Vehicle for a driver with a ball rolling on a floor

Abstract

The invention relates to a vehicle (1) for the locomotion of a driver (2), comprising a ball (4) rolling on a ground (3) and at least one roller (7a, 7b) rolling on the ground (3), a support element (5) supported on the ball (4) and on the at least one roller (7a, 7b), on which the driver (2) stands during operation of the vehicle (1), and a drive arrangement (6) supported on the support element (5) and driving the ball (4). In order to create an improved vehicle, it is proposed that the vehicle (1) consist of a front part (5a) with the ball (4) and a rear part (5b) with the at least one roller (7a, 7b), and that the front part (5a) be tiltable forwards and backwards about a rotation axis (d) relative to the rear part (5b) in a forward direction of travel (V).

Description

[0001] The invention relates to a vehicle for the locomotion of a driver with a ball rolling on a ground and at least one roller rolling on the ground, with a support element supported on the ball and on the at least one roller, on which the driver stands during operation of the vehicle, with a drive arrangement supported on the support element, which drives the ball.

[0002] A vehicle for the locomotion of a rider, in particular a skateboard-like ball roller, is already known from European patent EP 3 043 877 B1. During driving operation, the vehicle is in contact with the ground exclusively via a ball rolling on a ground and essentially consists of the ball, a support element supported on the ball with two contact surfaces for each of the rider's feet, a drive arrangement, and a controller. In one embodiment, the drive arrangement is essentially constructed from a total of four omnidirectional wheels, three of which are grouped together and roll on the upper half of the sphere, and the fourth of which rolls along the equator of the sphere.All omnidirectional wheels are positioned on the surface of the sphere without a tilt angle, so that with a horizontally aligned support element, the respective axes of rotation of the three omnidirectional wheels in the group are horizontal and the axis of rotation of the fourth omnidirectional wheel is vertical. The support element is supported on the sphere primarily by the group of three omnidirectional wheels. With the help of the fourth omnidirectional wheel, the support element can be rotated about a vertical axis of the sphere. The sphere can therefore roll in all directions on the ground under or within the support element, which is at the level of the equator of the sphere. In addition to their supporting function, all omnidirectional wheels also perform a drive function. For this purpose, the omnidirectional wheels are each driven by electric motors and upstream gears that are mounted on the support element.To use the vehicle, which can also be referred to as a sports device, leisure device, or fun device, the driver stands freely balancing on the support element and steers, brakes, and controls the vehicle by shifting their weight. The driver is supported by the control system, which includes a balance control module that helps the driver balance the support element in a horizontal position. The direction of movement of the vehicle and thus the rolling direction of the ball is controlled by the inclination of the support element, which is caused by a shift in the driver's weight. The measured acceleration and angle data of the support element are processed in the control system. Based on this, the motors to be driven for the respective omnidirectional wheels are determined. The desired travel movement and balance position are achieved with the required direction of rotation and speed.The vehicle is equipped with three rechargeable batteries for the motors and the control system, which are arranged around the sphere on the lower side of the support element.

[0003] Furthermore, another skateboard-like ball-and-socket scooter for a rider is known from British Patent Application GB 2 407 780 A. Here, too, the ball-and-socket scooter essentially consists of a ball rolling on a floor and a support element supported on the ball, with two contact surfaces for each of the rider's feet. The support element is rectangular in shape, like a skateboard. In a normal forward direction of travel, the support element is aligned lengthwise and the rider stands with one foot in front of and one foot behind the ball and thus laterally on the support element. The ball-and-socket scooter is propelled by the rider in a scooter-like manner, and the ball is correspondingly non-propelled. In addition, a sliding element, a roller, or a swivel castor is arranged in the area of ​​each of the four corners of the support element.The rider can steer the ball-scooter by lowering one of the two rear corners while riding, so that the sliding element, roller, or swivel caster comes into contact with the ground. This brakes the ball-scooter on one side and initiates a steering movement. A comparable skateboard-like and non-powered ball-scooter is known from European Patent Application EP 0 985 435 A1. Instead of the sliding elements, rollers, or swivel casters arranged in the four corners of the support element, only a single ball is arranged centrally at the rear of the support element. The single ball for steering the ball-scooter is not in contact with the ground when the support element is in a horizontal position.

[0004] Furthermore, German patent application DE 10 2017 107 805 A1 discloses a motorized scooter featuring a triangular footboard with two adjacent standing surfaces for a rider. The footboard features a non-driven ball at the front and two transversely spaced, driven wheels at the rear. The geometric arrangement of the ball and the two wheels is intended to improve the scooter's driving stability and maneuverability.

[0005] Based on this, the present invention is based on the object of creating an improved compact vehicle for the locomotion of a driver with a ball rolling on a floor.

[0006] This object is achieved by a vehicle for the locomotion of a driver with a ball rolling on a ground having the features of claim 1. Advantageous embodiments of the invention are specified in claims 2 to 16.

[0007] According to the invention, an improved vehicle for the locomotion of a driver is created, comprising a ball rolling on a ground and at least one roller rolling on the ground, a support element supported on the ball and on the at least one roller, on which the driver stands during operation of the vehicle, and a drive arrangement supported on the support element, which drives the ball. The vehicle consists of a front part with the ball, a rear part with the at least one roller, and a coupling part that couples the front part to the rear part. The drive arrangement drives the ball via omnidirectional wheels, and the front part can be tilted forwards and backwards relative to the rear part about a rotational axis of the ball, as seen in a forward direction of travel. This tiltability can be used by the driver to accelerate and brake the preferably electrically powered vehicle.It is particularly advantageous that the front section has a front contact surface for the driver's front foot and that a bar is arranged in the front contact surface, on which bar the front foot rests when the vehicle is in operation and the bar is fixed relative to the front section which can be tilted forwards and backwards. Because a central part of the driver's foot rests on the bar and this is not tiltable and is firmly connected to the rear section, preferably via a coupling part, the driver is given a secure footing and the driver can sensitively tilt the front section forwards to accelerate and backwards to brake using their toes and heel, which are not resting on the bar. A remote control or a handlebar with corresponding switching elements is therefore not necessary for accelerating and braking.

[0008] In a structurally advantageous embodiment, the bracket is supported on the rear part.

[0009] Regarding the tiltability of the front section, a limit is provided so that the front section can be tilted forward and backward about a rotation axis relative to the rear section by + / - 10 degrees, preferably + / - 5 degrees, in a forward direction of travel. This stabilizes the vehicle's handling.

[0010] The tiltability of the front part is achieved from a structural point of view by means of a right pivot bearing and a left pivot bearing, which are arranged between the rear part and the front part.

[0011] In order to be able to use the tiltability of the front part for signals to accelerate and brake and thus to be able to intuitively tilt the front part forwards and backwards as seen in the forward direction of travel, the axis of rotation of the pivot bearings is aligned parallel to a transverse axis of the vehicle.

