Dynamically self-balancing vehicle

Abstract

The invention relates to a dynamically self-balancing vehicle (1), - with two main wheels (3) for supporting the vehicle (1) on a surface (4) on which the vehicle (1) is standing or traveling in normal operation, - with a seat (8) arranged on the vehicle (1), - with at least one front auxiliary wheel (14) as anti-tip device to prevent the vehicle (1) from tipping forward, which is height-adjustable relative to the chassis (2) by means of a front auxiliary wheel actuator (15), - with at least one rear auxiliary wheel (16) as anti-tip device to prevent the vehicle (1) from tipping backwards, which is height-adjustable relative to the chassis by means of a rear auxiliary wheel actuator (17). Operational safety can be increased by - that the vehicle (1) has a distance sensor system (19) for measuring a front actual distance (22) on the front auxiliary wheel (14) to the ground (4) and for measuring a rear actual distance (23) on the rear auxiliary wheel (16) to the ground (4), - that the auxiliary wheel control (18) is configured such that, in normal operation, it carries out a target-actual control (33) for setting a predetermined target distance at the front auxiliary wheel (14) and at the rear auxiliary wheel (16).

Description

[0001] The present invention relates to a dynamically self-balancing vehicle according to the preamble of claim 1.

[0002] A conventional vehicle is known from US 8 249 773 B2 and comprises a chassis that defines a vehicle longitudinal direction, a vehicle transverse direction, and a vehicle vertical direction, which run perpendicular to one another. The vehicle has two main wheels arranged on the chassis and spaced apart in the vehicle transverse direction for supporting the vehicle on a surface on which the vehicle is standing or traveling during normal operation. A drive device for balancing, accelerating, braking, and steering the vehicle during normal operation is drive-connected to the main wheels. A seat is arranged on the vehicle, on which a driver can sit.Furthermore, the generic vehicle has at least one front auxiliary wheel as anti-tip device to prevent the vehicle from tipping forward, which is spaced forward from the main wheels with respect to the vehicle's longitudinal direction, which is height-adjustable relative to the chassis by means of a front auxiliary wheel actuator, and which is spaced from the ground during normal operation when the vehicle is moving. Furthermore, the generic vehicle has at least one rear auxiliary wheel as anti-tip device to prevent the vehicle from tipping backward, which is spaced rearward from the main wheels with respect to the vehicle's longitudinal direction, which is height-adjustable relative to the chassis by means of a rear auxiliary wheel actuator, and which is spaced from the ground during normal operation when the vehicle is moving. An auxiliary wheel control is used to control the front auxiliary wheel actuator and the rear auxiliary wheel actuator.In the known vehicle, the height-adjustable auxiliary wheels are used to simplify entry and exit. In particular, this simplifies the transition between a parked state, which allows entry and exit, and normal operation, in which the vehicle balances on the two main wheels.

[0003] To ensure the best possible anti-tip protection, the auxiliary wheels are positioned at a predetermined distance from the ground as low as possible during normal operation. This means that a relatively small tipping angle is sufficient for the auxiliary wheels to come into contact with the ground and prevent the vehicle from tipping further. This works best on level, horizontal surfaces. However, if the ground is inclined, such that it represents an uphill or downhill gradient, the distance between the auxiliary wheels and the ground changes when the vehicle is horizontally balanced. On an uphill gradient, the distance at the front auxiliary wheel decreases, while it increases at the rear auxiliary wheel. On a downhill gradient, the distance at the front auxiliary wheel increases, while it decreases at the rear auxiliary wheel. If the gradient of the uphill or downhill gradient is comparatively steep, contact between the front or rear auxiliary wheels can occur even during normal operation.The rear auxiliary wheel may come into contact with the ground, which severely hampers safe balancing. Furthermore, if the vehicle tips over backward on an uphill slope or forward on a downhill slope, the risk of an accident may be increased, as the distance between the auxiliary wheel, which is required as anti-tip protection, and the ground can be comparatively large, depending on the incline. This increases the risk of the driver (male / female / diverse) falling from the seat or the vehicle.

[0004] A generic vehicle is known from DE 10 2017 215 399 A1. It differs from the aforementioned conventional vehicle in that the vehicle has a distance sensor system for measuring a value correlating with a front actual distance between the ground and the respective front auxiliary wheel and for measuring a value correlating with a rear actual distance between the ground and the respective rear auxiliary wheel, wherein the auxiliary wheel control is coupled to the distance sensor system and configured such that it carries out a target-actual control during normal operation, in which it controls the front auxiliary wheel actuator to set a predetermined front target distance depending on the current front actual distance and controls the rear auxiliary wheel actuator to set a predetermined rear target distance depending on the current rear actual distance.

