VEHICLE FOR A DRIVER WITH A BALL ROLLING ON A FLOOR

Description

[0001] The invention relates to a vehicle for the propulsion of a driver with a ball rolling on a floor, with a support element unstably supported on the ball, on which the driver stands balancing during operation of the vehicle, with a drive arrangement supported on the support element which drives the ball, and with a control system by which the drive arrangement can be controlled in a desired direction of travel depending on the inclination of the support element and the inclination direction of the support element.

[0002] European patent EP 3 043 877 B1 discloses a vehicle for the propulsion of a rider, in particular a skateboard-like spherical scooter. The vehicle essentially consists of a sphere that rolls on a surface, a support element resting on the sphere with two contact surfaces for each of the rider's feet, a drive mechanism, and a control system. In one embodiment, the drive mechanism is essentially composed of 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 an equator of the sphere. All omnidirectional wheels rest on the surface of the sphere without any tilt angle, so that, with a horizontally oriented 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 vertically oriented.The support element is primarily supported on the sphere by the group of three omnidirectional wheels. A fourth omnidirectional wheel allows the support element to be rotated around the sphere's vertical axis. This enables the sphere to roll in all directions on the ground beneath or within the support element, which is located at the sphere's equator. In addition to their supporting function, all omnidirectional wheels also serve a propulsion function. Each wheel is driven by an electric motor and an upstream gearbox mounted on the support element. To use the vehicle, which can also be described as a sports device, recreational device, or fun device, the rider stands freely balancing on the support element and steers, brakes, and controls the vehicle by shifting their weight.The driver is assisted by the control system, which includes a balance control module that helps the driver maintain the balance of the support element in a horizontal position. The vehicle's direction of movement, and thus the rolling direction of the sphere, is controlled by the tilt of the support element, which is achieved through weight shifting by the driver. The measured acceleration and angle data of the support element are processed by the control system. Based on this data, the motors to be driven by the respective omnidirectional wheels are determined, and the desired movement and balance are achieved by adjusting the required direction and speed of rotation. The vehicle is equipped with three rechargeable batteries for the motors and the control system, which are arranged around the sphere on the underside of the support element.

[0003] Further European patent EP 3 378 540 B1 discloses a comparable vehicle comprising a sphere, a support element, and a group of three driven omnidirectional wheels. These three omnidirectional wheels also roll on the upper half of the sphere, and their axes of rotation are oriented in different directions. Additionally, the vehicle has a centrally located handrail on the support element, which the driver can hold onto. Furthermore, a control device, designed as a joystick, control lever, or rocker switch, is arranged at the upper end of the handrail, allowing the driver to adjust the vehicle's forward orientation. Using this control device, the vehicle's forward orientation can be adjusted so that it corresponds to the desired direction of travel, thus enabling the driver to face the direction of travel without turning their head.

[0004] A so-called dynamically balancing ball scooter for passenger transport is known from Dutch patent NL 1033676 C2, which enables a rider to move using a compressed air-filled sphere. This ball scooter also features a handlebar with a steering grip for the rider. The rider stands on a support element positioned above the sphere. The sphere is driven by a total of three pairs of omnidirectional wheels, each of which is folded against the surface of the sphere at an angle. Two pairs roll on the upper half of the sphere, and the third pair rolls on the opposite side of the lower half.

[0005] Korean patent KR 10-1269628 B1 discloses another portable ball scooter for transporting people, comprising a sphere supported by a plate-shaped support element and a handlebar with a grip. The support element has a centrally located opening through which only a small portion of the upper half of the sphere protrudes. The sphere is driven by four drive motors equipped with upstream gearboxes and drive rollers, each supported by the support element. The drive rollers are positioned against the surface of the sphere without any tilt angle, with a vertical rolling direction, and at the equator. Viewed in the circumferential direction of the sphere, the adjacent drive rollers are evenly spaced. The axes of rotation of the drive rollers are horizontally aligned when the support element is in a horizontal position.Furthermore, each drive wheel is assigned an auxiliary ball, which is positioned offset outwards from the ball, over the respective drive roller, and is intended to prevent the ball scooter from tipping over. The possibility of rotating the support element around a vertical axis using the drive motors is not described.

[0006] A comparable arrangement of omnidirectional wheels for driving a sphere of a moving robot is known from American patent US 8,308,604 B2. The four omnidirectional wheels engage the upper half of the sphere at a common height, each without a tilt angle and with horizontal axes of rotation. Viewed in the circumferential direction of the sphere, the adjacent omnidirectional wheels are spaced uniformly apart.

[0007] Furthermore, a drive arrangement with three balls rolling on a base is known from the international patent application WO 2020 110 651 A1. The balls are arranged at the vertices of an imaginary triangle and are driven by three drive wheels. Each drive wheel engages with two adjacent balls.

[0008] Furthermore, American patent US 10,189,342 B2 already discloses a robot balancing on a single sphere. The sphere is driven by three drive wheels distributed along its circumference.

[0009] Furthermore, a non-powered balancing ring for training a user's balance is already known from American patent US 3,604,726. The balancing ring essentially consists of a ring-shaped support element for the user and a centrally located ball. The support element rests on the ball by rolling or sliding.

[0010] International Patent Application WO 2018 / 003886 A1 also discloses a passenger elevator driven by a large sphere rolling on a floor. The elevator has a seat and a handlebar and is supported on the sphere by three or four omnidirectional wheels. These wheels drive the sphere. In addition, two further non-driven omnidirectional wheels are provided at the front and rear of the sphere, as well as below an equator, to guide it.

[0011] Based on this, the present invention aims to create an improved compact vehicle for the propulsion of a driver with a ball rolling on a floor, enabling unrestricted mobility in all directions.

[0012] This problem is solved by a vehicle for the propulsion of a driver with a ball rolling on a floor, having the features of claim 1. Advantageous embodiments of the invention are specified in claims 2 to 15.