[0012] In an advantageous structural embodiment, it is provided that, viewed in a forward direction of travel of the vehicle, the front part, the coupling part and the rear part are arranged one behind the other and the coupling part connects the front part and the rear part to one another, and that the ball is mounted on the front part and the at least two rollers are mounted on the rear part.

[0013] Advantageously, the rear part is provided with a rear contact surface for a rear foot of the driver.

[0014] Preferably, the front contact surface is arranged above the ball, and the rear contact surface is arranged above the rollers. In the context of this feature, "above" means that, viewed from above the vehicle, the front contact surface is arranged at least partially above the ball. Preferably, viewed from above the vehicle, the front contact surface is arranged entirely within the contour of the ball—only in relation to the longitudinal axis of the vehicle—and in particular centrally above the ball. The same applies to the rollers and the rear contact surface.

[0015] It is particularly advantageous that the vehicle can be steered via a lateral inclination of the vehicle caused by the driver, whereby a control system evaluates the inclination and the drive arrangement drives the ball in a desired direction of travel. The vehicle is steered exclusively via the feet of the driver, who is freely balancing on the support element. The driver initiates the steering of the vehicle by shifting their weight. Tilting to the left means steering to the left. The same applies to the right. The control system reacts to the change in the lateral inclination angle of the support element and drives the ball via the drive arrangement to roll in the desired lateral direction. The lateral inclination angle is in the range from 0 degrees to + / - 10 degrees or preferably up to + / - 5 degrees.The control system then compensates for the measured inclination of the support element so that it is again in a preferably horizontal orientation. Preferably, the rider simply stands in the area of ​​the contact surfaces on the support element, which are provided with anti-slip pads for a firm and secure stance of the rider and better coordination of weight shifting. Advantageously, the control system comprises a balance control module that supports a rider in balancing the support element in a horizontal position in space. This balancing of the support element into a balanced orientation takes place via appropriate control of the first and second omnidirectional wheels. The degree of assistance can be varied and set so that it is relatively easy for the rider to balance on the support element.On the other hand, the assistance is not so great that the driver is prevented from shifting his weight and causing the vehicle to steer in the direction of inclination due to the shift in weight.

[0016] It is also advantageously provided that the vehicle can be accelerated and braked by tilting the front part forwards and backwards caused by the driver, in that a control system evaluates the tilting and the drive arrangement drives or brakes the ball in the forward direction of travel.

[0017] Overall, the design is such that the ball is driven and the rollers are non-driven, like a front-wheel drive vehicle. The rollers are therefore towed by the ball during operation. Overall, the vehicle is comparable to a seatless tricycle, with a driven and steerable front ball and towed rear rollers. During normal vehicle operation, the ball and rollers are in contact with the ground.

[0018] In one variant, the rollers are arranged in such a way that, viewed in the forward direction of travel, the vehicle is stabilized to the right and left in the manner of a tricycle.

[0019] What is particularly advantageous and simple is that the vehicle has only exactly one ball and / or only exactly one pair of rollers.

[0020] An effective drive of the ball is achieved by the fact that the ball is driven directly by two omnidirectional wheels and by an electric motor each without the need for an intermediate gear, and each electric motor is attached to the support element.

[0021] It is particularly advantageous that the electric motors are supplied with energy via at least one rechargeable battery.

[0022] Advantageously, the vehicle is handleless and is steered by a rider balancing freely on the support element, without the use of a handlebar. The rider can thus balance freely on the support element of the vehicle, skateboard-like, without having to support themselves with their hands on a support or handlebar, or sit on a saddle or seat mounted on the support element.

[0023] The invention is explained in more detail below with reference to an exemplary embodiment illustrated in the drawings. They show: Fig. 1 a perspective view of a principle of a vehicle according to the invention for the movement of a driver, Fig. 2 a perspective view of a driver carrying the vehicle, Fig. 3 a perspective view of the vehicle according to Fig. 1 in an operating position and without a driver, Fig. 4 a perspective view of the vehicle according to Fig. 3 in a carrying position, Fig. 5 a side view of the vehicle according to Fig. 3 in section and in operating position, Fig. 6 a side view of the vehicle according to Fig. 5 in an intermediate position Fig. 7 a side view of the vehicle according to Fig. 5 in a carrying position, Fig. 8 a further perspective view of the vehicle according to Fig. 1, Fig. 9 a perspective view of the vehicle according to Fig. 8 under a different viewing angle and Fig. 10 a schematic diagram of the vehicle control system.

[0024] In the Fig. Figure 1 shows a perspective schematic view of a vehicle 1 according to the invention, in particular a skateboard-, snakeboard-, or waveboard-like ball roller, for the movement of a rider 2. The vehicle 1 essentially consists of a single ball 4 rolling on a floor 3, a pair of exactly one first roller 7a rolling on the floor 3 and exactly one second roller 7b rolling on the floor 3, a support element 5 supported on the ball 4 and the rollers 7a, 7b, and a drive arrangement 6 not shown in this figure and concealed by the support element 5 (see Fig. 8) for the ball 4 with a control 20. The vehicle 1 is thus comparable to a handlebarless tricycle with a three-point support via the ball 4 and the two rollers 7a, 7b. Here, the first and second rollers 7a, 7b are of identical design. Viewed in the direction of a longitudinal axis x of the vehicle 1 and in a forward direction of travel V of the vehicle 1, the ball 4 is mounted in front of the rollers 7a, 7b and at a distance from the rollers 7a, 7b on the support element 5 or is arranged in the support element 5. Furthermore, the rollers 7a, 7b are each rotatable about a roller axis aligned parallel to a transverse axis y of the vehicle 1 and are mounted next to one another on the support element 5 as viewed in the direction of the longitudinal axis x of the vehicle 1. A common roller axis can also be provided for both rollers 7a, 7b, as is known from a skateboard or roller skates.The transverse axis y or the roller axis is aligned at right angles to the longitudinal axis x and, when the support element 5 is aligned horizontally, is also aligned horizontally. In addition, the rollers 7a, 7b each have a spherical or circular segment-shaped running surface. Furthermore, the contact points or contact lines or contact surfaces of the ball 4 and the two rollers 7a, 7b on the floor 3 lie at the corners of an imaginary triangle. The ball 4 has a diameter in the range of 50 mm to 270 mm, preferably in the range of 75 mm to 150 mm, particularly preferably 100 mm, and the rollers 7a, 7b each have a diameter in the range of 20 mm to 100 mm, preferably in the range of 35 mm to 75 mm, particularly preferably 70 mm. The width of each roller 7a, 7b is in the range of 10 mm to 150 mm, preferably 10 mm to 30 mm, particularly preferably 10 mm.It is conceivable to use wheels that are familiar from inline skates and have a diameter of 70 mm and a width of 10 mm and are made of PU material.