[0005] Other self-balancing vehicles with adjustable auxiliary wheels are known from EP 3 446 669 A1, US 2010 / 0 305 841 A1, US 2015 / 0 091 262 A1 and AT 508 377 A4.

[0006] The present invention addresses the problem of providing an improved or at least a different embodiment for such a vehicle, which is characterized in particular by increased operational reliability.

[0007] This problem is solved according to the invention by the subject matter of independent claim 1 and by the subject matter of independent claim 4. Advantageous embodiments are the subject matter of the dependent claims.

[0008] The invention is based on the general idea of ​​always positioning the auxiliary wheels on the vehicle at the same distance from the ground, regardless of the incline of the ground. This ensures that, regardless of the current incline of the ground, the vehicle's forward and rearward tilt angle remains largely constant, so that in the event of a tipover, the anti-tip device always intervenes at approximately the same tilt angle. Furthermore, contact between the auxiliary wheels and the ground can be avoided during normal operation on steep inclines, thus ensuring proper normal operation even in such cases.

[0009] For this purpose, the vehicle is equipped with a distance sensor system configured to measure a value correlating with the actual front distance between the ground and the respective front auxiliary wheel and to measure a value correlating with the actual rear distance between the ground and the respective rear auxiliary wheel. The distance sensor system can preferably operate contactlessly, for example, with ultrasonic sensors mounted on the vehicle in the area of ​​the respective front auxiliary wheel and the respective rear auxiliary wheel.

[0010] In the present context, a ‘configuration’ corresponds to a ‘design’ and / or a ‘means’ and / or a ‘programming’, so that the expression ‘configured so that’ is synonymous with the expression ‘designed so that’ and / or ‘arranged so that’ and / or ‘programmed so that’.

[0011] Furthermore, the auxiliary wheel control is coupled to the distance sensor system and configured to perform a control with target / actual comparison, such that a predetermined front target distance is adjusted at the respective front auxiliary wheel, while a predetermined rear target distance is adjusted at the respective rear auxiliary wheel. In particular, the auxiliary wheel control can perform a target / actual control during normal operation, in which the auxiliary wheel control, depending on the current front actual distance, controls the front auxiliary wheel actuator to set a predetermined front target distance and, depending on the current rear actual distance, controls the rear auxiliary wheel actuator to set a predetermined rear target distance. The predetermined target distances are selected such that efficient tipping protection is achieved at a comparatively small tipping angle.

[0012] In other words, the operational safety of the vehicle is increased according to the invention in that the vehicle has a distance sensor system for measuring a front actual distance of the front auxiliary wheel to the ground and for measuring a rear actual distance of the rear auxiliary wheel to the ground, and in that the auxiliary wheel control is configured such that it carries out a target-actual control for setting a predetermined target distance on the front auxiliary wheel and on the rear auxiliary wheel during normal operation.

[0013] In particular, it can be provided that the respective target distance can be adjusted or set by the driver according to their sense of safety. In particular, the driver can also set the target distance depending on the condition of the surface or terrain. Furthermore, it is conceivable that the driver can use a control unit to select between several predetermined target distances that are optimized for different terrain. For example, in an urban environment on paved roads and paths, a smaller target distance may be appropriate, while in a rural environment on field tracks and forest paths, a larger target distance may be appropriate.

[0014] The value correlating with the actual distance between the ground and the respective auxiliary wheel can, for example, be the distance of the respective sensor from the ground located in the area of ​​the respective auxiliary wheel. In this case, the respective auxiliary wheel protrudes downwards beyond the respective sensor. Knowing the actual projection of the respective auxiliary wheel beyond the position of the respective sensor, the actual distance of the auxiliary wheel can be determined from the distance measured by the sensor.

[0015] According to an advantageous embodiment, the drive device can have a drive control that is configured to detect tipping of the vehicle, wherein tipping of the vehicle triggers emergency operation. The drive control can in particular be configured to brake the vehicle to a standstill in emergency operation. This embodiment ensures that if the vehicle tips over, braking to a standstill is carried out automatically, thereby defusing a dangerous situation for the driver. Tipping can be detected, for example, if one of the main drives of the main wheels fails or the vehicle can no longer be balanced. In particular, the drive control can also be coupled to the distance sensor system and can detect that the vehicle is tipping, for example based on a characteristic reduction in the distance between the respective auxiliary wheel and the ground.

[0016] The height of the auxiliary wheels is adjusted continuously, but comparatively slowly compared to a tipping process, so that when tipping, the auxiliary wheels are essentially available at the current actual distance as tipping protection.