[0013] According to the invention, a particularly compact vehicle for the propulsion of a driver is created with a sphere rolling on a floor, with a support element unstably supported on the sphere on which the driver stands balancing during operation of the vehicle, with a drive arrangement supported on the support element which drives the sphere, and with a control system by which the drive arrangement can be controlled in a desired direction of travel depending on the inclination of the support element and the inclination direction of the support element, in that the drive arrangement comprises four omnidirectional wheels, at least two of which have a tilt angle that is not equal to zero, and that an elevation angle between a line extending from the center of the sphere through an axis of rotation of the respective omnidirectional wheels and the equator of the sphere lies between -20 and +65 degrees.In connection with the present invention, a tilting angle is understood to mean that a universal wheel, tangentially resting on or in contact with the surface, is tilted to the right or left by a tilting angle relative to an imaginary rolling direction of the ball. The universal wheel can thus, in addition to its driving force in the rolling direction of the ball, also apply a lateral drive component to the ball, which can be used to rotate the support element about a vertical axis of the ball in the right and left directions, as well as to stabilize it in the direction of rotation about the vertical axis. For this purpose, at least two of the universal wheels are tilted in the same direction to enable both directions of rotation of the support element about the vertical axis of the ball to be achieved independently of the respective rolling direction of the ball.It follows directly from this that, starting from a vertical reference axis seen with a horizontal support element, a positive or negative tilt angle is equivalent. Here, each individual omnidirectional wheel is considered in the direction of the sphere's center. The tilt angle could thus also be described as the steering angle. The four omnidirectional wheels, together with the tilt angle according to the invention, enable the vehicle to be moved in any direction of travel, with or without a handlebar, and to be rotated about its own vertical axis by a rider standing freely balanced on the support element, via the drive arrangement. In this context, "movable in any direction of travel" is to be understood as meaning that the direction of travel, for example, a forward direction of travel of the vehicle, is decoupled from the rider's line of sight or chest direction, i.e.,The driver can also drive diagonally in the direction of forward travel with respect to his chest.

[0014] The vehicle is controlled exclusively by the feet of the rider, who balances freely on the support element. The rider initiates the vehicle's movement by shifting their weight. The control system reacts to changes in the support element's tilt angle and, via the drive mechanism, propels the ball to roll in the desired direction. In this way, the control system compensates for the measured tilt of the support element, returning it to a preferably horizontal position. Preferably, the rider simply stands on the support element's contact surfaces, which are equipped with anti-slip pads to ensure a firm and secure footing and facilitate better coordination of weight shifting.

[0015] It is particularly advantageous that the tilt angle relative to the sphere's vertical axis lies between -45 and +45 degrees (excluding 0 degrees, preferably excluding 2 to -2 degrees) and preferably in the range of -5 to -15 and +5 to +15 degrees (excluding 0 degrees, preferably excluding 2 to -2 degrees). This ensures good rotation of the sphere about its vertical axis while simultaneously providing good application of the driving forces to the sphere's surface for all driving movements. Following the characteristic of uniform rotation, the tilt angles of the at least two omnidirectional wheels also have the same sign.

[0016] A particularly advantageous feature is that the tilting angles of two opposing omnidirectional wheels are aligned. This ensures efficient transmission of the drive forces for rotation around the vertical axis.

[0017] Reliable rotation of the sphere about its vertical axis is achieved when all omnidirectional wheels are tilted by a certain angle, and the tilt angles of opposite omnidirectional wheels are the same, while the tilt angles of adjacent omnidirectional wheels are opposite. Opposite wheels are those omnidirectional edges that, when viewed from above, are located on opposite sides relative to a line passing through the center of the sphere.

[0018] Alternatively, it is also provided that all omnidirectional wheels are tilted by a tilting angle and that the tilting angles of both adjacent and opposite omnidirectional wheels are the same.

[0019] Advantageously, the vehicle is designed such that the omnidirectional wheels are folded relative to the longitudinal axis of the sphere by a folding angle, the folding angle being between -110 and +110 degrees, preferably between 0 and 45 degrees. This results in a particularly compact vehicle design.

[0020] An optimal arrangement of the omnidirectional wheels relative to the sphere's vertical axis is achieved by maintaining a spacing angle between the wheels of between 80 and 110 degrees, preferably 90 degrees. This allows the driving forces to be transferred particularly effectively into the sphere. In this context, and with a spacing angle of 90 degrees, it is especially advantageous if the vehicle's forward direction of travel lies at a 45-degree angle between two omnidirectional wheels and intersects the sphere's center in the usual manner.

[0021] Furthermore, it is provided that an elevation angle between a line running from the center of the sphere through a rotation axis of the respective omnidirectional wheels and the equator of the sphere is between 0 and 45 degrees, preferably at 0 degrees. The setting of the elevation angle influences the driving and tilting behavior of the vehicle. The greater the elevation angle, the greater the tilt angle of the support element. With the greater tilt angle of the support element, the direction of travel and speed can be changed more quickly.

[0022] In connection with the aforementioned tilt angles, folding angles and elevation angles and the ranges specified therein, it should be noted that these may preferably have the same absolute numerical value with respect to the tilt angles, folding angles and elevation angles, but may also differ from each other.

[0023] A particularly advantageous feature is that the support element replicates the shape of a sphere with a larger diameter. The spherical design of the support element allows for a compact construction.

[0024] Advantageously, the support element is designed to comprise a cover section, two support sections, and a ring section. The cover section covers the upper part of the sphere, while the lower part of the sphere protrudes downwards from the ring section. The cover section protects the rider from contact with the rotating sphere while riding. The support sections provide the rider with a sufficient standing surface, which, with its slightly raised edge, ensures a secure footing. The ring section stabilizes the standing surface and also protects the drive unit components from dirt and the rider's feet from potential contact with the rotating omnidirectional wheels.

[0025] A particularly advantageous design feature is that the contact points of the support element are essentially arranged at the same height as the equator of the sphere. This results in a moderate level of vehicle balancing difficulty.

[0026] To ensure good vehicle balance through the position of the ball between the driver's feet and faster acceleration through the assumption of predetermined foot positions, it is provided that contact surfaces for the driver are arranged on the support parts and that the support parts with contact surfaces are arranged opposite each other in relation to the ball.

[0027] It is particularly advantageous that the drive arrangement is attached to the ring part of the support element and that the four omnidirectional wheels are each mounted on a pivot axis for transmitting the drive forces to the ball.

[0028] Another advantage for the vehicle's weight is that each omnidirectional wheel is driven directly by an electric motor without the need for an intermediate gearbox, and each electric motor is mounted on the ring part of the support element.

[0029] In a preferred embodiment, the electric motors are supplied with energy via at least one rechargeable battery, and the batteries are arranged in the installation space of the support element, evenly distributed around the circumference of the sphere. The arrangement of the batteries around the circumference of the sphere does not impair the vehicle's handling due to the uniform weight distribution.

[0030] To determine the position of the supporting element in space, gyroscopes are arranged on the supporting element, with which the degree of inclination and inclination direction of the supporting element can be measured and the measured inclination and inclination direction is transmitted to the evaluation control.

[0031] Advantageously, the control system includes a balance control module that assists the rider in balancing the support element in a horizontal position. This balancing of the support element into a balanced orientation is achieved by appropriately controlling the first through fourth omnidirectional wheels. The degree of assistance can be varied and set to a level that makes balancing on the support element relatively easy for the rider. However, the assistance is not so great as to prevent the rider from accelerating the vehicle in the direction of the tilt by shifting their weight, similar to using an accelerator pedal.

[0032] A particularly advantageous design feature is the arrangement of four sensors on the contact surfaces of the support element. These sensors register the presence of the driver's toes and heels and transmit the measured weight change to the control unit. Lifting and lowering the driver's toes and heels enables the vehicle's rotation around its vertical axis to be controlled.