[0025] The support element 5 is divided into a front part 5a, a rear part 5b, and a coupling part 5c. The front part 5a and the rear part 5b are each hemispherical, with a sectional surface of the hemisphere protruding upwards as a front contact surface 10a for a front foot 2a of the rider 2 and a rear contact surface 10b for a rear foot 2b of the rider 2. The front contact surface 10a is slightly convexly curved outwards, and the rear contact surface 10b is slightly concavely curved inwards, opposite to the front contact surface 10a but to the same extent. The hemispheres of the front part 5a and the rear part 5b have almost the same shape and the same diameter in the range of 70 mm to 300 mm, preferably in the range of 100 mm to 175 mm, particularly preferably 125 mm. The front part 5a and the rear part 5b are connected to each other via the coupling part 5c to form the support element 5.The coupling part 5c is rod-like and runs essentially in the direction of the longitudinal axis x of the vehicle 1. Overall, the structure is reminiscent of a snakeboard or a waveboard, whereby the inventive combination of ball 4 and rollers 7a, 7b is used here instead of conventional rollers. The coupling part 5c essentially has two functions. When the vehicle 1 is driving, the coupling part 5c and thus also the front and rear parts 5a, 5b are in an operating position. In the operating position, the coupling part 5c almost rigidly connects the front part 5a with the rear part 5b, which are arranged one behind the other in the forward direction of travel V. In this context, almost rigid is to be understood as meaning that the coupling part 5c consists of several components and has a design-related play in the area of ​​the connections between these components.This results in the front part 5a being able to tilt laterally by approximately + / -10 degrees, preferably + / -5 degrees, relative to the rear part 5b. This limited tilting range is used for steering purposes to steer the vehicle 1 via its drive assembly 6, which will be described later. With respect to the vehicle's longitudinal axis x, the coupling part 5c is rigid, allowing the front part 5a to safely tow the rear part 5b.

[0026] The support element 5 also has a total length in the range of 500 mm to 1000 mm, preferably 500 mm to 800 mm, particularly preferably 600 mm. A front region of the ball 4 has a distance of 10 mm to 30 mm from a front end of the support element 5 or the front part 5a. The two rollers 7a, 7b are arranged centrally below the rear part 5b, as seen in the direction of the longitudinal axis x. A wheelbase relative to a roller axis of the two rollers 7a, 7b and a virtual axis of rotation of the ball 4 during forward travel is at least 300 mm and in the range of 300 mm to 700 mm in order to achieve stable driving behavior of the vehicle 1. The two rollers 7a, 7b are each spaced apart from one another in the range of 50 mm to 300 mm, preferably 100 mm to 250 mm, particularly preferably 100 mm to 150 mm, relative to a center of their running surface seen in the direction of the transverse axis y and are each arranged at the same distance from the longitudinal axis x.

[0027] The vehicle 1 rests stably on the ground 3 via the single ball 4 and the single pair of rollers 7a, 7b with a three-point support, even though the driver 2 stands above the ball 4 and the rollers 7a, 7b on the contact surfaces 10a, 10b of the front and rear sections 5a, 5b. Tilting of the vehicle 1 laterally to the right and left about the longitudinal axis x only occurs within the limited mobility of the coupling part 5c in the torsional direction and is thus easily controllable by the driver 2 with the assistance of the control system 20. The driver 2 therefore hardly needs to balance on the vehicle 1 with respect to the longitudinal axis x while driving. In addition, the driver 1 is supported by the control system 20, which includes, among other things, balance control modules with corresponding electronic stability programs that assist the driver 2 in balancing the support element 5 about the longitudinal axis x in a horizontal position.In addition, the ball 4 and the two rollers 7 partially protrude downwards from the front part 5a and the rear part 5b, respectively.

[0028] The use of the driven ball 4 as a wheel replacement has the advantage that the vehicle 1 can be driven on the ground 3 in any direction and can therefore also be steered by means of the ball 4. In the present case, the vehicle 1 is driven via the ball 4 in a left-hand direction L, a right-hand direction R and a forward direction V (see Fig. 3). Reversing of vehicle 1 is not intended. The drive of vehicle 1 in a reverse direction is used to brake vehicle 1.

[0029] The vehicle 1 can also be referred to as a sports device, leisure device, or fun device, on which the rider 2 stands freely balancing on the support element 5 during use, like a skateboard, and on which the rider 2 steers the vehicle 1 by shifting his weight. Braking, accelerating, and driving of the vehicle 1 can also be achieved by shifting the weight of the rider 2 via sensors (not shown) in the contact surfaces 10a, 10b of the support element 5 or a remote control operated by the rider 2. In the present case, accelerating and braking are achieved by shifting the weight of the rider 2 without sensors in the contact surfaces 10a, 10b. Tilting of the front part 5a by the rider 2 with his front foot 2a forwards or backwards is detected by the controller 20 and converted into a braking or accelerating signal for the drive arrangement 6.In order to achieve the required easy tiltability of the front part 5a, the front part 5a is attached to the coupling part 5c in a gimbal or articulated manner. A weight shift of the rider 2 and thus essentially a tilting of the front foot 2a forwards and backwards is sufficient to generate steering impulses. Furthermore, the vehicle 1 has no handlebars with respect to the rider 2. Thus, the rider 2 has no aids such as a handlebar, a support for support, or a seat for sitting or as an aid for balancing. The rider 2 must therefore balance freely on the support element 5 of the vehicle 1 without supporting himself with his hands on a support or handlebar, or with his shins on a kneeboard, or sitting on a saddle or seat arranged on the support element 5.

[0030] Viewed in a forward travel direction V of the vehicle 1, the front contact surface 10a is arranged on the front part 5a and thus above the ball 4, and the rear contact surface 10b is arranged above the two rollers 7a, 7b. The forward travel direction V refers to a travel direction of the vehicle 1 in the direction of its longitudinal axis x, with the ball 4 located in front of the two rollers 7a, 7b. The driver 2 moves sideways in the forward travel direction V due to his lateral position on the vehicle 1.

[0031] The Fig. Figure 2 shows a perspective view of a driver 2 carrying the vehicle 1 in its folded carrying position, for example, like a handbag. The total weight of the vehicle 1 is less than 5 kg, preferably in the range of 3 to 5 kg.

[0032] To achieve the folded carrying position, a first joint 5ca and a second joint 5cb are incorporated into the coupling part 5c. In the carrying position, the rear part 5b is folded onto the front part 5a by means of the joints 5ca and 5cb. The vehicle 2 in the carrying position thus takes on a compact spherical shape that is easy to carry. Part of the coupling part 5c functions as a handle 14 for a hand 2c of the driver 2.

[0033] The Fig. 3 shows a perspective view of the vehicle 1 in operating position according to Fig. 1 but without the driver 2. As previously explained, the vehicle 1, viewed from the outside, essentially consists of the supporting element 5 with the front part 5a, the rear part 5b, and the coupling part 5c, as well as the ball 4 and the two wheels 7a, 7b. The front part 5a, the rear part 5b, and the coupling part 5c are each complex components with multiple functions.

