also increase accordingly. Therefore, optimization is required based on the specific application scenario.

[0055] In one fixed tilt angle implementation, α is set to 30°. This angle achieves a good balance between roll control efficiency and disturbance suppression. With a flywheel speed of 523.6 rad / s and a single flywheel moment of inertia of 0.1528 kg·m², the combined angular momentum L = 79.9 kg·m² / s, generating a maximum righting torque far exceeding the 70 N·m gravitational torque requirement of a typical motorcycle, providing ample redundancy. In other fixed tilt angle implementations, α can take any value within the range of 10° to 60° to adapt to different scenarios such as high-speed low-disturbance or low-speed large tilt angle balancing.

[0056] In one embodiment with a variable tilt angle, the device further includes a tilt angle adjustment mechanism. This mechanism comprises an adjustment motor, a transmission element, and a linkage mechanism. The adjustment motor is fixed to the frame 400. The transmission element and linkage mechanism simultaneously change the mounting angles of the first and second bearing supports, thereby synchronously adjusting the tilt angle α of the first and second precessing shafts relative to the X-axis. When the vehicle is traveling at high speed, the controller controls the tilt angle adjustment mechanism to decrease α to reduce disturbance torque and improve stability; when the vehicle is traveling at low speed or stationary and requires a large righting torque, α is increased to improve balance. Such a variable angle mounting structure can be implemented by those skilled in the art based on conventional mechanical design, and will not be elaborated upon here.

[0057] Example 6 In this embodiment, a preferred parameter range for the flywheel's moment of inertia and rotational speed is provided.

[0058] Moment of inertia of a single flywheel The value ranges from 0.05 kg·m² to 0.5 kg·m². As a specific numerical example, When the weight ratio is 0.1528 kg·m², the flywheel diameter is 250 mm, the thickness is 40 mm, and it is made of 45# steel. In another embodiment, =0.3kg·m², the flywheel diameter is 300mm, the thickness is 50mm, and it is made of tungsten alloy to obtain a larger moment of inertia in a smaller size.

[0059] Flywheel rotation speed The value ranges from 300 rad / s to 1200 rad / s (approximately 2865 rpm to 11460 rpm). As a preferred example, =523.6 rad / s (5000 rpm). In higher speed embodiments, =800rad / s, which can reduce the required precession angular velocity or reduce the flywheel size. The flywheel drive motor is a high-speed brushless DC motor with dynamic balancing to reduce vibration during high-speed rotation. During the operation of the device, the flywheel rotation speed remains constant, and the controller 300 changes the output torque only by adjusting the precession angular velocity, making the control method simple and linear.

[0060] Example 7 This embodiment provides quantitative comparison data of the interference torque between the dual-flywheel scheme and the single-flywheel scheme to further illustrate the superiority of the present invention.

[0061] Based on typical operating parameters: roll rate =1.309 rad / s, pitch angular velocity =0.524 rad / s, heading angular velocity =0.873 rad / s, moment of inertia of a single flywheel =0.1528 kg·m², rotational angular velocity =523.6 rad / s, tilt angle α=30°.

[0062] For the single flywheel design, when the precession angle is zero, the roll disturbance torque is: TX_single= · ·cos0°≈104.7N·m.

[0063] The disturbance torque of 104.7 N·m is on the same order of magnitude as the vehicle's gravitational torque, which will severely weaken the righting effect and even lead to instability.

[0064] For the dual-flywheel scheme of the present invention, the roll interference torque is: TX_double= · ·cosα+(- · ·cosα)=0, meaning the roll disturbance torque is completely eliminated.

[0065] Regarding the pitch disturbance torque, the contribution of the dual flywheel scheme mainly comes from the yaw angular velocity coupling term, approximately 69.8 N·m. However, this torque acts in the pitch direction and does not affect roll stability, and can be further suppressed by reducing α. This quantitative comparison highlights the significant advantage of the symmetrical dual flywheel structure of this invention in eliminating roll disturbance torque.

[0066] Example 8 This invention relates to a schematic layout of an electric motorcycle. A mounting cavity 410 is located at the center of the bottom of the frame 400. The first flywheel unit 100 and the second flywheel unit 200 of this invention are housed side-by-side and fixed within the mounting cavity 410, with their rotational planes parallel but their rotation directions opposite. A controller 300 and a tilt sensor 310 are mounted at the center of the top of the frame 400 and are connected via wiring harnesses to the servo motors, flywheel drive motors, and angular velocity sensor 320. The battery pack 420 serves as the power source for the entire vehicle, with an output voltage of 72V and a capacity of 40Ah.

[0067] When the motorcycle is stationary, the controller 300 activates the flywheel drive motor to accelerate the flywheel to its rated speed and then maintains a constant speed. If the vehicle tilts due to a lateral force, the tilt sensor 310 detects the tilt angle. The controller 300 calculates the target precession angular velocity according to the aforementioned control method and drives the two precession frames to rotate synchronously, generating a righting torque to restore the vehicle to an upright position. This process is rapid and can be completed within 0.2 seconds. When the motorcycle is driving and turning normally, since the resultant angular momentum of the device of the present invention is along the roll axis direction and does not generate yaw angular momentum, no fixed-axis torque that hinders steering is generated, the driver's steering operation is not disturbed, and the steering feel is natural.

[0068] Example 9 In other embodiments, the first flywheel motor and the second flywheel motor may be external rotor motors, with the flywheel directly fixed to the external rotor of the motor, in order to simplify the structure and reduce the axial dimension.

