Method for enhancing vehicle dynamics by flywheel and steering

Abstract

Narrow vehicles have many advantages, but tend to have limited use due to roll instability. Using a flywheel to enhance stability is a known method, but due to the operating range, complexity, performance, and cost, the use of these vehicles is generally limited. A stability and agility enhancement system and method that enables the addition of stabilizing forces from the flywheel and trajectory steering simultaneously with and in coordination with driver steering and assistance can provide enhanced performance, intuitive control, safety, and operating range while realizing the benefits of reduced cost and complexity.

Description

Cross-reference to other related patent applications

[0001] This application claims priority based on UK Patent Application No. 2208834.8 filed on June 15, 2022, UK Patent Application No. 2208835.5 filed on June 16, 2022, and Canadian Patent Application No. 3,167,709 filed on July 8, 2022, the contents of which are incorporated herein by reference.

Technical Field

[0002] The present invention relates generally to the field of stabilization methods adapted to enhance the stability, agility, and controllability of tilt / roll unstable systems, particularly for motorcycles, narrow-gauge vehicles, robots, and the like.

Background Art

[0003] Normally, non-tilting vehicles are limited in stability and payload by the maximum lateral force they can withstand without the risk of rollover or other handling problems. This limitation is a known problem for narrow-gauge vehicles, all-terrain vehicles, trucks, and other vehicles. This limitation restricts the adoption, top speed, agility, safety, and payload of these vehicles. Also, the comfort of the vehicle, the handling of the load and passengers is limited.

[0004] Measures have been developed to reduce the adverse effects of lateral forces on vehicle dynamics, such as roll bars, tilting mechanisms, low centers of gravity, steering systems, suspension systems, etc., but there is room for improvement, so there is a need to explore new measures. An example is the need for narrow vehicles to reduce and mitigate the significant impact on the environment by large vehicles.

[0005] In general tilting vehicles such as bicycles and motorcycles during travel, the trajectory and balance of the vehicle are at least partially controlled by the steering of the vehicle. Such control is usually achieved at least in part by initiating turn or tilt movements using steering and counter-steering to compensate for centrifugal force or other external forces.

[0006] For steering this type of vehicle traveling at a forward speed within a stable range, most users intuitively use a steering method that applies a steering torque in a direction opposite to the desired trajectory and releases this steering torque to return the trajectory to a straight trajectory. This counter-steering is usually at least partially automatically generated by the weight distribution and steering geometry of a typical assembly consisting of the vehicle and its driver. However, a normal assembly has many known problems regarding the limited stability while the driver can control the balance with the trajectory.

[0007] These vehicles are known to have limited stability, and also have problems such as a limited speed range for stable driving, limited compensation ability for external forces, and loss of traction. It is known that it is necessary to lean before steering in a certain direction, and the time required to start leaning before turning may be a problem. Also, many vibration problems are known, such as head shake, speed wobbles, and steering kickback. There are stability control systems that improve the driving stability and agility of vehicles. In some examples, known stability control systems include one or more rotating gyroscope assemblies attached to the wheels or chassis of the vehicle.

[0008] By rotating the gyroscope, the dynamic stability of the vehicle equipped with the gyroscope can be improved. For more than 100 years, people have tried to incorporate gyroscopes into two-wheeled vehicles to enhance stability, but the success has been limited.

[0009] These known stability control systems can bring a certain level of improvement in vehicle stability under some conditions, but generally, their performance and safety are limited, increasing complexity and cost. Also, under some conditions, there are problems of vibration, negative feedback, and adverse effects on the driver's control of balance and trajectory steering.

[0010] Therefore, in the market, there is a need for an improved flywheel-based stability control method that can provide stability, agility, and controllability more efficiently, intuitively, and reliably.

Summary of the Invention

[0011] In a broad sense, the disclosed steering enhancement method is useful for improving the stability, agility, and controllability of leaning vehicles such as bicycles with two or more wheels, motorcycles, leaning vehicles, and some all-terrain vehicles (ATVs).