[0034] The front part 5a, viewed from the outside, is a hemispherical but also supporting cover for the ball 4, a front support structure 5ac, a drive arrangement 6 therefor, and a control system 20 therefor. This cover essentially consists of a front and upper cover part 5aa, which closes off a front and upwardly open hemispherical part 5ab in the region of its cutting surface. This front hemispherical part 5ab has a central opening 5ad at the bottom, from which a part of the ball 4 protrudes downwards. This part amounts to approximately 10 to 30% of the ball 4 in relation to the diameter of the ball 4. Fig. 3 that the front cover part 5aa is not flat but is curved slightly inwards and symmetrically to a central axis that runs parallel to the transverse axis y. The front and rear ends of the front cover part 5aa are thus approximately at the same height as a web part 13b of a bracket 13, which will be described later. The remainder of the front cover part 5aa is lower than the web part 13b due to the inward curvature of the front cover part 5aa. Furthermore, the front cover part 5aa provides the front contact surface 10a for the front foot 2a. The front contact surface 10a for the front foot 2a is located above the ball 4. In connection with the position of the front foot 2a above the ball 4, above is understood to mean that, viewed from above onto the vehicle 1, the front contact surface 10a for the front foot 2a is at least partially arranged in an imaginary outer contour of the ball 4.Preferably, when viewed from above onto the vehicle 1, the front contact surface 10a and thus the front foot 2a resting thereon are arranged, in terms of their width, completely within the outer contour of the ball 4 and, in particular, centrally above the ball 4. With regard to the length of the front foot 2a, the front foot 2a will protrude beyond the outer contour of the ball 4 at both ends. In accordance with the shape of the front foot 2a and the general lateral orientation of the driver 2 on the vehicle 1, a longitudinal extent of the front contact surface 10a or of the front foot 2a is oriented transversely to the longitudinal axis x of the vehicle 1. In addition, the cover part 5aa and the hemispherical part 5ab protect the driver 2 from contact with the rotating ball 4 and surround a front installation space 8a (see . Fig. 4) between a surface 4b of the ball and an inner side of the cover part 5aa and the hemisphere part 5ab (see Fig. 4). The cover part 5aa and the hemispherical part 5ab are rigidly connected to the front support structure 5ac of the front part 5a.

[0035] In addition, the Fig. 3 shows that a U-shaped bracket 13 protrudes upwards from the front cover part 5aa by approximately 5 to 20 mm. This bracket 13 typically consists of a central web part 13b, to the opposite ends of which a leg part 13a is connected. The elongated and flat web part 13b extends parallel to the transverse axis y and is arranged in the center of the front cover part 5aa, as viewed in the direction of the longitudinal axis x of the vehicle 1. The leg parts 13a extend into the front hemisphere part 5ab via slots in the front cover part 5aa and are each rigidly arranged on the front support structure 5ac of the front part 5a. The front support structure 5ac merges rigidly into the front connection part 5cc of the coupling part 5c.With respect to the bracket 13, the front cover part 5aa, together with the front hemisphere part 5ab, is angularly movable to a limited extent by approximately +- 5 to 15 degrees, preferably +- 7.5 to 12.5 degrees, particularly preferably +- 10 degrees, forwards and backwards in the direction of the longitudinal axis x of the vehicle 1. The driver 2 can thus accelerate and brake with his front foot 2a, which rests essentially on the bracket 13. The driver 2 stands with his two feet 2a, 2b in a slight V-position on the front part 5a and the rear part 5b. With respect to the front foot 2a, the web part 13b is relatively narrow, approximately 10 to 40 mm, so that a heel of the front foot 2a can easily contact the front cover part 5aa at the rear and toes of the front foot 2a can easily contact the front cover part 5aa at the front for accelerating and braking. Also, from the . Fig. 3 that there is a protruding first and second curvature 5ae, 5af in the front cover part 5aa at the front and rear, which supports the first and second omnidirectional wheels 9, 9b arranged underneath (see Fig. 8). These first and second curvatures 5ae, 5af are slightly higher than the web part 13b and can thus also provide the front foot 2a with a contact surface for tilting. To do this, the driver 2 tilts his front foot 2a slightly forward or backward, whereby the cover part 5aa, together with the front hemisphere part 5ab, is tilted forward or backward relative to the bar 13. Tilting forward is evaluated as a signal to accelerate, and tilting backward is evaluated as a signal to brake.

[0036] The rear part 5b looks similar to the front part 5a when viewed from the outside. The rear part 5b also has a hemispherical but also supporting cover for a rear installation space 8b, a rear support structure 5bc, the first and second rollers 7a, 7b, and a battery (not shown) for the drive assembly 6 and the control system 20. This cover also essentially consists of a rear and upper cover part 5ba, which closes off a rear and upwardly open hemispherical part 5bb in the region of its cutting surface. This rear hemispherical part 5bb has two openings 5ad at the bottom, from which a part of the first and second rollers 7a, 7b protrudes downwards. This part amounts to approximately 10 to 30% of the rollers 7a, 7b, based on a diameter of the rollers 7a, 7b. Fig. 3 that the rear cover part 5ba is not flat but is slightly concave downwards or inwards. Furthermore, the rear cover part 5ba provides the rear contact surface 10b for the rear foot 2b. The rear contact surface 10b for the rear foot 2b is located above the two rollers 7a, 7b. In connection with the position of the rear foot 2b above the two rollers 7a, 7b, above is understood to mean that, in a plan view of the vehicle 1, the rear contact surface 10b for the rear foot 2b is at least partially arranged in an imaginary outer contour of the two rollers 7a, 7b. Preferably, in a plan view of the vehicle 1, the rear contact part 10b and thus the rear foot 2b resting thereon completely cover the two rollers 7a, 7b.Corresponding to the shape of the rear foot 2a and the general lateral orientation of the driver 2 on the vehicle 1, a longitudinal extension of the rear contact surface 10b is oriented transversely to the longitudinal axis x of the vehicle 1. Furthermore, the rear cover part 5ba and the rear hemispherical part 5bb protect the driver 2 from contact with the rotating rollers 7a, 7b and surround a rear installation space 8b between a rear support structure 5bc and an inner side of the cover part 5ba and the hemispherical part 5bb. The cover part 5ba and the hemispherical part 5bb are rigidly connected to the rear support structure 5bc of the rear part 5b.

[0037] The contact surfaces 10a, 10b for the right and left feet 2a, 2b of the driver 2 can be mere markings the size of a portion of the feet 2a, 2b or areas on the cover parts 5aa, 5ba that are covered or coated with an anti-slip surface. The size of the contact surfaces 10a, 10b is selected such that at least a central portion of the feet 2a, 2b and the full width of the feet 2a, 2b are supported.