[0033] Optimal vehicle handling without sudden or abrupt movements is achieved by having the support element rest on the ball via a support arrangement, the support arrangement comprising at least one non-driven omnidirectional wheel.

[0034] In a preferred embodiment, the vehicle is provided without handholds in relation to the driver. The driver can thus balance freely on the vehicle's support element in a skateboard-like manner without having to brace their hands against a support or handlebars, or sit on a saddle or seat arranged on the support element.

[0035] The invention will now be explained in more detail with reference to an embodiment illustrated in a drawing. The drawing shows: Figure 1 a perspective principle view of a vehicle according to the invention for the propulsion of a driver in a first embodiment, Figure 2 a top view of the vehicle according to Figure 1 without a driver Figure 3 a side view of the vehicle according to Figure 2 , Figure 4 another side view of the vehicle according to Figure 2 , Figure 5 a horizontal cross-section through the vehicle according to Figure 2 , Figure 6a schematic view of the sphere with a single omnidirectional wheel, Figure 7 a vertical cross-section through the vehicle according to Figure 2 , Figure 8 another schematic view of the sphere with a single omnidirectional wheel, Figure 9 another schematic view of the sphere with a single omnidirectional wheel, Figure 10 a further vertical cross-section through the vehicle according to Figure 2 , Figure 11 a schematic top view of a sphere with driving omnidirectional wheels, Figure 12 a schematic side view of the sphere with omnidirectional wheels and a support arrangement, Figure 13 another schematic side view of the sphere with omnidirectional wheels, Figure 14 another schematic top view of the sphere with omnidirectional wheels and the support arrangement, Figure 15 a schematic diagram of the vehicle's control system, Figure 16 a schematic top view of the sphere with omnidirectional wheels and sensors on the contact surfaces and Figure 17a perspective view of the vehicle according to Figure 1 with foot positioning during the starting process.

[0036] In the Figure 1Figure 1 is a perspective schematic view of a vehicle 1 according to the invention, in particular a skateboard-like ball scooter for the propulsion of a rider 2. The vehicle 1 essentially consists of a ball 4 rolling on a surface 3, a support element 5 supported on the ball 4, and a drive assembly 6 with a control unit 7 (not shown in this figure). The use of the ball 4 as a wheel replacement has the advantage that the vehicle 1 can be moved on the surface 3 in any desired direction. The ball 4 has a diameter in the range of 100 mm to 500 mm, preferably in the range of 200 mm to 250 mm. The vehicle 1 can also be described as a sports device, recreational device, or fun device, on which the rider 2 stands freely balancing on the support element 5 during use, similar to a skateboard, and on which the rider 2 controls, brakes, and steers the vehicle 1 by shifting their weight.Furthermore, vehicle 1 is without handholds for driver 2. Therefore, driver 2 has no aids such as handlebars, supports, or a seat for sitting or balancing. Driver 2 must therefore balance freely on the support element 5 of vehicle 1 without being able to support themselves with their hands on a support or handlebar, with their shins on a kneeboard, or sit on a saddle or seat located on the support element 5.

[0037] The support element 5 is a complex component with multiple functions and comprises a cover part 5a, two support parts 5b, and a ring part 5c. The cover part 5a covers an upper part 4a of the sphere 4, thus protecting the driver 2 from contact with the rotating sphere 4, and the cover part 5a surrounds an installation space 8 (see Figure 10) between a surface 4b of the sphere and an inner surface 5h of the lid part 5a. The lid part 5a is also connected via a Figure 1 The support arrangement 9, concealed by the lid part 5a, is centrally supported on the sphere 4.

[0038] At the lower edge of the cover section 5a, support elements 5b are arranged opposite the sphere 4. The two support elements 5b project outwards from the cover section 5a like lateral projections and essentially form flat or, viewed in a horizontal balance position of the vehicle 1, horizontal contact surfaces 10 for the right and left feet 2a of the driver 2. Viewed in a forward direction V of the vehicle 1, the contact surfaces 10 are arranged to the right and left of the sphere 4. The forward direction V here refers to the driver 2, who moves forward with a straight gaze, i.e., chest-facing. Viewed from above, the two support elements 5b are trapezoidal with rounded corners.Furthermore, the support parts 5b are designed as a plate or sheet, so that the height of the horizontally oriented support part 5b corresponds only to a fraction of the height of the sphere 4.

[0039] For the driver 2, the vehicle 1 provides two contact surfaces 10 for the driver 2's feet 2a on the support elements 5b. These contact surfaces 10 can be simple markings the size of feet 2a or free areas on the support elements 5b covered with a non-slip surface or coated with an anti-slip material. The support elements 5b are designed such that their outer edges 5d are slightly higher than the contact surfaces 10. This ensures a clear demarcation between the contact surfaces 10 and the driver 2's secure footing on the support elements 5b, thus preventing slippage from the contact surfaces 10. To facilitate getting on and off the vehicle 1, no additional fastening means for the feet 2a are provided on the support elements 5b.

[0040] The contact surfaces 10 can alternatively be designed as free surfaces without an outer edge 5d with a retaining strap, or in a shoe- or sandal-shaped form with or without a retaining strap or equivalent means, in order to provide the driver 2 with a more secure grip on the contact elements 5b during travel. The contact surfaces 10 also indirectly determine the size or width of the contact elements 5b, since the driver 2 must be able to stand comfortably and securely on the contact elements 5b in order to steer the vehicle 1 by shifting their weight. In principle, it is also conceivable that the contact elements 5b are not only trapezoidal but also oval, rectangular, polygonal, or a combination of geometric shapes. However, the trapezoidal contact elements 5b have the advantage that the driver 2 has sufficient stability despite the material-saving design and benefits from faster acceleration by assuming a predetermined driver position.

[0041] A circumferential ring section 5c is attached to the lower edge of the cover section 5a, or rather to the bottom of the two support sections 5b. This ring section serves to stabilize the support sections 5b and to cover components of the drive assembly 6, such as the omnidirectional wheels 11a, 11b, 11c, 11d and the motors 12a, 12b, 12c, 12d. Thus, part of the lower portion of the sphere 4 protrudes downwards from the support element 5, or rather from its ring section 5c. The ring section 5c protects the drive assembly 6 from contamination and the rider's feet 2a from potential contact with the rotating omnidirectional wheels 11a, 11b, 11c, 11d and the motors 12a, 12b, 12c, 12d.