[0012] Also, the disclosed inertia compensation method is useful for improving the stability, agility, and controllability of roll-unstable vehicles.

[0013] There may also be a case where the inertia compensation method and the steering enhancement method are integrated in a leaning vehicle to produce a synergistic effect in a method called a dynamics enhancement method.

[0014] The applicant discloses a steering reinforcement device connectable to an inclined vehicle to improve steering performance and stability. The steering reinforcement device includes a steering controller, which has at least one driver input for receiving a driver's steering command, at least one tilt angle error sensor, a stability enhancement controller for determining a stability enhancement steering command to reduce the tilt angle error obtained based on the signal of the at least one tilt angle error sensor, and at least one steering actuator connectable to the trajectory controller of the inclined vehicle and for applying an actuator steering force to the trajectory controller based on an assist command of the position steering controller. The assist command of the position steering controller is determined based on at least the received driver's steering command and the stability enhancement steering command. The steering reinforcement device further includes at least one flywheel assembly, which includes a flywheel rotating mass body that spins during the operation of the steering reinforcement device, and a motor for imparting a part of the total angular momentum of the flywheel by spinning the at least one flywheel. The steering reinforcement device further includes at least one of a connection interface and at least one steering link mechanism. The connection interface is for attaching the at least one flywheel assembly to the trajectory controller such that when the trajectory controller is steered to a first steering position, the at least one flywheel assembly is simultaneously steered to the first steering position. The at least one steering link mechanism is connectable to the trajectory controller and connected to the at least one flywheel gimbal assembly such that when the trajectory controller is steered to the first steering position, the at least one flywheel gimbal assembly is simultaneously steered to a corresponding second steering position according to a predetermined steering ratio. The gimbal of the at least one flywheel isincluding an axis of at least one gimbal pivotally connectable to the tilt assembly such that the axis of the at least one gimbal is substantially perpendicular to the major axis of the tilt assembly of the tilt vehicle, wherein a rotational axis of the at least one flywheel assembly is pivotally connected substantially perpendicular to the axis of the gimbal, and when the steering reinforcement device is connected to the tilt vehicle, steering of the track controller of the tilt vehicle applies a precession roll torque at least partially from the at least one flywheel assembly toward the right side of the tilt vehicle when the steering speed is directed toward the left side of the tilt vehicle, and applies a precession roll torque at least partially from the at least one flywheel assembly toward the left side of the tilt vehicle when the steering speed is directed toward the right side.

[0015] In some embodiments, the driver's steering command is provided by at least one of a steering force sensor that measures the driver's steering force applied by the driver to steer the tilt vehicle, and an autonomous driving system that generates the driver's steering command.

[0016] In some embodiments, the driver's steering command is provided by at least one of a transmitter that detects the driver's steering command generated by the driver and transmitted by a driver interface, and an autonomous driving system that generates the driver's steering command.

[0017] In some embodiments, the steering link mechanism is a mechanical steering link mechanism.

[0018] In some embodiments, the at least one steering actuator includes at least a first steering actuator for steering the trajectory controller to the first steering position and a second steering actuator for steering the gimbal of the at least one flywheel to the second steering position, and the first and second steering actuators act as the steering link mechanism to associate the first steering position and the second steering position according to the predetermined steering ratio.

[0019] In some embodiments, the first steering position and the second steering position are orientations in which the one or more flywheel assemblies are substantially centered when the tilt vehicle starts to move forward.

[0020] In some embodiments, the steering controller further includes a steering position sensor for measuring the steering position, and the steering controller further determines a centering assistance command to steer away from the centering position based on the measured steering position, and further determines the assistance command of the steering controller in consideration of the centering assistance.

[0021] In some embodiments, the steering controller adds traction assistance to the assistance command of the steering controller based on the estimation of skidding.