[0038] The coupling part 5c connecting the front part 5a to the rear part 5b essentially consists of a front connecting part 5cc and a rear connecting part 5cd, which are connected to one another via a central part 5ce. The central part 5ce is connected to the front connecting part 5cc and the rear connecting part 5cd via a first joint 5ca and a second joint 5cb. The first joint 5ca and the second joint 5cb are designed as hinge joints whose axes are aligned parallel to the transverse axis y of the vehicle 1. In the operating position of the vehicle 2, the mobility of the first joint 5ca and the second joint 5cb is blocked, so that the front connecting part 5cc, the central part 5ce and the rear connecting part 5cd form a rigid rod when viewed in the direction of the longitudinal axis x of the vehicle 2.To release the locking of the first joint 5ca and the second joint 5cb, a locking part 5cl is provided, which can be moved between a locking position and an unlocking position. Fig. 3, the locking part 5cl is shown in the locking position, in which the locking part 5cl partially protrudes from the middle part 5ce of the coupling part 5c. For unlocking, the locking part 5cl is guided on the middle part 5ce and is pressed into the middle part 5ce. In the unlocking position, an outer surface of the locking part 5cl is flush with the middle part 5ce. In addition, the front connecting part 5cc merges into the front support structure 5ac, which in the Fig. 3 is covered by the front hemisphere part 5ab. The same applies to the rear connecting part 5cd with respect to the rear support structure 5bc and the rear hemisphere part 5bb.

[0039] For transport, the vehicle 1 can be folded. After the driver 2 has unlocked the coupling part 5c in the area of ​​its middle section 5ce by pushing in the locking part 5cl, the joints 5ca and 5cb are released and the middle section 5ce can be moved around the first joint 5ca toward the front connecting part 5cc, and the rear connecting part 5cd can be moved around the second joint 5cb toward the middle section 5ce. This allows the rear section 5b to be folded onto the front section 5a in a curved path. The lengths of the front connecting part 5cc, the rear connecting part 5cd, and the middle section 5ce are dimensioned such that, in the final carrying position, the rear cover part 5ba rests flush on the front cover part 5aa.

[0040] In the Fig. Figure 4 is a perspective view of the vehicle 1 according to Fig. 3 in the carrying position. It can be seen that in the carrying position, the front hemisphere part 5ab and the rear hemisphere part 5bb complement each other to form a compact sphere. The middle part 5ce of the coupling part 5c serves as a handle 14 for carrying the vehicle 1. In the carrying position, the joints 5ca, 5cb are locked again so that the vehicle 1 cannot accidentally unfold when being carried. Fig. 4 the locking part 5cl is not shown but present.

[0041] The Fig. 5 shows a side view of the vehicle 1 according to Fig. 3 in section and in the operating position, from which the detailed structure of the coupling part 5c and the front part 5a can be seen. The coupling part 5c consists, as previously described, from left to right, of the front connection part 5cc, the first joint 5ca, the middle part 5ce, the second joint 5cb, and the rear connection part 5cd. In order to be able to fold the vehicle 1 safely, precisely, and synchronously from the operating position into the carrying position, the middle part 5ce and the adjacent joints 5ca, 5cb are designed as follows. The middle part 5ce consists of an outer and hollow central shaft 5cf, in which a central rod 5cg is arranged centrally. The central rod 5cg is rigidly attached at its opposite ends to the first joint 5ca and the second joint 5cb. The center shaft 5cf carries at its opposite ends a first center gear 5ch and a second center gear 5ci, each of which is a straight-toothed 45-degree bevel gear.Here, the first center gear 5ch and the second center gear 5ci can be designed as only 45-degree tooth segments, as this is sufficient for the desired folding movement. The first center gear 5ch and the second center gear 5ci each form a bevel gear with a front gear 5cj and a rear gear 5ck. Here, the front gear 5cj and the rear gear 5ck can be designed as only 45-degree tooth segments, as this is sufficient for the desired folding movement. The imaginary axes of the first center gear 5ch and the front gear 5cj, as well as the second center gear 5ci and the rear gear 5ck, are arranged offset from one another by approximately 90 degrees, similar to a bevel gear. The first center gear 5ch and the front gear 5cj, as well as the second center gear 5ci and the rear gear 5ck, mesh with each other.The front gear 5cj is fixedly mounted on the front connecting part 5cc, and the rear gear 5ck is fixedly mounted on the rear connecting part 5cd. The front gear 5cj is centrally aligned with the first joint axis 5cm, and the rear gear 5ck is centrally aligned with the second joint axis 5cn. The first joint axis 5cm and the second joint axis 5cn run parallel to the transverse axis y.

[0042] In the Fig. 5, the central part 5ce is shown in its locked position. This is represented by a locking part 5cl, which is supported on the central shaft 5cf and guided there, in positive engagement with the preferably square central rod 5cg. The locking part 5cl is in the Fig. 5 can only be identified by the webs between the central shaft 5cf and the central rod 5cg, since an actuating surface of the locking part 5cl lies behind the central part 5ce and is thus concealed by the central part 5ce. Due to the positive engagement, the central shaft 5cf and the central rod 5cg are rigidly connected to one another. This, in turn, results in the first and second central gears 5ch, 5ci, which are fixedly arranged at the ends of the central shaft 5cf, being stationary and supported by the front and rear gears 5cj, 5ck. Thus, the first joint 5ca and the second joint 5cb are each blocked, so that the coupling part 5c is comparable to a rigid rod in the locking position.Since locking occurs via the engagement of the center gears 5ch, 5ci with the front and rear gears 5cj, 5ck, a certain amount of play remains, allowing the front part 5a, rolling on the ball 4, to be deflected slightly laterally by 1 to 2 degrees to the right or left. This slight angular mobility can then be used for the steerability of the vehicle 1, although a lateral tilt of the front part 5a can also occur against the supporting force of the rear part 5b by lifting one of the two rollers 7a, 7b.

[0043] The Fig. 5, that the ball 4 protrudes downwards from a corresponding lower opening 5ad of the front hemisphere part 5ab and the front support structure 5ac rests by means of a support arrangement 9 on top of the surface 4b of the ball 4 in its upper part 4a. The support arrangement 9 is located at the top in the region of the center of the front cover part 5aa and comprises two non-driven omnidirectional wheels 9a, 9b, each rotatable about its own axis of rotation, each aligned in the direction of the transverse axis y. Viewed in the direction of the transverse axis y, the omnidirectional wheels 9a, 9b are arranged close to one another but not touching one another, to the right and left of the center of the ball and in a V-position relative to one another. Alternatively, a design of the support arrangement 9 with a different type of ball bearing is also possible.The advantage is that the rolling of the ball 4 feels smoother for the driver 2, and by avoiding any sudden or abrupt movements, wear on the two omnidirectional wheels 9a, 9b is reduced. The omnidirectional wheels 9a, 9b are mounted on the front support structure 5ac.