[0017] In an advantageous embodiment, the auxiliary wheel control can be configured to terminate the target-actual control during emergency operation, so that the auxiliary wheels serve as anti-tip devices at the current actual distance. This prevents the auxiliary wheel control from adjusting the position of the auxiliary wheel required as anti-tip device during a slow tipping process, thereby unnecessarily increasing the distance to contact with the ground. Deactivating the target-actual control during a tipping process further increases safety.

[0018] According to an advantageous embodiment, the auxiliary wheel control can be configured such that, in emergency operation, after the vehicle has tipped onto the at least one front auxiliary wheel, it controls the front auxiliary wheel actuator to right the vehicle, i.e., to align the vehicle horizontally. After the vehicle has tipped onto the at least one rear auxiliary wheel, it controls the rear auxiliary wheel actuator to right the vehicle, i.e., to align the vehicle horizontally. This measure compensates for any tilting of the vehicle caused by the tipping process, allowing the driver to assume a normal and comfortable posture in the seat.

[0019] In another advantageous embodiment, the auxiliary wheel actuators can be configured such that they can lower the auxiliary wheels to the ground when the vehicle is horizontally aligned, i.e., balanced. The auxiliary wheel control can then be expediently configured such that it controls the auxiliary wheel actuators to lower the auxiliary wheels to the ground when the vehicle is parked. This gives the auxiliary wheels an additional function, as they can essentially be used as parking supports. This ensures that the vehicle is stable when parked, which simplifies getting in and out of the vehicle.

[0020] According to an advantageous embodiment, the respective front auxiliary wheel and / or the respective rear auxiliary wheel can be configured as a drivable and / or brakeable and / or steerable auxiliary wheel. A drivable auxiliary wheel has an auxiliary wheel drive for driving the auxiliary wheel. A brakeable auxiliary wheel can be equipped with an auxiliary wheel drive like a drivable auxiliary wheel, but this can also be operated for braking. Electric motor drives are preferably used here. An electric motor can also be used for braking with the appropriate power supply or wiring. A steerable auxiliary wheel is equipped with a steering device or steering system so that its roll axis can be specifically adjusted around a vertical axis.

[0021] A drive control of the drive device can be coupled to the respective auxiliary wheel and configured such that, in the event of a drive failure to the main wheels, it controls the respective drivable and / or brakeable and / or steerable auxiliary wheel to move the vehicle. In this way, the auxiliary wheels ensure a certain degree of mobility and maneuverability of the vehicle even in the event of a drive failure. This leads to increased operational safety of the vehicle, since tipping of the vehicle can usually be caused by a drive failure to the main wheels, meaning that the main wheels are then no longer available to drive the vehicle. To ensure that the driver is not completely helpless in such a case, the auxiliary wheels enable the vehicle to be moved in emergency mode, for example to be able to drive home again.

[0022] In another embodiment, the auxiliary wheel actuators can be configured such that, when the vehicle is horizontally aligned and stationary, they can be lowered to such an extent that the vehicle can be raised so that the main wheels lift off the ground. This effectively implements a lifting function. The auxiliary wheel control can then be configured such that, in order to raise the vehicle when stationary, it controls the auxiliary wheel actuators to lower the auxiliary wheels until the main wheels lift off the ground. This measure makes it possible to move the vehicle via the auxiliary wheels, especially when the main wheels are locked.

[0023] In a first solution according to the invention, two front auxiliary wheels and two rear auxiliary wheels are provided, and the respective front auxiliary wheel and / or the respective rear auxiliary wheel is configured as a drivable and / or brakeable and / or steerable auxiliary wheel, wherein a drive control of the drive device is coupled to the respective auxiliary wheel and is configured such that, when the vehicle is raised such that the main wheels are lifted off the ground, it controls the respective drivable and / or brakeable auxiliary wheel and / or the respective steerable auxiliary wheel to move the vehicle. The raised vehicle can thus be maneuvered using the auxiliary wheels. This embodiment is particularly advantageous in the event that the main wheels are locked, since the vehicle can still be maneuvered even if the main wheels have failed and are locked.

[0024] In a second solution according to the invention, it is provided that the respective front auxiliary wheel and / or the respective rear auxiliary wheel is configured as a steerable auxiliary wheel. A drive control of the drive device is coupled to the respective steerable auxiliary wheel and is also configured such that, when the vehicle is steered in normal operation, it also controls the respective steerable auxiliary wheel to adjust the current steering angle. In other words, the steerable auxiliary wheels also steer in normal operation, even if they are not touching the ground but are spaced apart from it. If the vehicle tips over while cornering, the steerable auxiliary wheels maintain the current steering angle, so that when the auxiliary wheels come into contact with the ground, no significant change in the steering angle occurs, thus avoiding an additional hazard. Accordingly, this measure further increases vehicle safety.