[0069] In another alternative implementation, the first precessing frame and the second precessing frame can be driven by a single shared motor instead of two independent servo motors, through a differential mechanism or a synchronous belt mechanism, to ensure strict synchronous rotation of the two frames and reduce costs.

[0070] In another alternative embodiment, the tilt sensor 310 and the angular velocity sensor 320 can be integrated into a six-axis inertial measurement unit, which simultaneously outputs three-axis acceleration and three-axis angular velocity signals. The controller obtains tilt information by performing attitude calculation on the acceleration signals.

[0071] In terms of software implementation, the controller 300 can employ PID control algorithms, fuzzy control algorithms, or adaptive control algorithms to improve control quality under different operating conditions. All of the above alternative implementation methods fall within the protection scope of this invention.

[0072] The above description is merely a preferred embodiment of the present invention and does not limit the patent scope of the present invention. Any equivalent structural or procedural transformations made based on the content of the present invention's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of the present invention.

Claims

1. A tilting dual-flywheel torque gyroscope device, comprising: The first flywheel unit includes a first flywheel, a first flywheel drive motor, and a first precession frame. The first flywheel drive motor is used to drive the first flywheel to rotate around a first rotation axis. The first precession frame is rotatably supported on the vehicle frame, and its rotation axis is the first precession axis. The first flywheel and the first flywheel drive motor are driven by the first precession frame to rotate around the first precession axis. The second flywheel unit includes a second flywheel, a second flywheel drive motor, and a second precession frame. The second flywheel drive motor drives the second flywheel to rotate around a second rotation axis. The second precession frame is rotatably supported on the vehicle frame, and its rotation axis is the second precession axis. The second flywheel and the second flywheel drive motor are driven by the second precession frame to rotate around the second precession axis. Controller; Its features are, The first flywheel and the second flywheel rotate at the same speed but in opposite directions; The first precession shaft and the second precession shaft are respectively arranged symmetrically and inclined about the longitudinal center plane of the vehicle, and the inclination angle between the first precession shaft and the vehicle roll shaft is equal in magnitude and opposite in direction to the inclination angle between the second precession shaft and the vehicle roll shaft; The combined angular momentum of the first flywheel and the second flywheel is directed along the vehicle roll axis. The controller is connected to the servo motors that drive the first and second precession frames to rotate, and is used to control the first and second precession frames to rotate synchronously so as to output a roll righting torque.

2. The tilting double flywheel torque gyroscope device according to claim 1, characterized in that, The rotation axes of the first flywheel and the second flywheel are perpendicular to the first precession axis and the second precession axis, respectively, in their initial positions. When the first precession frame and the second precession frame rotate, the components of the angular momentum of the first flywheel and the second flywheel in the longitudinal direction and the vertical direction of the vehicle always cancel each other out.

3. The tilting dual-flywheel torque gyroscope device according to claim 1, characterized in that, It also includes a tilt sensor, which is mounted on the vehicle frame to detect the tilt angle of the vehicle relative to the vertical direction; the controller calculates the required righting torque based on the tilt angle, and controls the precession angular velocity of the first precession frame and the second precession frame based on the righting torque.

4. The tilting dual-flywheel torque gyroscope device according to claim 3, characterized in that, The controller adjusts the precession angular velocity in a closed-loop manner to ensure that the vehicle's steady-state tilt angle satisfies the following relationship: in, For the vehicle's steady-state tilt angle, The moment of inertia of a single flywheel. The angular velocity of the flywheel's rotation. This is the actual precession angular velocity. For the overall vehicle quality, It is the acceleration due to gravity. The height of the vehicle's center of gravity.

5. The tilting dual-flywheel torque gyroscope device according to claim 1, characterized in that, The first and second precession frames are rotatably supported on the vehicle frame by bearing structures; the servo motors that drive the first and second precession frames to rotate are respectively mounted on the frame, and their output ends are connected to the corresponding precession frames through transmission mechanisms.

6. The tilting dual-flywheel torque gyroscope device according to claim 1, characterized in that, The tilt angle is a fixed angle, and its value ranges from 10° to 60°.

7. The tilting dual-flywheel torque gyroscope device according to claim 6, characterized in that, The first flywheel and the second flywheel have the same moment of inertia, and the moment of inertia of a single flywheel ranges from 0.05 kg·m² to 0.5 kg·m².

8. The tilting dual-flywheel torque gyroscope device according to claim 1, characterized in that, It also includes a tilt angle adjustment mechanism, which is connected to the first precession frame and the second precession frame for synchronously adjusting the tilt angle of the first precession shaft and the second precession shaft relative to the vehicle roll axis.

9. A vehicle active balance control method, employing the tilted dual-flywheel torque gyroscope device as described in any one of claims 1 to 8, characterized in that, Includes the following steps: S1: Acquire the vehicle's real-time tilt angle and real-time angular velocity signals; S2: Calculate the target righting moment based on the real-time tilt angle signal; S3: Calculate the target precession angular velocity based on the target righting torque and the current rotation speed of the flywheel; S4: Drive the first precession frame and the second precession frame to rotate synchronously at the target precession angular velocity, output a roll righting torque, and make the vehicle move in an upright direction.

10. The vehicle active balance control method according to claim 9, characterized in that, In step S2, the target righting torque is determined according to the formula... Calculation, where For the overall vehicle quality, It is the acceleration due to gravity. For the height of the vehicle's center of gravity, For real-time tilt angle; In step S3, the target precession angular velocity is determined according to the formula... Calculation, where The moment of inertia of a single flywheel. This is the angular velocity of the flywheel's rotation.

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