[0044] As before to the Fig. 3, the driver 2 stands with his front foot 2a slightly diagonally on the bar 13, so that the heel of his front foot 2a can come into contact with the front cover part 5aa slightly at the back and the toes of his front foot 2a can come into contact with the front cover part 5aa slightly at the front in order to accelerate and brake. Fig. 5 that the first and second curvatures 5ae, 5af protruding from the front cover part 5aa are slightly higher than the web part 13b and can thus also provide the front foot 2a with a contact surface for tilting.

[0045] The Fig. 6 shows a side view of the vehicle 1 according to Fig. 5 in an intermediate position between the operating position and the carrying position. In the intermediate position, the locking part 5cl is unlocked and thus the central shaft 5cf is unlocked with respect to the central rod 5cg. The locking part 5cl arranged in the central shaft 5cf points rearward in the operating position of the vehicle 1 or to the right in the forward direction V. In the unlocked position, the locking part 5cl is pressed into the central shaft 5cf and its actuating surface is flush with an outer surface of the central shaft 5cf. The unlocking has the effect that the central shaft 5cf can now rotate about the central rod 5cg. In the unlocked operating position, the vehicle 1 is grasped by the driver 2 at the central shaft 5cf, the locking part 5cl is unlocked with the hand while grasping, and then the vehicle 1 is lifted at the central shaft 5cf. The center shaft 5cf rotates 90 degrees relative to the center rod 5cg.In parallel, the now downward-facing front part 5a and the rear part 5b move toward each other automatically and in a controlled manner. The relative rotation of the center shaft 5cf to the center rod 5cg causes the first center gear 5ch and the front gear 5cj, as well as the second center gear 5ci and the rear gear 5ck, to mesh, thus causing the first joint 5ca and the second joint 5cb to move in opposite directions by approximately 90 degrees from the operating position into the carrying position. Releasing the locking part 5cl thus unlocks the first joint 5ca and the second joint 5cb, thus allowing the vehicle 1 to move its front and rear parts 5a, 5b from the operating position by a total of 180 degrees into the carrying position.The 90-degree rotation of the center shaft 5cf and the 90-degree folding movement of the first joint 5ca and the second joint 5cb are synchronized via the front gear 5cj, which meshes with the first center gear 5ch, and the rear gear 5ck, which meshes with the second center gear 5ci. Rotation of the center shaft 5cf is thus converted into folding of the first and second joints 5ca, 5cb. In the . Fig. 6 the locking part 5cl is not shown but present.

[0046] In addition, the movement of the center shaft 5cf relative to the center rod 5cg between the operating position and the carrying position is limited by a total of 90 degrees via stops not shown.

[0047] In the Fig. 7 is a side view of the vehicle 1 according to Fig. 5 is shown in the carrying position. In the carrying position, the locking part 5cl is in its locking position and thus locks the central shaft 5cf to the central rod 5cg. Accordingly, the locking part 5cl protrudes from the central shaft 5cf with its actuating part. As previously described, the locking part 5cl in its locking position results in the first and second central gears 5ch, 5ci, which are fixedly arranged at the ends of the central shaft 5cf, being stationary and supported by the front and rear gears 5cj, 5ck. Thus, the first joint 5ca and the second joint 5cb are each blocked, so that the coupling part 5c in the locking position is comparable to a rigid rod that is bent twice by 90 degrees. Thus, the vehicle 1 is securely held in the carrying position. In the carrying position, the front and rear parts 5a, 5b complement each other to form a sphere.The front and rear cover parts 5aa, 5ba are also designed to be concave and convex in opposite directions so that they fit together in the carrying position.

[0048] In the Fig. Figure 8 is another perspective view of the vehicle 1 according to Fig. 1, in which the front cover part 5aa and the front hemisphere part 5ab have been omitted in order to be able to explain the drive of the ball 4 below. In particular, the internal structure of the vehicle 1, in particular its drive arrangement 6, its front support structure 5ac and the bracket 13, can now be seen. As previously described, the vehicle 1 rolls on the ground 3 via a combination of a ball 4 and two rollers 7a, 7b. The rollers 7a, 7b are mounted on the rear support structure 5bc via a common roller axis (not shown) which is aligned parallel to the transverse axis y. The omnidirectional wheels 9a, 9b already described above roll on the ball 4 and are mounted on the front cover part 5aa (not shown).

[0049] The drive arrangement 6 essentially consists of a first omnidirectional gear 11a, a second omnidirectional gear 11b, a third omnidirectional gear 11c (see Fig. 9) and a fourth omnidirectional gear 11d, which are distributed substantially uniformly around the circumference of the sphere 4, preferably at the level of an equator 4c of the sphere 4. The first omnidirectional gear 11a and the second omnidirectional gear 11b are spaced symmetrically to the right and left of the longitudinal axis x, as viewed in the direction of the longitudinal axis x, and are each driven directly and without the interposition of a gear by a first motor 12a and a second motor 12b, which are supported on the front hemisphere part 5ab (not shown). The omnidirectional gears 11a, 11b each preferably have the same diameter in the range of 20 mm to 300 mm, preferably in the range of 30 mm to 70 mm. The axes of the omnidirectional gears 11a, 11b are aligned in a V-shape with respect to the longitudinal axis x, widening towards the front.The non-driven omnidirectional wheels 11c, 11d are smaller and each preferably have the same diameter in the range of 10 mm to 150 mm, preferably in the range of 20 mm to 40 mm.

[0050] Batteries (not shown) for the motors 12a, 12b and the controller 20 are arranged within the rear part 5b and below the rear cover part 5ba. A coordinated drive of the two omnidirectional wheels 11a, 11b thus results in a movement of the vehicle 1 in the forward direction V, in the right-hand direction R, or in the left-hand direction L, or in any direction intermediate therebetween. Movement of the vehicle 1 in the forward direction V is achieved, for example, by driving the first and second omnidirectional wheels 11a and 11b in opposite directions.

[0051] The motors 12a, 12b are attached to the front hemisphere part 5ab (not shown) and are controlled by a control 20 (see Fig. 10). Brushless three-phase motors in the range from 100 watts to 800 watts are used as motors 12a and 12b.

[0052] As previously described, all omnidirectional wheels 9a, 9b, 11a, 11b, 11c, 11d and the motors 12a, 12b, and thus the entire drive arrangement, are mounted or attached to the front hemisphere part 5ab (not shown) or the front cover part 5aa (not shown). To enable the braking and accelerator function previously provided in conjunction with the fixed bracket 13, the front hemisphere part 5ab is mounted on the front support structure 5ac to the right and left of the ball 4, as seen in the direction of the longitudinal axis x, via a right and a left pivot bearing 21a, 21b, in particular roller bearings. The rotational axes d of the right and left pivot bearings 21a, 21b each intersect the center of the ball 4 and run parallel to the transverse axis y of the vehicle.This movable suspension of the front hemisphere part 5ab and the front cover part 5aa on the front support structure 5ac allows a limited angular mobility of approximately +- 5 to 15 degrees, preferably +- 7.5 to 12.5 degrees, forwards and backwards in the direction of the longitudinal axis x of the vehicle 1, with respect to the bracket 13.