[0025] According to an advantageous embodiment, the respective auxiliary wheel actuator can be configured as a linear actuator, which is attached to the chassis or the seat at one end. The respective linear actuator has the respective auxiliary wheel at the other end or is connected to a pivot arm, which is mounted on the chassis or the seat at one end and has the respective auxiliary wheel at the other end.

[0026] The relative locations “front” and “rear” refer to the vehicle’s longitudinal direction, with “front” referring to the front of the vehicle, which is in front or in front when the vehicle is moving forward, while “rear” refers to the rear of the vehicle, which is behind or behind when the vehicle is moving forward. The relative locations “top” and “bottom” refer to the vehicle’s vertical direction, with “top” referring to the top of the vehicle, which is facing away from the ground when the vehicle is stationary on the ground, while “bottom” refers to the bottom of the vehicle, which is facing the ground when the vehicle is stationary on the ground. The relative locations “left” and “right” refer to the vehicle’s forward travel.

[0027] It is understood that the features mentioned above and those to be explained below can be used not only in the respective combination specified, but also in other combinations or on their own, without departing from the scope of the invention as defined by the claims. Components mentioned above and to be mentioned below of a higher-level unit, such as a device, an apparatus, or an arrangement, which are designated separately, may form separate parts or components of this unit or be integral areas or sections of this unit, even if this is shown differently in the drawings.

[0028] Preferred embodiments of the invention are illustrated in the drawings and are explained in more detail in the following description, wherein the same reference numerals refer to the same or similar or functionally identical components.

[0029] They show, schematically, Fig. 1 a highly simplified side view of a vehicle on a horizontal surface, Fig. 2 a side view as in Fig. 1, but on an inclined surface, Fig. 3 a side view as in Fig. 2, but in a different embodiment, Fig. 4 a schematic diagram of the vehicle.

[0030] According to the Fig. 1 to 4, a dynamically self-balancing vehicle 1 comprises a chassis 2, which defines a vehicle longitudinal direction X, a vehicle transverse direction Y and a vehicle height direction Z, which run perpendicular to each other. Fig. 1 to 3, the vehicle longitudinal direction X extends horizontally, while the vehicle height direction Z extends vertically. The vehicle transverse direction Y is in the Fig. 1 to 3 perpendicular to the plane of the drawing. The vehicle 1 has two main wheels 3 arranged on the chassis 2 and spaced apart from each other in the vehicle transverse direction Y, of which Fig. 1 to 3, only the left main wheel 3 facing the viewer is visible. The right main wheel 3 facing away from the viewer is hidden. The main wheels 3 serve to support the vehicle 1 on a surface 4 on which the vehicle 1 is standing or traveling during normal operation. The vehicle 1 is provided with a Fig. 4, which is drive-connected to the main wheels 3 and is configured for balancing, accelerating, braking, and steering the vehicle 1 during normal operation. For this purpose, the drive device 5 comprises at least one drive controller 6 and one electric motor main drive 7 for driving each of the main wheels 3. Furthermore, the vehicle 1 is equipped with a battery (not shown here) that serves to supply the electrical components of the vehicle 1 with electrical energy.

[0031] According to the Fig. 1 to 3, the vehicle 1 further comprises a seat 8 on which a driver can sit. The seat 8 is equipped in the usual way with a seat cushion 9, a backrest 10 and at least one armrest 11. The seat 8 further comprises a seat support 12, via which the seat 8 is firmly connected to the chassis 2. Furthermore, in the Fig. 1 to 3 show a handlebar 13 which is coupled to the drive device 5 or to the drive control 6. The driver sitting on the seat 8 can use the handlebar 13 to generate steering commands which are then implemented by the drive control 6. Instead of such a handlebar 13, a joystick can also be provided, via which steering commands can be generated. The driver can generate acceleration and braking commands in the usual way by shifting his weight forward for acceleration and backward for braking. Additionally, it can optionally be provided that the acceleration and braking commands can be generated with a joystick without the driver having to shift his weight.