[0022] In some embodiments, the steering controller determines steering damper assistance to reduce the speed and acceleration of the steering actuator as the speed of the tilt vehicle increases.

[0023] In some embodiments, the steering controller determines a linearization gain based at least in part on the speed of the tilting vehicle, the total angular momentum in the rearward direction of the flywheel rotating mass body, the angular momentum of the steered flywheel assembly, and the position of the steered assembly.

[0024] In some embodiments, the tilting vehicle is operable as a torque control trajectory that steers in a direction opposite to the applied torque, and the trajectory controller provides position feedback to the driver.

[0025] In some embodiments, the steering controller provides a mechanical path that mechanically transmits the driver's steering force to the trajectory controller via a steering actuator, enabling the driver to steer the vehicle in the event of a failure.

[0026] In some embodiments, the connectable steering reinforcement device is a steering reinforcement kit connectable to the tilting vehicle.

[0027] In some embodiments, the steering reinforcement kit is connectable to the steering.

[0028] In some embodiments, the autonomous driving system includes a collision avoidance function used to determine the driver's steering command based on proximity data provided by at least one proximity sensor.

[0029] In some embodiments, the at least one driver input unit receives the driver's steering command from one of the autonomous driving system and the steering force sensor and the transmitter, and the steering controller determines an assist command of the steering controller based on one of the received driver's steering commands.

[0030] In some embodiments, the steering controller determines the assistance command of the steering controller based on the higher-priority ones among the received driver steering commands according to a priority rule.

[0031] In some embodiments, the priority rule prioritizes the driver's steering commands from the autonomous driving system.

[0032] In some embodiments, the steering force sensor can be connected to a manual operation steering input part via a flexible steering input part that provides flexibility between the manual operation steering input part and the steering input part.

[0033] In some embodiments, the flexibility of the flexible steering input part is manually adjusted.

[0034] In some embodiments, the flexibility of the flexible steering input part is automatically adjusted at least partially based on the speed of the inclined vehicle.

[0035] In some embodiments, the transmitter is a manual operation steering input part or a remote manual operation steering input part that electronically transmits the manual driver's steering command to the steering input part of the steering controller, and the steering controller further determines a feedback command based on at least one of the at least the first steering position and the second steering position, and electronically transmits the feedback command to the manual operation steering input part.

[0036] In some embodiments, the steering controller can be connected to a vehicle speed sensor for measuring the speed of the inclined vehicle.

[0037] In some embodiments, the steering controller further includes a control interface that enables a user to selectively adjust the degree of stabilization assistance provided by the controller.

[0038] In some embodiments, using the control interface, the assistance command of the steering controller can be restricted to be based on only one of the manual driver's steering command and the stability enhancement steering command.

[0039] In some embodiments, the steering controller further determines the assistance command of the steering controller in consideration of the speed of the tilting vehicle.

[0040] In some embodiments, the steering link mechanism further includes a steering ratio adjustment component for adjusting the predetermined steering ratio.

[0041] In some embodiments, the steering ratio adjustment component includes a steering ratio actuator that automatically adjusts the predetermined steering ratio according to a ratio adjustment command.

[0042] In some embodiments, the controller further determines the assistance command of the steering controller in consideration of the speed, weight, and angular momentum of the at least one flywheel.

[0043] In some embodiments, the steering controller further includes at least one flywheel speed sensor for measuring the speed of the flywheel of the at least one flywheel assembly, and the controller further determines the assistance command of the steering controller in consideration of the speed.

[0044] In some embodiments, the apparatus of the present disclosure further includes a pendulum that can be connected to the tilt assembly of the tilt vehicle, and the at least one tilt angle error sensor includes an angle sensor for measuring the angle between the pendulum and the tilt assembly.

[0045] In some embodiments, the at least one tilt angle error sensor includes a lateral acceleration sensor for measuring at least one lateral force applied to the tilt vehicle, and a roll rate sensor for measuring the roll acceleration of the tilt vehicle, and the tilt angle error is determined based on the measured at least one lateral force and the roll acceleration.