[0042] In the embodiments described above, the support element 5 has a ring section 5c extending downwards from the cover section 5a and supporting the mounting elements 5b. Alternatively, this support element 5 can be reduced to a single section that, viewed in the forward direction V, resembles a trapezoidal roof profile in cross-section. This support element 5 thus consists, starting from the top, of a horizontal, flat crossbeam to which a downward-extending side web is attached at each of the edges on the right and left sides, and thus laterally to the side of the sphere 4. The crossbeam is therefore located above the sphere 4, and the two side webs extend downwards from the crossbeam, vertically and diagonally outwards, respectively, to approximately the height of the equator 4c of the sphere 4. The horizontal, outwardly projecting mounting elements 5b are attached to the lower ends of the side webs.

[0043] The also shows Figure 1 that the vehicle 1 is without a handrail in relation to the driver 2. However, in an alternative version, the vehicle 1 can be provided with a central opening 5e on the top of the cover part 5a of the support element 5 for a handrail, a support bar with or without a handlebar, or a seat, which can each be easily attached as needed to provide more safety when balancing on the vehicle 1.

[0044] In the Figure 2A top view of the vehicle 1 without a driver 2 is shown. The design of the support elements 5b of the support element 5 is particularly evident in this view. The trapezoidal and triangular support elements 5b are arranged opposite the sphere 4 at a transition between the cover part 5a and the ring part 5c. Each support element 5b has a contact surface 10, an outer edge 5d, a handle opening 5f, and a handle 5g. The cylindrical outer edge 5d, which is higher than the contact surface 10, defines the outer boundary of the trapezoidal support element 5b and thus clearly delineates the contact surface 10. The height difference between the contact surface 10 and the outer edge 5d is a fraction of the total height of the support elements 5b.This ensures that the contact surfaces 10 are delineated in such a way that the rider 2 cannot slip off the contact surface 10 while riding, but also cannot trip over it when getting on and off. Alternatively, the outer edge 5d can have any other rounded or angular shape. However, the advantage of a cylindrical outer edge 5d is that the rider 2 encounters little to no resistance when sliding off with their feet 2a.

[0045] The contact surfaces 10 are each equipped with two anti-slip pads 10a. The anti-slip pads 10a are located in the front area of ​​the foot 2a, specifically in the area of ​​the toes, and in the rear area of ​​the foot 2a, specifically in the area of ​​the heel. This ensures a firm stance for the rider 2 on the contact surfaces 10 of the support element 5 and enables better coordination of weight shifting. The anti-slip pads 10a attached to the contact surfaces 10, in conjunction with the outer edge 5d, which is higher than the contact surfaces 10, provide a predetermined, secure position for the rider 2's feet 2a. Beneath each anti-slip pad 10a are a total of four sensors 10b, 10c, 10d, 10e, which register the lifting of the toes or heel due to the subsequent change in weight and send a corresponding signal to the control unit 7.This initiates the movement of vehicle 1 and determines the desired direction of movement.

[0046] The support parts 5b each have a handle opening 5f and a handle 5g formed by it. The handle opening 5f, with rounded corners and edges, is located on the outer side of the support part 5b, adjacent to the outer edge 5d with respect to the ball 4. The handle opening 5f is designed so that the driver's hand 2 can reach through it. Alternatively, the corners and edges of the handle opening 5f can remain unrounded. However, the rounded corners and edges ensure that the risk of injury when reaching through the handle opening 5f is significantly lower than with unrounded corners and edges. The outer edge 5d of the support part 5b, exposed by the handle opening 5f, forms a handle 5g for easily carrying the vehicle 1 between journeys. A carrying strap or similar aid can also be attached to one or both handles 5g of the support parts 5b simultaneously.

[0047] To explain the directions of travel and the operation of vehicle 1 in more detail, a Cartesian coordinate system is placed with its origin at the center of sphere 4. The longitudinal axis x of this coordinate system thus points V in the forward direction and H in the reverse direction, the transverse axis y points R in the right-hand direction and L in the left-hand direction, and the vertical axis z points vertically. The longitudinal axis x and the transverse axis y run parallel, and the vertical axis z is perpendicular to a horizontally oriented base 3.

[0048] The Figure 3 shows a side view of the vehicle 1 according to the invention. Figure 2in the x-direction or reverse direction H. The figure shows that the support elements 5b of the support element 5 are preferably arranged in their horizontally oriented position at the height of an equator 4c relative to a vertical axis z of the sphere 4. It is also conceivable to arrange the support elements 5b higher for advanced users or lower for beginners. This allows for larger or smaller angles of inclination of the support elements 5b relative to the sphere 4, which can make balancing, mounting, dismounting, or steering the vehicle 1 more or less difficult.

[0049] The also shows Figure 3 that the cover part 5a of the support element 5 is spherically shaped and thus repeats the shape of the sphere 4, but with a larger diameter. The advantage of this spherical design lies in the increased tilting capability of the support element 5 via a support arrangement 9 (see Figure 10) in relation to the sphere 4. Alternatively, other geometric designs are also conceivable, which, depending on requirements, limit the inclination angle of the support element 5 by transitions from a spherical to a square shape.

[0050] The outlines of a first and a second motor 12a and 12b, as well as the omnidirectional wheels 11a and 11b driven by them, are recognizable despite the covering ring section 5c. A third and a fourth omnidirectional wheel 11c, 11d, and the associated motors 12c, 12d (see Figure 5 ) are covered by the sphere 4 and the ring part 5c.

[0051] In the Figure 4 is another side view of vehicle 1 according to Figure 2The illustration shows one of the two mounting parts 5b in the foreground. On the side of the vehicle 1 opposite the direction of forward travel V, a charging socket 14 for recharging the batteries 19 is located in its support element 5 in a transition area between the cover part 5a and the ring part 5c (see figure). Figure 10 ) of vehicle 1.

[0052] The Figure 5Figure 1 shows a horizontal cross-section through the vehicle 1 at the level of the equator 4c of the sphere 4. This view particularly well illustrates the design of the drive assembly 6 in the support element 5. The drive assembly 6 essentially consists of a first omnidirectional wheel 11a, a second omnidirectional wheel 11b, a third omnidirectional wheel 11c, and a fourth omnidirectional wheel 11d, each of which is driven directly and without an intermediate gearbox by a first motor 12a, a second motor 12b, a third motor 12c, and a fourth motor 12d, respectively. The omnidirectional wheels 11a, 11b, 11c, and 11d preferably each have the same diameter in the range of 20 mm to 300 mm, more preferably in the range of 50 mm to 70 mm.In order to describe the orientation of the omnidirectional wheels 11a, 11b, 11c, 11d relative to the sphere 4, a separate Cartesian coordinate system is required for each of the omnidirectional wheels 11a, 11b, 11c, 11d, with a zero point in the center of the omnidirectional wheel 11a, 11b, 11c, 11d and thus also in the center of its respective axis of rotation 11ay, 11by, 11cy, 11dy. This coordinate system comprises, as a transverse axis y, the respective axis of rotation 11ay, 11by, 11cy, 11dy; a longitudinal axis x 11ax, 11bx, 11cx, 11dx, which passes through the center of a running surface of the respective omnidirectional wheel 11a, 11b, 11c, 11d; and a vertical axis z 11az, 11bz, 11cz, 11dz, which also passes through the center of the running surface of the respective omnidirectional wheel 11a, 11b, 11c, 11d. The omnidirectional wheels 11a, 11b, 11c, 11d are each rotatably mounted on and about the first axis of rotation 11ay, the second axis of rotation 11by, the third axis of rotation 11cy, and the fourth axis of rotation 11dy.