[0032] The vehicle 1 is equipped with at least one front auxiliary wheel 14, which is configured as an anti-tip device to prevent the vehicle 1 from tipping forward. The front auxiliary wheel 14 is spaced forward from the main wheels 3 with respect to the vehicle longitudinal direction X and is height-adjustable relative to the chassis 2 in the vehicle height direction Z by means of a front auxiliary wheel actuator 15. During normal operation, when the vehicle 1 is moving, the auxiliary wheel is spaced from the ground 4. The vehicle 1 also has at least one rear auxiliary wheel 16, which is configured as an anti-tip device to prevent the vehicle 1 from tipping backward.The respective rear auxiliary wheel 16 is spaced rearward from the main wheels 3 with respect to the vehicle longitudinal direction X and is height-adjustable relative to the chassis 2 in the vehicle height direction Z by means of a rear auxiliary wheel actuator 17, wherein the respective rear auxiliary wheel 16 is spaced from the ground 4 during normal operation when the vehicle 1 is moving. Fig. 1 to 3, only a single front auxiliary wheel 14 and a single rear auxiliary wheel 16 can be seen. However, for increased safety of the vehicle 1, two front auxiliary wheels 14 and two rear auxiliary wheels 16 can be provided, which are arranged on the chassis 2 at a distance from one another in the vehicle transverse direction Y. Furthermore, the auxiliary wheel actuators 15, 17 are symbolically represented here as arrows. The auxiliary wheel actuators 15, 17 can expediently be configured as linear actuators. In this case, each front auxiliary wheel 14 can be assigned its own front auxiliary wheel actuator 15. It is also conceivable for the two front auxiliary wheels 14 to be assigned a common front auxiliary wheel actuator 15. Likewise, each rear auxiliary wheel 16 can be assigned its own rear auxiliary wheel actuator 17. It is also conceivable for the two rear auxiliary wheels 16 to be assigned a common rear auxiliary wheel actuator 17.

[0033] The vehicle 1 is also equipped with an auxiliary wheel control 18, which Fig. 4. The auxiliary wheel control 18 is configured to control the respective front auxiliary wheel actuator 15 and the respective rear auxiliary wheel actuator 17. The vehicle 1 shown here is also equipped with a distance sensor system 19, which can have at least two sensors 20, 21, namely a front sensor 20 and a rear sensor 21. The distance sensor system 19 or the respective front sensor 20 is configured to measure a value correlating with a front actual distance 22 between the ground 4 and the respective front auxiliary wheel 14. Furthermore, the distance sensor system 19 or the respective rear sensor 21 is configured to measure a value correlating with a rear actual distance 23 between the ground 4 and the respective rear auxiliary wheel 16. The auxiliary wheel control 18 is now coupled to the distance sensor 19 and is also configured to carry out a target-actual control 33 in normal operation, which is Fig. 1 to 3 by double arrows on the front auxiliary wheel 14 and the rear auxiliary wheel 16. The auxiliary wheel control 18 controls the respective front auxiliary wheel actuator 15 depending on the current actual front distance 22 to set a predetermined desired front distance. Furthermore, during normal operation, the auxiliary wheel control 18 controls the respective rear auxiliary wheel actuator 17 depending on the current actual rear distance 23 to set a predetermined desired rear distance. The vehicle 1 is expediently configured symmetrically so that the desired front distance is the same as the desired rear distance. However, this is not mandatory.

[0034] The drive control 6 can be configured to detect a tipping of the vehicle 1 and to trigger an emergency operation. For emergency operation, the drive control 6 can be configured to brake the vehicle 1 to a standstill. The auxiliary wheel control 18 and the drive control 6 are in Fig. 4 is shown separately. It is clear that the auxiliary wheel control 18 can be partially or completely integrated into the drive control 6 by software and / or partially or completely implemented into the drive control 6 by hardware.

[0035] The auxiliary wheel control 18 can be expediently configured to terminate the target-actual control 33 during emergency operation, so that the auxiliary wheels 14, 16 serve as anti-rollover devices with the respective current actual distance 22, 23. In other words, no adjustment of the height of the auxiliary wheels 14, 16 takes place during emergency operation.

[0036] The auxiliary wheel control 18 can further be configured such that, in emergency operation, when the vehicle 1 is tilted onto the at least one front auxiliary wheel 14, it controls the front auxiliary wheel actuator 15 to right the vehicle 1, and, when the vehicle 1 is tilted onto the at least one rear auxiliary wheel 16, it controls the rear auxiliary wheel actuator 17 to right the vehicle 1. When the vehicle 1 is tilted onto the at least one rear auxiliary wheel 16, it is aligned horizontally such that its longitudinal direction X runs horizontally.

[0037] The auxiliary wheel actuators 15, 17 can be expediently configured such that, when the vehicle 1 is horizontally aligned, they can lower the auxiliary wheels 14, 16 to the ground 4. The auxiliary wheel control 18 can be expediently configured such that, when the vehicle 1 is parked, it controls the auxiliary wheel actuators 15, 17 to lower the auxiliary wheels 14, 16 to the ground 14. The parked vehicle 1 is then supported on the ground 4 via the main wheels 3 and the auxiliary wheels 14, 16.