[0046] In some embodiments, the steering controller further determines a support command of the steering controller based on centering assistance for centering the trajectory controller about a desired trajectory.

[0047] In some embodiments, the steering controller is connectable to a drive train assembly of the tilt vehicle, and the steering controller further determines a drive train control command for driving the drive train to apply a driving force for displacing a contact point of the trajectory controller with respect to a support surface of the tilt vehicle when the first steering position is deviated from the center, whereby the drive train assembly applies a roll torque to the center of mass of the tilt vehicle according to the drive train control command, and the drive train control command is determined based on the tilt angle error and the orientation of the first steering position.

[0048] In some embodiments, when connected to the tilt vehicle, the steering reinforcement device can be steered as a torque-controlled trajectory controller by applying torque-controlled steering in a direction opposite to the manual torque by the driver.

[0049] In some embodiments, the steering controller determines a steering damper assist that reduces the speed and acceleration of the steering actuator as the speed of the tilting vehicle increases.

[0050] In some embodiments, using the motor of the at least one flywheel assembly, energy is stored as kinetic energy by increasing the speed of the flywheel of the at least one flywheel assembly.

[0051] In some embodiments, the apparatus of the present disclosure further includes a propulsion motor for propelling the tilting vehicle, and a portion of the kinetic energy of the tilting vehicle is captured by the propulsion motor and transmitted as an electric current to the motor of the at least one flywheel assembly to be stored as the stored kinetic energy, and the stored kinetic energy is captured by the motor of the at least one flywheel assembly and transmitted as the electric current to the propulsion motor for propelling the tilting vehicle.

[0052] In some embodiments, the tilting vehicle further includes a battery, and the electric current is exchanged with the battery.

[0053] In some embodiments, the at least one flywheel gimbal assembly includes a first flywheel gimbal assembly and a second flywheel gimbal assembly, the flywheel of the first flywheel gimbal assembly spins forward, the flywheel of the second flywheel gimbal assembly spins backward, and the total angular momentum of the flywheels of the first and second flywheel gimbal assemblies can direct the roll torque applied to the tilt assembly substantially to the right side of the tilt assembly when the track of the tilting vehicle is changing to the left direction, and substantially to the left side of the tilt assembly when the track is changing to the right direction.

[0054] In some embodiments, the motor of the second flywheel gimbal assembly increases the angular momentum of the flywheel of the second flywheel gimbal assembly when the speed of the tilting vehicle increases, and decreases the angular momentum of the flywheel of the second flywheel gimbal assembly when the speed of the tilting vehicle decreases, so as to adjust the speed of the flywheel of the second flywheel gimbal assembly.

[0055] In some embodiments, the stored kinetic energy is stored as the angular momentum in the flywheel of the second flywheel gimbal assembly.

[0056] In some embodiments, the flywheel rotating mass body of the flywheel is connected to the motor via a flexible flywheel link mechanism for suppressing the transmission of vibration between the flywheel mass body and the motor.

[0057] In some embodiments, the resonance frequency of the flexible flywheel link mechanism is lower than the resonance frequency of the flywheel rotating mass body during operation.

[0058] In some embodiments, the flywheel assembly is coaxially mounted within the track controller.

[0059] In some embodiments, the tilting vehicle is a vehicle with tilting wheels, and the track controller is at least one steered wheel.