[0053] The omnidirectional wheels 11a, 11b, 11c and 11d used are generally known and are also referred to as omnidirectional wheels. In the omnidirectional wheels 11a, 11b, 11c and 11d, the running surface consists of a plurality of rollers arranged along the circumference, the axes of rotation of which are essentially orthogonal to the axis of rotation 11ay, 11by, 11cy and 11dy of the respective omnidirectional wheel 11a, 11b, 11c and 11d and tangential to a circumference or running surface of the omnidirectional wheel 11a, 11b, 11c and 11d. The use of omnidirectional wheels 11a, 11b, 11c and 11d allows the ball 4 to rotate with low friction in all directions relative to the respective omnidirectional wheel 11a, 11b, 11c and 11d, in addition to the drive direction of the respective omnidirectional wheel 11a, 11b, 11c and 11d.

[0054] By means of the omnidirectional wheels 11a, 11b, 11c, and 11d, the vehicle 1 can be moved in all directions V, H, R, and L, as well as intermediate directions, and rotated about the vertical axis z of the sphere 4. The axes of rotation 11ay, 11by, 11cy, and 11dy are arranged at a distance and tangentially to the surface 4b of the sphere 4. Furthermore, if the base 3 is horizontal and the support element 5 has a parallel contact surface 10, the axes of rotation 11ay, 11by, 11cy, and 11dy are oriented upwards or downwards towards the base 3. The omnidirectional wheels 11a, 11b, 11c, and 11d are also distributed essentially uniformly around the circumference of the sphere 4 relative to its vertical axis z.

[0055] With respect to the origin of the coordinate system of sphere 4 and the xy-plane, the longitudinal axes 11ax and 11bx, as well as 11cx and 11dx, of omnidirectional wheels 11a and 11b, as well as 11c and 11d, are each spaced apart from one another at angles αab and αcd, respectively. In this embodiment, the angles αab and αcd are equal. However, it can be provided that each angle αab, αcd is individually adjustable. The angles αab, αcd are in the range of 80 degrees to 110 degrees, or preferably 90 degrees. In this embodiment, the axis of rotation 11by of the second omnidirectional gear 11b is orthogonal to the axis of rotation 11cy of the third omnidirectional gear 11c, and the axis of rotation 11ay of the first omnidirectional gear 11a is orthogonal to the axis of rotation 11dy of the fourth omnidirectional gear 11d. Thus, the axes of rotation 11ay and 11cy of the omnidirectional gears 11a and 11c are parallel to each other.

[0056] The omnidirectional wheels 11a, 11b, 11c, 11d are orthogonal with their longitudinal axes 11ax, 11bx, 11cx and 11dx to the surface 4b of the sphere 4 or to a tangent to the surface 4b of the sphere 4 and a contact surface of the respective omnidirectional wheel 11a, 11b, 11c, 11d with the surface 4b of the sphere 4. The omnidirectional wheel 11a, 11b, 11c, 11d thus has neither a tilt angle (see Figure 9 ), another folding angle. One with the following Figure 6The explained folding angle δ is therefore 0 degrees for all omnidirectional wheels 11a, 11b, 11c, 11d. In this embodiment, the folding angles δ of all omnidirectional wheels 11a, 11b, 11c, and 11d are the same. However, it can be provided that each folding angle δ is individually adjustable. The orientation or inclination of the omnidirectional wheels 11a, 11b, 11c, 11d relative to the axis y of the sphere 4 has an effect on the transmission of torque and can thus influence the reaction speed of the vehicle 1. A coordinated operation of the omnidirectional wheels 11a, 11b, 11c, and 11d thus leads to a movement of the vehicle 1 in the forward direction V and clockwise direction R, or in the reverse direction H and counterclockwise direction L, or in any intermediate direction.A forward movement of the vehicle 1 in the direction of travel V or in the reverse direction H is achieved, for example, by driving the first and second omnidirectional wheels 11a and 11b in one direction and the other two omnidirectional wheels 11c, 11d in the opposite direction. A rotation about the vertical axis z of the sphere 4 is made possible by driving the omnidirectional wheels 11a, 11b, 11c and 11d according to the tilt angle γ (see ). Figure 13 ) have tipped over.

[0057] The motors 12a, 12b, 12c and 12d are attached to the ring part 5c of the support element 5 and are controlled via a controller 7 (see Figure 15 ) controlled. Motors 12a, 12b, 12c and 12d are 24V DC motors with power ratings ranging from 350 watts to 800 watts.

[0058] The Figure 6Figure 1 shows a schematic view of the sphere 4 with a single omnidirectional wheel 11a to illustrate the folding angle δ. A folding angle δ allows, on the one hand, rotation of the vehicle 1 about the vertical axis z via the driven motors 12a, 12b, 12c, 12d, and on the other hand, with omnidirectional wheels 11a, 11b, 11c, 11d of a larger diameter, space can be saved by positioning the omnidirectional wheels 11a, 11b, 11c, 11d against the surface 4b of the sphere 4. Figure 6 This clearly shows that the folding angle δ is enclosed between the x-axis 11ax, 11bx, 11cx, 11dx of the respective inclined omnidirectional wheel 11a, 11b, 11c, 11d and the x-axis 11ax', 11bx', 11cx', 11dx' of a non-inclined omnidirectional wheel 11a', 11b', 11c', 11d'. The folding angle δ lies in the range of -110 to +110 degrees and preferably at 0 degrees or 45 degrees.

[0059] The Figure 7 shows a vertical cross-section through vehicle 1 according to Figure 2over the center of the sphere 4. The omnidirectional wheels 11a, 11b and the support arrangement 9 located in the installation space 8, comprising four omnidirectional wheels 9a, 9b, 9c, 9d, and batteries 19, are clearly visible. The Figure 7 , that a circumferential gap 15 remains between the surface 4b of the sphere 4 and the inner surface 5h of the cover part 5a, which allows free rotation of the sphere 4 relative to the support element 5. Suspension of the vehicle 1 can also be provided in the area of ​​the pivot point of the omnidirectional wheels 11a, 11b, 11c, 11d or via an elastic ball. The sphere 4 is made of hard plastic. Bowling balls, for example, are suitable. It is also evident that the omnidirectional wheels 11a, 11b engage in the area of ​​the equator 4c.