[0038] The respective front auxiliary wheel 14 and / or the respective rear auxiliary wheel 16 can be configured to be drivable and / or brakeable and / or steerable. Fig. 4, four auxiliary wheel drives 24, 25 are indicated, namely two front auxiliary wheel drives 24 for the two front auxiliary wheels 14 and two rear auxiliary wheel drives 25 for the two rear auxiliary wheels 16, which are coupled to the drive control 6. The auxiliary wheel drives 24, 25 are designed as electric motors and can therefore be used to drive and brake the respective auxiliary wheel 14, 16. The auxiliary wheel drives 24, 25 can in particular be configured as wheel hub motors that are integrated into the respective auxiliary wheel 14, 16. With the help of these auxiliary wheel drives 24, 25, the drivability and brakeability of the respective auxiliary wheel 16 is thus ensured. Furthermore, the respective auxiliary wheel 14, 16 can be equipped with an auxiliary wheel steering device 26, 27 or auxiliary wheel steering 26, 27, wherein Fig. 4 four such auxiliary wheel steering systems 26, 27 are shown, namely two auxiliary wheel steering systems 26 for the two front auxiliary wheels 14 and two auxiliary wheel steering systems 27 for the two rear auxiliary wheels 16. The auxiliary wheel steering systems 26, 27 are coupled to the drive control 6 and can operate by electric motor and thus specifically steer the respective auxiliary wheel 16, 17.

[0039] In Fig. 4, the couplings between the individual components are indicated by corresponding lines 28, which can be configured as control lines and / or signal lines.

[0040] The drive control 6 can now be configured such that, in the event of a failure of the main drives 7, which drive the main wheels 3, it controls the auxiliary wheels 14, 16 to move the vehicle 1. This makes it possible to maneuver the vehicle 1 while tilted forward or backward. However, this requires that the main wheels 3 can still rotate. In the tilted state, the vehicle 1 is in contact with the ground 4 with the main wheels 3 and either the front auxiliary wheels 14 or the rear auxiliary wheels 16. If the righting function described above is provided, after the tipping of the vehicle 1, the vehicle 1 tilted forwards or backwards onto the respective auxiliary wheels 14, 16 can be righted by a corresponding actuation of the auxiliary wheel actuators 15, 17, such that it is subsequently supported on the ground 4 with the auxiliary wheels 14, 16 and with the main wheels 3.In this case, all auxiliary wheels 14, 16 are available for maneuvering the vehicle 1.

[0041] The auxiliary wheel actuators 15, 17 can optionally also be configured to lower the auxiliary wheels 14, 16 not only to the ground 4, but also beyond it, such that the vehicle 1 is raised so that the main wheels 3 lift off the ground 4. As a result, the vehicle 1 is then only in contact with the ground 4 via the auxiliary wheels 14, 16. In this case, the vehicle 1 can be maneuvered even if the main wheels 3 are locked.

[0042] Steering commands for steering the raised vehicle 1 can be generated as in normal operation using the steering rod 13 and / or the joystick mentioned above. Acceleration and braking commands can be generated in conjunction with corresponding control elements, in particular with the joystick mentioned above.

[0043] According to another embodiment, it can be provided that the drive control 6 also controls the steerable auxiliary wheels 14, 16 to adjust the current steering angle when steering the vehicle 1 in normal operation. In other words, the drive control 6 also controls the auxiliary wheel steering systems 26, 27 in normal operation to adjust the current steering angle of the auxiliary wheels 14, 16.

[0044] Fig. 1 shows the vehicle 1 on a horizontal surface 4. During normal operation, the auxiliary wheels 14, 16 have the desired target distance from the surface 4 when driving.

[0045] If vehicle 1 arrives according to Fig. 2 onto a ground 4 which is inclined relative to the horizontal direction, the distance of the auxiliary wheels 14, 16 relative to the inclined ground 4 is adjusted accordingly by the target-actual control 33, so that the auxiliary wheels 14, 16 always have the same desired target distance from the ground 4. Fig. 2 shows vehicle 1 on an incline. Without the target-actual comparison, the actual distance 22 of the front auxiliary wheel 14 relative to the ground 4 would decrease, while the actual distance 23 of the rear auxiliary wheel 16 relative to the ground 4 would increase. However, the target-actual comparison ensures that the same distance is set at the front and rear auxiliary wheels 14, 16 as when the ground 4 is horizontal.