[0053] To drive the ball 4, at least two driven omnidirectional gears 11a, 11b are required, which preferably drive the ball 4 at a 90-degree angle to each other on the equator 4c. A drive with three, four, or more omnidirectional gears 11a, 11b, 11c, 11d is also theoretically possible. Omnidirectional gears are only required if the ball 4 is driven above or below the equator 4c. Otherwise, the use of wheels or rollers as drive gears is possible, replacing the omnidirectional gears 11a, 11b, 11c, 11d.

[0054] It goes without saying that a circumferential gap remains between the surface 4b of the ball 4 and the inside of the front hemisphere part 5ab, which allows free rotation of the ball 4 relative to the front hemisphere part 5ab. Suspension of the vehicle 1 can also be provided in the area of ​​the articulation of the omnidirectional wheels 9a, 9b, 11a, 11b, 11c, 11d or via an elastic ball. The ball 4 is preferably made of hard plastic. Bowling balls, for example, are suitable. Typically, the ball 4 is encapsulated in rubber or polyurethane. It can also be seen that the omnidirectional wheels 11a, 11b, 11c, 11d engage in the area of ​​the equator 4c.

[0055] The omnidirectional wheels 9a, 9b, 11a, 11b, 11c, 11d used are generally known and are also referred to as omnidirectional wheels. The running surface of the omnidirectional wheels 9a, 9b, 11a, 11b, 11c, 11d consists of a plurality of rollers arranged along the circumference, whose axes of rotation are essentially orthogonal to the axis of rotation of the respective omnidirectional wheel 9a, 9b, 11a, 11b, 11c, 11d and tangential to a circumference or running surface of the omnidirectional wheel 9a, 9b, 11a, 11b, 11c, 11d. The use of omnidirectional gears 9a, 9b, 11a, 11b, 11c, 11d allows the ball 4 to rotate with low friction in all other directions to the respective omnidirectional gear 9a, 9b, 11a, 11b, 11c, 11d in addition to the drive direction of the respective omnidirectional gear 9a, 9b, 11a, 11b, 11c, 11d.

[0056] The front part 5a, in its additional function as a housing, protects the drive arrangement 6 from dirt and the driver's feet 2a, 2b from possible contact with the rotating omnidirectional wheels 9a, 9b, 11a, 11b, 11c, 11d and the motors 12a, 12b.

[0057] The Fig. 3, that the contours of the first and second motors 12a and 12b are recognizable despite the covering front hemisphere part 5ab.

[0058] Overall, vehicle 1 is characterized by the fact that, as with a front-wheel drive vehicle, the ball 4 is driven at the front, while the two rollers 7a, 7b at the rear are undriven. The rollers 7a, 7b are thus towed by the ball 4 during vehicle 1's operation. Overall, vehicle 1 is comparable to a three-wheeled skateboard without a seat or handlebars. During normal operation of vehicle 1 in the operating position, the ball 4 and the two rollers 7a, 7b are all in contact with the ground 3.

[0059] In the Fig. 8 the locking part 5cl is not shown but present.

[0060] The Fig. 9 shows a perspective view of the vehicle according to Fig. 8 from a different angle: In this view, the third omnidirectional wheel 11c can be seen. Fig. 9 the locking part 5cl is not shown but present.

[0061] In the Fig.Figure 10 shows a schematic diagram of the control system 20 of the vehicle 1. The control system 20 is arranged within the front section 5a. A plurality of components are combined in the control system 20 to detect, based on a balanced position of the front section 5a, weight shifts of the driver 2 and thus a lateral roll of the front section 5a for steering and a tilting forward or backward for accelerating or braking, as well as any combination thereof. The degree of rolling in the direction of the transverse axis y and the tilting in the direction of the longitudinal axis x is detected in parallel by a first front gyroscope 16a and a second rear gyroscope 16b.

[0062] The front gyroscope 16a is arranged on the front part 5a, which can be tilted forward and backward about the rotation axis d relative to the rest of the vehicle 1, in particular to the bracket 13, the coupling part 5c, and the rear part 5b. The front gyroscope 16a is preferably arranged below the front cover part 5aa and in front of the first omnidirectional wheel 9a of the support assembly 9. Due to the mounting location thus chosen far away from the rotation axis d, the tilt angle and also the inclination angle of the front part 5a can be easily determined. The rear gyroscope 16b is arranged on the rest of the vehicle 1 outside the front part 5a, in particular relative to the bracket 13, the coupling part 5c, and the rear part 5b. Preferably, the rear gyroscope 16b is arranged in the central part 5ce of the coupling part 5c and there on the central rod 5cg of the coupling part 5c. The central rod 5cg of the coupling part 5c is stationary like the rear part 5b and cannot be twisted as previously described.

[0063] The gyroscopes 16a, 16b each provide acceleration and angle data and record the tilting movements around the longitudinal axis x and the tipping movements around the transverse axis y. The gyroscopes 16a, 16b are aligned accordingly with the longitudinal axis x and the transverse axis y to determine the tilt angle and the inclination angle. The lateral tilt angle and the forward and backward tilt angle are each in the range of up to + / - 10 degrees and preferably + / - 5 degrees, respectively.

[0064] The vehicle 1 is driven by two motors 12a, 12b, each controlled by an associated first controller 19a and second controller 19b. The first and second controllers 19a, 19b receive their control signals from a mixer 18. The mixer 18 ensures that the ball 4 is driven in two directions (longitudinal axis x and transverse axis y): the transverse axis y refers to right / left for steering, and the longitudinal axis x refers to forward / backward for driving, where, in this case, backward is understood as braking. As previously described, two gyroscopes 16a, 16b are installed in the vehicle 1, each of which indicates a tilt angle X1, X2 and an inclination angle Y1, Y2, by which their plane is tilted relative to a horizontal plane. It should be noted that the rear gyroscope 16b determines the orientation of the ground 3 on which the vehicle rests by its fixed position and preferably in the center of the vehicle 1.The floor 3 can be rising and / or falling in the direction of the longitudinal axis x and / or the transverse axis y and any combination thereof. In contrast, the front gyroscope 16a determines the position of the front part 5a relative to the horizontal plane. This position includes, on the one hand, the orientation of the floor 3 and, on the other hand, the tilting and inclination of the front part 5a relative to the rest of the vehicle 1. To obtain only the angles of tilting and inclination of the front part 5a, the angles X1 and Y1 as well as X2 and Y2 determined by the two gyroscopes 16a, 16b are each subtracted from one another, whereby the resulting X angle is the difference between X2 minus X1 and the Y angle is the difference between Y2 minus Y1.

[0065] The mixer 18 then calculates the control of the motors 12a, 12b based on the two differences. Using this two-stage switching logic with the two gyroscopes 16a, 16b, it is possible to drive uphill and downhill, as well as on side slopes or side slopes, and any combination thereof, while simultaneously detecting the movements of the driver 2 for accelerating, braking, and steering.