[0060] The applicant further discloses an inclined vehicle with improved steerability and stability, the inclined vehicle including an inclination assembly and a steering assembly, the steering assembly comprising at least one flywheel gimbal assembly, the flywheel gimbal assembly including at least one flywheel assembly, the flywheel assembly including a flywheel that spins during the operation of the inclined vehicle, the flywheel having a total angular momentum capable of directing the roll torque applied to the inclination assembly substantially to the right side of the inclination vehicle when the trajectory of the inclined vehicle changes in the left direction and substantially to the left side of the inclination assembly when the trajectory changes in the right direction, the flywheel assembly including a motor for imparting a part of the total angular momentum by spinning at least one flywheel, and including at least one flywheel gimbal, the flywheel gimbal including at least one gimbal axis for steering the flywheel and being pivotally connectable to the inclination assembly so as to be substantially perpendicular to the long axis of the inclination assembly, including at least one flywheel assembly having a rotational axis pivotally connected substantially perpendicular to the axis of the gimbal, including at least one surface engagement steering member connected to the inclined vehicle for supporting and controlling the trajectory, the rotational axis of at least one flywheel assembly being generally oriented to impart a precession torque to the inclination assembly when at least one flywheel gimbal is steered and to impart a steering torque to at least one flywheel gimbal when a torque is applied to the inclination assembly, the steering assembly being steerable as a torque control trajectory controller, receiving the steering force of a manual driver, generating a steering command of the manual driver according to the steering force of the manual driver, and including a manual operation steering input unit for applying a position feedback force in a direction opposite to the steering force of the manual driver according to the received feedback command, including a steering controller, the steering controller including a steering input unit for receiving the steering command of the manual driver, at least one inclination angle error sensor,A stability enhancement controller for determining a stability enhancement steering command necessary to reduce the tilt angle error obtained based on the signals of at least one tilt angle error sensor, and at least one steering actuator for generating an actuator steering force for a steering assembly for steering a flywheel gimbal and a surface engagement steering member according to an assist command of the steering controller, wherein the assist command of the steering controller is determined based on at least a manual driver's steering command and a stability enhancement steering command.

[0061] In some embodiments, the manual operation steering input is connected to the at least one surface engagement steering member, the manual driver's steering command is a mechanical force transmitted to the steering input of the steering controller, and the feedback command transmits a force applied to the tilt assembly during operation of the tilt vehicle to the manual operation steering input.

[0062] The applicant further discloses an operating method including: 1) a step of reading at least one sensor of a sensor device; 2) a step of determining centrifugal force compensation of a vehicle; 3) a step of determining vehicle stability enhancement; 4) a step of determining a steering damping level; 5) a step of determining a steering ratio; 6) a step of determining a steering liberalization response; 7) a step of determining a self-centering force applied to a steering assembly; and 8) a step of simultaneously controlling the rotational speed, or rpm, of a flywheel of at least one gyroscope assembly and a power steering actuator accordingly. Various embodiments incorporating at least one of these two methods are disclosed in detail herein. Further, a method of implementing the disclosed embodiments is also presented.

[0063] Many additional features are described which are combined in an innovative way and which also bring innovation.

Brief Description of the Drawings

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Best Mode for Carrying Out the Invention

[0087] Throughout this specification, "one embodiment" or "an embodiment" means that the specific features, structures, or characteristics described in connection with that embodiment are included in at least one embodiment. Thus, the phrases "in one embodiment" or "in an embodiment" that appear in various places in this specification do not necessarily all refer to the same embodiment. Further, the specific features, structures, or characteristics can be combined in any suitable way in one or more embodiments.

[0088] As used in this specification and the appended claims, the singular forms "a", "an", and "the" are intended to include the plural forms as well, unless the context clearly dictates otherwise. Further, the term "or" is used in its inclusive sense (i.e., "and / or") unless the context clearly dictates otherwise.

[0089] From the foregoing, while specific embodiments have been described for purposes of illustration in this specification, it will be appreciated that various modifications can be made without departing from the spirit and scope of the disclosure. Accordingly, the claims are not limited by the disclosed embodiments.

[0090] The embodiments are described in detail to clearly convey the disclosure without limiting to the expected variations of the possible embodiments, and can encompass all modifications, equivalents, combinations, and alternatives within the spirit and scope of the disclosure. Those skilled in the art will appreciate that well-known methods, procedures, physical processes, components, and structures may not be described in detail hereinafter so as not to obscure the details of the disclosed invention.