[0046] In the examples of Fig. 1 and Fig. 2, the auxiliary wheel actuators 15, 17 are supported at one end, namely in the region of their upper end, on the chassis 2, while at the other end, here at their lower end, they are supported on a pivot arm 29, 30, namely on a front pivot arm 29 and a rear pivot arm 30, respectively. The respective pivot arm 29, 30 is pivotally mounted on the one hand, namely on the vehicle side of the chassis 2, namely about a pivot axis running parallel to the vehicle transverse direction Y. On the other hand, the respective pivot arm 29, 30 has the front auxiliary wheel 14 and the rear auxiliary wheel 16, respectively. By pivoting the respective pivot arm 29, 13, the distance between the respective auxiliary wheel 14, 16 and the ground 4 changes.

[0047] In the example of Fig.3, the front auxiliary wheel 14 is attached to an auxiliary wheel carrier 31, which is held on a rail 32 for linear adjustment. The associated front auxiliary wheel actuator 15 is supported here on the rail 32 or on the vehicle seat 8 and drives the auxiliary wheel carrier 31. In this case, when the front auxiliary wheel 14 is lowered, the front auxiliary wheel actuator 15 not only adjusts the front auxiliary wheel 14 downwards but also forwards in order to improve the effective lever arm of the front auxiliary wheel 14 for anti-tip protection.