[0060] By tilting the omnidirectional wheels 11a, 11b, 11c, 11d relative to the vertical axis z of the sphere 4 by a tilting angle γa, γb, γc, yd, the vehicle 1 can rotate about the z-axis of the sphere 4 through a rotation of the support element 5 controlled by the driver 2, so that the driver 2 remains oriented with their chest facing forward in the respective direction of travel. This also stabilizes the vehicle 1 with respect to an unintentional rotation of the support element 5 about the sphere 4. This may be necessary, for example, when the vehicle 1 is moving forward in the direction V or backward in the direction H. The tilting angle γa, γb, γc, yd is not apparent from this figure and will be determined below. Figure 9explained. Since the omnidirectional gears 11a, 11b, 11c, 11d are positioned to transmit the torque to the surface 4b of the sphere 4, a contact surface K is formed between the running surface of the omnidirectional gears 11a, 11b, 11c, 11d and the surface 4b of the sphere 4.

[0061] The batteries 19 are arranged in the installation space 8 above the support elements 5b between the support element 5 and the surface 4b of the sphere 4. The batteries 19 are distributed essentially uniformly around the circumference of the sphere 4 about the vertical axis z of the sphere 4.

[0062] The Figure 8 Figure 1 shows another schematic view of the sphere 4 with a single omnidirectional wheel 11a and the support arrangement 9 to illustrate the elevation angle β. The driving and tilting behavior of the vehicle 1 can be influenced by means of an elevation angle β. Figure 8Figure 1 clearly shows that the elevation angle β is enclosed between the equator 4c and a line running between the center of the sphere 4 and the respective axes of rotation 11ay, 11by, 11cy, 11dy of the omnidirectional wheels 11a, 11b, 11c and 11d. The elevation angle β lies in the range of -20 to +65 degrees and preferably at 0 degrees or 45 degrees.

[0063] In the Figure 9 Another schematic view of the sphere 4 with a single omnidirectional wheel 11a is shown to illustrate the tilt angle y. By means of the tilt angle y of at least two omnidirectional wheels 11a, 11b, 11c, 11d, rotation of the vehicle 1 about the vertical axis z in the right and left directions, as well as stabilization in the direction of rotation about the z-axis, can be achieved. Figure 9This clearly shows that the tilt angle y is enclosed between the vertical axis 11az, 11bz, 11cz, 11dz of the respective inclined omnidirectional wheel 11a, 11b, 11c, 11d and the vertical axis 11az', 11bz', 11cz', 11dz' of a non-inclined omnidirectional wheel 11a', 11b', 11c', 11d'. With the support element 5 horizontally oriented, the vertical axis 11az', 11bz', 11cz', 11dz' corresponds to the vertical axis z of the sphere 4. The tilt angle y lies in the range of -45 to +45 degrees (excluding 0 degrees, preferably excluding 2 to -2 degrees), preferably in the range of -5 to -15 and +5 to +15 degrees, and particularly preferably at +10 degrees or -10 degrees. The tilt angles y of the respective omnidirectional wheels 11a, 11b, 11c, 11d are equal in magnitude. Alternatively, only the tilt angles y of the two opposing omnidirectional wheels 11a, 11b, 11c, 11d are equal in magnitude.

[0064] Furthermore, in the Figure 10 a further vertical cross-section through the vehicle 1 according to Figure 2The figure shows the structure and arrangement of a support assembly 9 for the sphere 4. The entire support element 5 is supported at the top in the area of ​​the center of the cover part 5a by the support assembly 9 and laterally by the omnidirectional wheels 11a, 11b, 11c, 11d on the sphere 4. In the embodiment shown, the support assembly 9 comprises four non-driven omnidirectional wheels 9a, 9b, 9c, 9d, each rotatable about its own axis of rotation. These wheels are arranged at the highest point of the surface 4b of the sphere 4 with respect to the origin of the coordinate system of the sphere 4 and viewed in the zy-plane. They are very close to each other but not touching, and are evenly distributed around the z-axis. The axes of rotation of the omnidirectional wheels 9a, 9b, 9c, 9d of the support assembly 9 are essentially parallel to the contact surfaces 10 or to the base 3 if the base 3 is horizontal.Alternatively, a version with a universal wheel or another type of ball bearing is also possible. However, the advantage of the support arrangement 9 with four universal wheels 9a, 9b, 9c, 9d lies in the fact that the rolling of the ball 4 feels smoother for the driver 2 and, by avoiding any sudden or abrupt movements, wear on the four universal wheels 9a, 9b, 9c, 9d is reduced.

[0065] The Figure 11Figure 1 shows a simplified schematic top view of sphere 4 with driven omnidirectional gears 11a, 11b, 11c, 11d. The omnidirectional gears 11a, 11b, 11c, 11d are each tilted by the tilt angles γa, γb, γc, yd, respectively. The second and third omnidirectional gears 11b and 11c, as well as the fourth and first omnidirectional gears 11d and 11a, are thus in an X position relative to each other. The tilt of the untilted omnidirectional gears 11c' and 11a' (yc and ya), shown for comparison, is 0 degrees. The travel paths LWa and LWc of the omnidirectional gears 11a and 11c, which run in opposite directions, form an ellipse with respect to the origin of the coordinate system of sphere 4 and the xy-plane. This also allows for a rotating movement of the sphere 4 around the z-axis. The paths LWa' and LWc' of the omnidirectional wheels 11c' and 11a', however, overlap with respect to the origin of the coordinate system of the sphere 4 and when viewed in the xy-plane, forming a straight line.The travel paths LWa' and LWc' of the non-tilted omnidirectional wheels 11a' and 11c' only allow linear movement of the ball 4.

[0066] The Figure 12 A schematic side view of the sphere 4 with the omnidirectional wheels 11c and 11d and the support arrangement 9 can be seen. The omnidirectional wheels 11c and 11d are shown in positions tilted by the tilt angle γc, yd, so that their paths LWc and LWd (not shown) run over an ellipse around the sphere 4. The figure also shows Figure 8 The contact surface K of the omnidirectional wheel 11c, as it forms between the running surface of the omnidirectional wheel 11c and the surface 4c of the sphere 4. In this embodiment, the support arrangement 9 comprises four non-tilted omnidirectional wheels 9a, 9b, 9c, 9d, whose axes of rotation run parallel to the horizontal base 3.

[0067] The Figure 13Figure 1 shows another schematic side view of the sphere 4 with the omnidirectional wheels 11b, 11c, and 11d. The vertical axes 11az, 11bz, 11cz, 11dz of the omnidirectional wheels 11a, 11b, 11c, and 11d are tilted relative to the vertical axis z of the sphere 4 by the tilt angles γa, γb, γc, and yd. The paths LWc and LWa of the omnidirectional wheels 11a and 11c therefore intersect at the level of the equator 4c. Since both the first omnidirectional wheel 11a and the third omnidirectional wheel 11c are tilted by the tilt angles γa and γc, a double γ-angle is formed between their paths LWa and LWc, respectively, and between their vertical axes 11az and 11cz.