[0091] Some of the embodiments described herein achieve an integration of simple applied forces (using at least one flywheel) to enhance the dynamic and / or static stability of a tilting vehicle by providing steering assistance to the driver and / or providing an automatic stability control function to the tilting vehicle.

[0092] Unlike many known state-of-the-art systems that use flywheels and gyroscopes to correct stability, the disclosed methods and apparatuses can be intuitively operated as torque control trajectories (similar to a motorcycle, for example, in a stable speed range).

[0093] Also, according to the disclosed method, when the steering actuator fails during vehicle forward movement, the driver (e.g., steering as a torque control trajectory) and the flywheel (e.g., vehicle steering for enhancing stability) can be used to provide redundancy to the steering system.

[0094] Also, the disclosed method can be integrated or added to the driver's steering (e.g., incorporated into the driver's steering during manufacturing or added to the existing driver's steering).

[0095] Also, compared with many systems that use flywheels and / or gyroscopes to enhance stability, the method of the present disclosure can simplify control and reduce the number of components.

[0096] Compared with many systems that do not use precession motion by flywheels to balance the vehicle, according to the method of the present disclosure, assistance in low-speed and low-traction conditions can be improved.

[0097] By using the disclosed method, the application range of the vehicle may be expanded. For example, it may be possible to use roofs and doors to improve comfort and / or aerodynamic characteristics. Also, by using this method, the safe cornering speed and road surface conditions can be increased.

[0098] By using the disclosed method, the catastrophic vibration mode of the inclined vehicle can be suppressed, and steering by cooperation between system components can be realized. For example, negative feedback between various components can be prevented, which, depending on the embodiment, can be realized by simultaneously controlling (e.g., maneuvering) various components of the disclosed system (e.g., mutually dependent components).

[0099] By using the disclosed method, the balance or steerability of the vehicle on water, snow, during low-speed driving, or during reverse driving can be enhanced.

[0100] According to the disclosed method, an intuitive steering similar to that of a normal bicycle or motorcycle moving forward within a stable speed range can be realized, making it easier for a rider (e.g., a learner driver) to adopt an inclined vehicle.

[0101] An important aspect of some embodiments is configured such that when an electrical, electronic, and / or electromechanical component of the device or the device itself fails (e.g., when a failure occurs in the steering controller 850), the driver can safely maintain the steering control of the inclined vehicle. For example, the flywheel assembly 100 can be safely restored / steered by increasing the steering torque while the driver uses the same control mode (e.g., as a torque control trajectory with position feedback) to maintain the balance and steer the vehicle.

[0102] The application of the present invention is not limited to any particular type of suitable inclined vehicle, and can be appropriately sized and configured to be implemented in small models or toy models of various wheeled vehicles, and / or in remote control or autonomous embodiments.

[0103] It can be easily imagined to use the disclosed method in small and efficient autonomous delivery vehicles or personal transportation systems.

[0104] Also, although the present invention is described with embodiments, the present invention can be modified without departing from the spirit and essence of the means and methods of the subject matter.

[0105] Steering enhancement method

[0106] The steering enhancement method may include an inclined vehicle 500, a steering controller 850, a steering assembly 815, a driver 855, and / or a stability enhancement controller 809.

[0107] Using the steering enhancement method, the control of vehicle stability and agility is enhanced. As a result, user experience and functionality can be improved. With increased stability, the driver can stop without losing traction, slide sideways without falling, turn more nimbly, and absorb impacts without falling.

[0108] The steering enhancement method connects and operates components with each other in a new way that enhances the capabilities of individual components to control the vehicle's trajectory, stability, and comfort.