Claims

[1] Dynamically self-balancing vehicle (1), - with a chassis (2) which defines a vehicle longitudinal direction (X), a vehicle transverse direction (Y) and a vehicle height direction (Z) which are perpendicular to one another, - with two main wheels (3) arranged on the chassis (2) and spaced apart from one another in the transverse direction (Y) of the vehicle for supporting the vehicle (1) on a surface (4) on which the vehicle (1) is standing or traveling in normal operation, - with a drive device (5) connected to the main wheels (3) for balancing, accelerating, braking and steering the vehicle (1) in normal operation, - with a seat (8) arranged on the vehicle (1) on which a driver can sit, - with at least one front auxiliary wheel (14) as anti-tip device to prevent the vehicle (1) from tipping forward, which is spaced forward from the main wheels (3) with respect to the vehicle's longitudinal direction (X), which is height-adjustable relative to the chassis (2) by means of a front auxiliary wheel actuator (15) and which is spaced from the ground (4) during normal operation when the vehicle (1) is moving, - with at least one rear auxiliary wheel (16) as anti-tip device to prevent the vehicle (1) from tipping backwards, which is spaced rearwardly from the main wheels (3) with respect to the vehicle's longitudinal direction (X), which is height-adjustable relative to the chassis by means of a rear auxiliary wheel actuator (17) and which, during normal operation when the vehicle (1) is moving, is spaced from the ground (4), - with an auxiliary wheel control (18) for controlling the front auxiliary wheel actuator (15) and the rear auxiliary wheel actuator (17), - wherein the vehicle (1) has a distance sensor system (19) for measuring a value correlating with a front actual distance (22) between the ground (4) and the respective front auxiliary wheel (14) and for measuring a value correlating with a rear actual distance (23) between the ground (4) and the respective rear auxiliary wheel (16), - wherein the auxiliary wheel control (18) is coupled to the distance sensor system (19) and is configured such that, during normal operation, it carries out a target-actual control (33), in which it controls the front auxiliary wheel actuator (15) to set a predetermined front target distance depending on the current front actual distance (22) and controls the rear auxiliary wheel actuator (17) to set a predetermined rear target distance depending on the current rear actual distance (23), characterized by , - that the respective front auxiliary wheel (14) and / or the respective rear auxiliary wheel (16) is configured as a steerable auxiliary wheel, - that a drive control (6) of the drive device (5) is coupled to the respective steerable auxiliary wheel (14, 16) and is configured such that, when the vehicle (1) is steered in normal operation, it also controls the respective steerable auxiliary wheel (14, 16) to adjust the current steering angle. [2] Vehicle (1) according to claim 1, characterized by , - that the respective front auxiliary wheel (14) and / or the respective rear auxiliary wheel (16) is configured as a drivable and / or brakeable auxiliary wheel, - that a drive control (6) of the drive device (5) is coupled to the respective auxiliary wheel (14, 16) and is configured such that, in the event of a failure of a main drive (7) of the main wheels (3), it controls the respective drivable and / or brakeable auxiliary wheel (14, 16) to move the vehicle (1). [3] Vehicle (1) according to one of the preceding claims, characterized by , - that the auxiliary wheel actuators (15, 17) are configured such that, when the vehicle (1) is horizontally aligned and stationary, they can be lowered to such an extent that the vehicle (1) can be raised such that the main wheels (3) lift off the ground (4), - that the auxiliary wheel control (18) is configured such that, in order to raise the vehicle (1) when the vehicle (1) is stationary, it controls the auxiliary wheel actuators (15, 17) to lower the auxiliary wheels (14, 16) until the main wheels (3) lift off the ground (4). [4] Dynamic self-balancing vehicle (1), - with a chassis (2) which defines a vehicle longitudinal direction (X), a vehicle transverse direction (Y) and a vehicle height direction (Z) which are perpendicular to one another, - with two main wheels (3) arranged on the chassis (2) and spaced apart from one another in the transverse direction (Y) of the vehicle for supporting the vehicle (1) on a surface (4) on which the vehicle (1) is standing or traveling in normal operation, - with a drive device (5) connected to the main wheels (3) for balancing, accelerating, braking and steering the vehicle (1) in normal operation, - with a seat (8) arranged on the vehicle (1) on which a driver can sit, - with at least one front auxiliary wheel (14) as anti-tip device to prevent the vehicle (1) from tipping forward, which is spaced forward from the main wheels (3) with respect to the vehicle's longitudinal direction (X), which is height-adjustable relative to the chassis (2) by means of a front auxiliary wheel actuator (15) and which is spaced from the ground (4) during normal operation when the vehicle (1) is moving, - with at least one rear auxiliary wheel (16) as anti-tip device to prevent the vehicle (1) from tipping backwards, which is spaced rearwardly from the main wheels (3) with respect to the vehicle's longitudinal direction (X), which is height-adjustable relative to the chassis by means of a rear auxiliary wheel actuator (17) and which, during normal operation when the vehicle (1) is moving, is spaced from the ground (4), - with an auxiliary wheel control (18) for controlling the front auxiliary wheel actuator (15) and the rear auxiliary wheel actuator (17), - wherein the vehicle (1) has a distance sensor system (19) for measuring a value correlating with a front actual distance (22) between the ground (4) and the respective front auxiliary wheel (14) and for measuring a value correlating with a rear actual distance (23) between the ground (4) and the respective rear auxiliary wheel (16), - wherein the auxiliary wheel control (18) is coupled to the distance sensor system (19) and is configured such that, during normal operation, it carries out a target-actual control (33), in which it controls the front auxiliary wheel actuator (15) to set a predetermined front target distance depending on the current front actual distance (22) and controls the rear auxiliary wheel actuator (17) to set a predetermined rear target distance depending on the current rear actual distance (23), characterized by , - that the vehicle (1) has two front auxiliary wheels (14) and two rear auxiliary wheels (16), - that the respective front auxiliary wheel (14) and / or the respective rear auxiliary wheel (16) is configured as a drivable and / or brakeable and / or steerable auxiliary wheel, - that a drive control (6) of the drive device (5) is coupled to the respective auxiliary wheel (14, 16) and is configured such that, when the vehicle (1) is raised, such that the main wheels (3) are lifted off the ground (4), it controls the respective drivable and / or brakeable auxiliary wheel (14, 16) and / or the respective steerable auxiliary wheel (14, 16) to move the vehicle (1). [5] Vehicle (1) according to one of the preceding claims, characterized by , - that the drive device (5) has a drive control (6) which is configured to detect a tipping of the vehicle (1) and that a tipping of the vehicle (1) triggers an emergency operation, - that the drive control (6) is configured so that it brakes the vehicle (1) to a standstill in emergency operation. [6] Vehicle (1) according to claim 5, characterized by , - that the auxiliary wheel control (18) is configured in such a way that it terminates the target-actual control (33) in emergency operation, so that the auxiliary wheels (14, 16) serve as anti-tip devices with the current actual distance (22, 23). [7] Vehicle (1) according to claim 5 or 6, characterized by , - that the auxiliary wheel control (18) is configured such that, in emergency operation, after the vehicle (1) has tipped onto the at least one front auxiliary wheel (14), it controls the front auxiliary wheel actuator (15) to right the vehicle (1) and, after the vehicle (1) has tipped onto the at least one rear auxiliary wheel (16), it controls the rear auxiliary wheel actuator (17) to right the vehicle (1). [8] Vehicle (1) according to one of the preceding claims, characterized by , - that the auxiliary wheel actuators (15, 17) are configured so that they can lower the auxiliary wheels (14, 16) to the ground (4) when the vehicle (1) is horizontally aligned, - that the auxiliary wheel control (18) is configured such that, in order to park the vehicle (1), it controls the auxiliary wheel actuators (15, 17) to lower the auxiliary wheels (14, 16) onto the ground (4). [9] Vehicle (1) according to one of the preceding claims, characterized by , - that the respective auxiliary wheel actuator (15, 17) is designed as a linear actuator, - that the linear actuator is attached at one end to the chassis (2) or to the seat (8), - that the linear actuator has the respective auxiliary wheel (14, 16) at the other end or is connected to a pivot arm (29, 30) which is mounted on the chassis (2) or on the seat (8) on the one hand and has the respective auxiliary wheel (14, 16) on the other hand.

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