[0068] The Figure 14Figure 1 shows another schematic top view of the sphere 4 with the omnidirectional wheels 11a, 11b, 11c, 11d and the support arrangement 9. The omnidirectional wheels 11a, 11b, 11c, 11d are tilted by the tilt angles γa, γb, γc, yd. The omnidirectional wheels 11d and 11a, as well as 11c and 11b, are in a so-called X-position relative to each other. The support arrangement 9 comprises four omnidirectional wheels 9a, 9b, 9c, 9d, which are evenly distributed around the vertical axis z of the sphere 4.

[0069] In the Figure 15Figure 1 shows a schematic diagram of the control unit 7 of the vehicle 1. The control unit 7 is located on and within the support element 5. The control unit 7 incorporates a number of components to detect weight shifts by the driver 2, and thus any tilting of the support element 5, starting from a balanced position. The degree and direction of tilt are detected by a pitch gyroscope 16a, a roll gyroscope 16b, and a yaw gyroscope 16c. The gyroscopes 16a, 16b, and 16c each provide acceleration and angular data. The pitch gyroscope 16a detects the pivoting movement about the lateral axis y, the roll gyroscope 16b about the longitudinal axis x, and the yaw gyroscope 16c about the vertical axis z. The direction of rotation about the vertical axis z is controlled by means of four sensors 10b, 10c, 10d, 10e arranged under the anti-slip pads 10a on the contact surfaces 10 of the support element 5.The data acquired by the yaw gyroscopes 16a, 16b, 16c and sensors 10b, 10c, 10d, 10e are sent to one of the two evaluation controllers 17a, 17b.

[0070] Depending on the detected degree and direction of inclination, the first and second evaluation controllers 17a, 17b determine the direction and speed of rotation of the motor(s) 12a, 12b, 12c, and 12d to be driven by an electronic stability program 18a, 18b, 18c, and 18d, respectively, in order to generate the desired movement of the vehicle 1. Simultaneously, a balance control module within the evaluation controllers 17a, 17b assists the driver 2 in regaining the balance of the support elements 5b of the support structure 5, which are preferably horizontally oriented, by appropriately controlling the motors 12a, 12b, 12c, and 12d. The evaluation controllers 17a, 17b are designed as programmable microcomputers.The driving motion 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 their weight in the opposite direction. Undesired control states, such as a rotation of the support element 5 around the ball 4 during the execution of a linear movement, can also be resolved. In conjunction with steering control modules within the evaluation control 17a, 17b, a rotation of the support element 5 relative to the ball 4 can be selectively induced, so that the driver 2 always remains oriented chest-facing in the direction of travel, or is oriented chest-facing again in the forward direction at the end of a steering maneuver.

[0071] The control of a rotation about the vertical axis z is carried out via the yaw gyroscope 16c and the sensors 10b, 10c, 10d, 10e, which register a change in the weight acting on it by the toes and / or heels of the feet 2a of the driver 2 and send a corresponding signal to the second evaluation control 17b.

[0072] Depending on whether the rotation is initiated clockwise or counterclockwise, the z-axis signal is added to the control signal of motors 12a, 12b, 12c, and 12d for the x- and y-axes, with a positive sign (z > 0) for clockwise rotation and a negative sign (z < 0) for counterclockwise rotation. The direction of rotation around the vertical axis z of sphere 4 is determined by lifting one foot or the other. Lifting the right heel or left toe and subsequently releasing the pressure on diagonally arranged sensors 10d and 10c actively controls a counterclockwise rotation around the vertical axis z. Releasing the pressure on diagonally arranged sensors 10b and 10e, located under the right toe and left heel respectively, actively controls a clockwise rotation around the vertical axis z.If the lifting off and the corresponding weight changes are detected simultaneously by sensors 10d and 10c under the right heel and left toe or 10b and 10e under the right toe and left heel, the rotation accelerates in the direction controlled by the foot position.

[0073] The aforementioned pitch gyroscopes 16a, roll gyroscopes 16b, and yaw gyroscopes 16c are understood to be any type of measuring device with which the angular positions and directions can be determined with respect to the longitudinal axis x, transverse axis y, and vertical axis z. These are usually electronic circuits that operate with piezoelectric sensors. Since the pitch gyroscope 16a, the roll gyroscope 16b, and the yaw gyroscope 16c are each arranged at right angles to one another, the position of the support element 5, in particular the base components 5b, can be determined in space.

[0074] Figure 16Figure 1 shows a schematic top view of the sphere 4 with the omnidirectional wheels 11a, 11b, 11c, 11d and the sensors 10b, 10c, 10d, 10e arranged on the contact surfaces 10a. Sensors 10c, 10d, and 10e register the weight of the driver 2's right foot 2a and left heel. Sensor 10b, however, cannot register any weight because the driver 2's left toe is raised. After the recorded weight change data is processed in the evaluation controller 17b (see Figure 17b), the driver 2's left foot is then measured. Figure 15 ) are processed, the rotational movement initiated by driver 2 about the vertical axis z of the ball 4 is executed counterclockwise.

[0075] A perspective view of vehicle 1 according to Figure 1 with positioning of the feet 2a of the driver 2 on the contact surfaces 10a of the support element 5 during the starting procedure, the Figure 17The driver 2 places one foot 2a after the other onto the anti-slip pads 10a arranged on the contact surfaces 10. If one foot 2a is already positioned on a contact surface 10, but the other foot 2a is still on the ground 3, this does not yet initiate any balancing or movement of the vehicle 1. Only after all four sensors 10b, 10c, 10d, 10e have registered the presence of both feet 2a of the driver 2 and sent this information to the evaluation control unit 17a, 17b, is the vehicle 2 balanced by a balance control module located in the evaluation control unit 17a, 17b, so that the contact surfaces 10 of the support element 5 are brought into a horizontal position in space. Reference symbol list