[0066] The mixer 18 can also contain a balance control module that supports the driver 2 in regaining the lateral balance position of the front part 5a of the support element 5, which is preferably oriented horizontally, by appropriately controlling the motors 12a, 12b or resetting the tilting movement. The balance control modules and the mixer 18 are designed as programmable microcomputers. It can be provided that the travel movement previously initiated by the driver 2 via the first weight shift is maintained as long as the driver 2 maintains the inclination of the support element 5, and is canceled when the driver 2 shifts his weight in the opposite direction.

[0067] The aforementioned front and rear gyroscopes 16a, 16b are any type of measuring device capable of determining angular positions and directions in space and relative to a horizontal plane. Typically, these are electronic circuits that operate with piezo sensors.

[0068] In the previously described embodiments, first and second omnidirectional gears 9a, 9b of the support assembly 9 and first to fourth omnidirectional gears 11a, 11b, 11c, 11d for driving and guiding the ball 4 have been described. These omnidirectional gears 9a, 9b, 11a, 11b, 11c, 11d are characterized by high stability. Within the scope of the invention, it is entirely possible to replace the first and second omnidirectional gears 9a, 9b of the support assembly 9 with Teflon-mounted balls, as well as the first to fourth omnidirectional gears 11a, 11b, 11c, 11d with normal rollers, which then, however, must engage the equator 4c of the ball 4. List of reference symbols 1 vehicle 2 drivers 2a front foot 2b back foot 2c Hand 3 Floor 4 balls 4a upper part 4b Surface 4c Equator 5 supporting element 5a front part 5aa front cover part 5ab front hemisphere part 5ac front supporting structure 5ad opening 5ae first vault 5af second vault 5b Rear part 5ba rear cover part 5bb rear hemisphere part 5bc rear supporting structure 5c coupling part 5ca first joint 5cb second joint 5cc front connector 5cd rear connection part 5ce middle section 5cf medium wave 5cg center bar 5ch first center gear 5ci second center gear 5cj front gear 5ck rear gear 5cl bar part 5cm first joint axis 5cn second joint axis 6 Drive arrangement 7a first roll 7b second roll 8a front installation space 8b rear installation space 9 Support arrangement 9a first rotating omnidirectional wheel 9b second rotating omnidirectional wheel 10a front contact area 10b rear contact area 11a first omnidirectional wheel 11b second omnidirectional wheel 11c third omnidirectional wheel 11d fourth omnidirectional gear 12a first engine 12b second engine 13 brackets 13a Leg part 13b Bridge part 14 Handle 16a front gyroscope 16b rear gyroscope 17a Differential module 17b Differential module 18 mixers 19a first regulator 19b second regulator 20 Control 21a right pivot bearing 21b left pivot bearing L Left-hand direction R Right-hand direction V Forward direction X, X1, X2 tilt angle Y, Y1, Y2 tilt angle d axis of rotation x Longitudinal axis y transverse axis

Claims

[1] Vehicle (1) for the movement of a driver (2) with a ball (4) rolling on a ground (3) and at least one roller (7a, 7b) rolling on the ground (3), with a support element (5) supported on the ball (4) and on the at least one roller (7a, 7b), on which the driver (2) stands during operation of the vehicle (1), with a drive arrangement (6) supported on the support element (5) and driving the ball (4), characterized by that the vehicle (1) consists of a front part (5a) with the ball (4), a rear part (5b) with the at least one roller (7a, 7b) and a coupling part (5c) which couples the front part (5a) to the rear part (5b), the drive arrangement (6) drives the ball (4) via omnidirectional wheels (11a, 11b) and the front part (5a) can be tilted forwards and backwards about an axis of rotation (d) of the ball (4) relative to the rear part (5b) in a forward direction of travel (V). [2] Vehicle (1) according to claim 1, characterized bythat the front part (5a) has a front contact surface (10a) for a front foot (2a) of the driver (2) and a bracket (13) is arranged in the front contact surface (10a), on which bracket (13) the front foot (2a) rests during operation of the vehicle (1) and the bracket (13) is fixed relative to the front part (5a) which can be tilted forwards and backwards. [3] Vehicle (1) according to claim 2, characterized by that the bracket (13) is supported on the rear part (5b). [4] Vehicle (1) according to one of claims 1 to 3, characterized by that the front part (5a) can be tilted forwards and backwards about a rotation axis (d) relative to the rear part (5b) by + / - 10 degrees, preferably + / - 5 degrees, in a forward direction of travel (V). [5] Vehicle (1) according to one of claims 1 to 4, characterized by that the front part (5a) is mounted for the tilting movement via a right pivot bearing (21a) and a left pivot bearing (21b) in relation to the rear part (5b). [6] Vehicle (1) according to one of claims 1 to 5, characterized by that the axis of rotation (d) is aligned parallel to a transverse axis (y) of the vehicle (1). [7] Vehicle (1) according to one of claims 1 to 6, characterized by that, viewed in a forward direction of travel (V) of the vehicle (1), the front part (5a), the coupling part (5c) and the rear part (5b) are arranged one behind the other and the coupling part (5c) connects the front part (5a) and the rear part (5b) to one another. [8] Vehicle (1) according to one of claims 1 to 7, characterized by that the rear part (5b) has a rear contact surface (10b) for a rear foot (2b) of the driver (2). [9] Vehicle (1) according to claim 8, characterized by that the front contact surface (10a) is arranged above the ball (4) and the rear contact surface (10b) is arranged above the at least one roller (7a, 7b). [10] Vehicle (1) according to one of claims 1 to 9, characterized by that the vehicle (1) can be steered via a lateral inclination of the vehicle (1) caused by the driver (2), in that a control (20) evaluates the inclination and the drive arrangement (6) drives the ball (4) in a desired direction of travel. [11] Vehicle (1) according to one of claims 1 to 10, characterized by that the vehicle (1) can be accelerated and braked by tilting the front part (5a) forwards and backwards caused by the driver (2), in that a control (20) evaluates the tilting and the drive arrangement (6) drives or brakes the ball (4) in the forward direction of travel (V). [12] Vehicle (1) according to one of claims 1 to 11, characterized by that the vehicle (1) has only exactly one single ball (4). [13] Vehicle (1) according to one of claims 1 to 12, characterized by that the vehicle (1) has only exactly one pair of a first and a second roller (7a, 7b). [14] Vehicle (1) according to one of claims 1 to 13, characterized by that the ball (4) is driven by two omnidirectional wheels (11a, 11b) directly and without the interposition of a gear via an electric motor (12a, 12b) each, and each electric motor (12a, 12b) is fastened to the support element (5). [15] Vehicle (1) according to claim 14, characterized by that the electric motors (12a, 12b) are supplied with energy via at least one rechargeable battery. [16] Vehicle (1) according to one of claims 1 to 15, characterized by that the vehicle (1) has no grab handles.

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