[0076] 1 Vehicle 2 Driver 2a Feet 3 Base 4 Sphere 4a Upper part 4b Surface 4c Equator 5 Support element 5a Cover part 5b Contact parts 5c Ring part 5d Outer edge 5e Opening 5f Handle opening 5g Handle 5h Inside 6 Drive assembly 7 Control 8 Installation space 9 Support assembly 9a First rotating omnidirectional wheel 9b Second rotating omnidirectional wheel 9c Third rotating omnidirectional wheel 9d Fourth rotating omnidirectional wheel 10 Contact surfaces 10a Anti-slip pad 10b First sensor 10c Second sensor 10d Third sensor 10e Fourth sensor 11a First omnidirectional wheel 11b Second omnidirectional wheel 11c Third omnidirectional wheel 11d Fourth omnidirectional wheel 11ax First longitudinal axis 11bx Second longitudinal axis 11cx Third longitudinal axis 11dx Fourth longitudinal axis 11ay first transverse axis / axis of rotation 11by second transverse axis / axis of rotation 11cy third transverse axis / axis of rotation 11dy fourth transverse axis / axis of rotation 11az first vertical axis 11bz second vertical axis 11cz third vertical axis 11dz fourth vertical axis 12a first motor 12b second motor 12c third motor 12d fourth motor14 Charging socket 15 Gap 16a Pitch gyroscope 16b Roll gyroscope 16c Yaw gyroscope 17a First evaluation control 17b Second evaluation control 18a First electronic stability program 18b Second electronic stability program 18c Third electronic stability program 18d Fourth electronic stability program 19 Battery LWa Travel of the omnidirectional wheel 11a LWb Travel of the omnidirectional wheel 11b LWc Travel of the omnidirectional wheel 11c LWd Travel of the omnidirectional wheel 11d H Reverse direction K Contact surface L Left direction R Right direction V Forward direction αab,cd Distance angle β Upward angle y Tilt angle δ Folding angle x Longitudinal axis y Transverse axis z Vertical axis

Claims

1. Vehicle (1) for the locomotion of a driver (2) comprising a ball (4) rolling on the ground (3), comprising a support element (5) which is unstably supported on the ball (4) and on which the driver (2) stands balancing during operation of the vehicle (1), comprising a drive arrangement (6) which is supported on the support element (5) and which drives the ball (4), and comprising a control (7) via which the drive arrangement (6) can be controlled in a desired direction of travel on the basis of the inclination of the support element (5) and the inclination direction of the support element (5), the drive arrangement (6) comprising four omnidirectional wheels (11a, 11b, 11c, 11d), of which at least two omnidirectional wheels (11a, 11b, 11c, 11d) have a tilt angle (γa, γb, γc, γd) and characterised in that an elevation angle (βa, βb, βc, βd) between a line running from the centre of the ball (4) through an axis of rotation (11ay, 11by, 11cy, 11dy) of the respective omnidirectional wheels (11a, 11b, 11c, 11d) and the equator (4c) of the ball (4) is between -20 and +65 degrees.

2. Vehicle (1) according to claim 1, characterised in that the tilt angles (γa, γb, γc, γd) of two opposite omnidirectional wheels (11a, 11b, 11c, 11d) are co-rotational.

3. Vehicle (1) according to claim 2, characterised in that all omnidirectional wheels (11a, 11b, 11c, 11d) are tilted by a tilt angle (γa, γb, γc, γd) and the tilt angles (γa, γb, γc, γd) of the adjacent omnidirectional wheels (11a, 11b, 11c, 11d) are counter-rotational.

4. Vehicle (1) according to claim 1 or 2, characterised in that all omnidirectional wheels (11a, 11b, 11c, 11d) are tilted by a tilt angle (γa, γb, γc, γd) and the tilt angles (γa, γb, γc, γd) of all omnidirectional wheels (11a, 11b, 11c, 11d) are co-rotational.

5. Vehicle (1) according to any of claims 1 to 4, characterised in that the tilt angle (γa, γb, γc, γd) relative to a vertical axis (z) of the ball (4) is between - 45 and +45 degrees, excluding the range - 2 to + 2 degrees.

6. Vehicle (1) according to any of claims 1 to 5, characterised in that the tilt angle (γa, γb, γc, γd) relative to a vertical axis (z) of the ball (4) is in the range of - 5 to -15 and + 5 to + 15 degrees.

7. Vehicle (1) according to any of claims 1 to 6, characterised in that the omnidirectional wheels (11a, 11b, 11c, 11d) are folded relative to the longitudinal axis (x) of the ball (4) by a folding angle (δa, δb, δc, δd), the folding angle (δa, δb, δc, δd) being between -110 and +110 degrees, preferably between 0 and 45 degrees.

8. Vehicle (1) according to any of claims 1 to 7, characterised in that a spacing angle (αab, αcd) between the omnidirectional wheels (11a and 11b, 11c and 11d) is between 80 and 110 degrees, preferably 90 degrees.

9. Vehicle (1) according to any of claims 1 to 8, characterised in that an elevation angle (βa, βb, βc, βd) between a line running from the centre of the ball (4) through an axis of rotation (11ay, 11by, 11cy, 11dy) of the respective omnidirectional wheels (11a, 11b, 11c, 11d) and the equator (4c) of the ball (4) is between 0 and 45 degrees, preferably 0 degrees.

10. Vehicle (1) according to any of claims 1 to 9, characterised in that the support element (5) comprises a cover part (5a), two stand-on parts (5b) and a ring part (5c), the cover part (5a) covers the upper part of the ball (4) and the lower part of the ball (4) projects downwards from the ring part (5c).

11. Vehicle (1) according to claim 10, characterised in that stand-on surfaces (10) for the driver (2) are arranged on the stand-on parts (5b) and the stand-on parts (5b) having stand-on surfaces (10) are arranged opposite one another in relation to the ball (4), and in that four sensors (10b, 10c, 10d, 10e) are arranged on the stand-on surfaces (10) of the support element (5), which sensors register the presence of the toes or heels of the feet (2a) of the driver (2) and transfer the measured change in weight to the evaluation control (17b), and / or in that the drive arrangement (6) is fastened to the ring part (5c) of the support element (5) and the four omnidirectional wheels (11a, 11b, 11c, 11d) are each mounted on an axis of rotation (11ay, 11by, 11cy, 11dy).

12. Vehicle (1) according to claim 11, characterised in that each omnidirectional wheel (11a, 11b, 11c, 11d) is driven directly and without the interposition of a gear via an electric motor (12a, 12b, 12c, 12d) and each electric motor (12a, 12b, 12c, 12d) is fastened to the ring part (5c) of the support element (5) and in that the electric motors (12a, 12b, 12c, 12d) are supplied with energy via at least one rechargeable battery (19) and the batteries (19) are arranged in the installation space (8) of the support element (5) evenly distributed around the circumference of the ball (4).

13. Vehicle (1) according to any of claims 1 to 12, characterised in that gyroscopes (16a, 16b, 16c) are arranged on and below the support element (5), which measure the inclination and inclination direction of the support element (5) and transfer the measured inclination and inclination direction to the evaluation control (17a, 17b) and in that the evaluation control (17a, 17b) comprises a balance control module which supports a driver (2) in balancing the support element (5) in a horizontal position in space.

14. Vehicle (1) according to any of claims 1 to 13, characterised in that the support element (5) is supported on the ball (4) via a support arrangement (9), the support arrangement (9) comprising at least one non-driven omnidirectional wheel (9a, 9b, 9c, 9d).

15. Vehicle (1) according to any of claims 1 to 14, characterised in that the vehicle (1) has no grab handle.