[0109] The steering enhancement method can use a control method in which the steering controller 850, the driver 855, the flywheel gimbal 112, and in some embodiments, the stability enhancement controller 809, cooperate simultaneously to steer the steering assembly 815. Through such interconnections, the driver 855 can cooperate with the steering by the flywheel gimbal 112, the steering by the steering controller 850, and the steering by the stability enhancement controller 809 to steer or counter-steer the steering assembly 815, resulting in unexpected new outcomes. According to such steering capabilities of the driver 855, even if the stability enhancement controller 809 or the steering controller 850 fails, the driver 855 can control stability and trajectory with intuitive driver steering commands 898, improving safety. Also, the method can enhance the driver's stability and agility at low speeds. The various components used in the steering enhancement method also incorporate innovations in their operating methods and how they are incorporated into the vehicle.

[0110] Tilting vehicle

[0111] The leaning vehicle 500 is a vehicle having a leaning assembly that leans about a roll axis to improve the stability, agility, or user experience of the leaning vehicle 500. A normal bicycle or motorcycle can realize the leaning vehicle 500 suitable for applying a steering enhancement method. This is because in the case of these single-track vehicles, the entire vehicle is the leaning assembly, and its steering geometry is designed to be stable when moving forward. That is, the steering axis angle, rake, trail, and fork offset of the trajectory controller 705 are designed to apply a steering torque that enhances the stability of the vehicle when operating within a stable speed range, with appropriate centrifugal force at least partially compensating for gravity.

[0112] A general vehicle with three or more wheels having a leaning assembly that leans about a roll axis to improve stability, agility, or user experience can also realize the leaning vehicle 500 suitable for applying the steering enhancement method.

[0113] An existing leaning vehicle 500 may be retrofitted and equipped with a system that realizes a steering assembly 815, a driver 855, a steering controller 850, and a stability enhancement controller 809 suitable for applying the steering enhancement method. Components necessary for adopting the steering enhancement method may be provided as a kit that can be adapted to and attached to an existing leaning vehicle 500 such as a bicycle or motorcycle.

[0114] The leaning vehicle 500 may be a vehicle designed and manufactured with all the components necessary for adopting the steering enhancement method.

[0115] Also, the leaning vehicle 500 may be a vehicle powered by a thermal, electric, or hybrid drive system motor.

[0116] Driver

[0117] Driver 855 can steer the steering assembly 815 to control the vehicle's trajectory and stability. Driver 855 can be a vehicle occupant, a remote user of the vehicle, an autonomous driving system, or a combination thereof. Driver 855 can send the driver's steering command 898 to the steering controller 850 to steer the steering assembly 815.

[0118] Driver 855 can apply the driver's steering torque 857 to the steering controller 850, send a signal corresponding to the driver's steering command 898, or perform a combination of both to steer the steering assembly 815.

[0119] In one embodiment, two types of drivers 855 may be combined, or two types of drivers' steering commands 898 may be combined. In one embodiment, the driver's steering torque 857 is manually applied to receive the driver's steering command 898 from the person steering the vehicle, and when it is detected that a collision is imminent (e.g., by a precise collision avoidance system), the driver's steering command 898 may be received from the autonomous driving system. In an embodiment where the driver's steering command can be received from both the driver and the autonomous driving system (e.g., an artificial intelligence system), the steering controller may prioritize one of these drivers' steering commands according to a priority rule. For example, the priority rule may preferentially use the driver's steering command when the driver's steering command transmitted from the autonomous system is a warning or an emergency command (e.g., when a danger / obstacle is detected, a significant impact is detected, or the vehicle slips).

[0120] In one embodiment, the driver's steering command 898 from the driver 855 can be the driver's steering torque 857 manually applied to the manual steering input section 522. The driver 855 can steer the steering controller 850 with a driver's steering command 898 similar to that used by a typical driver of a typical motorcycle, and control the trajectory and balance of a two-wheeled vehicle traveling at a forward speed within a stable range.

[0121] According to one embodiment, even when the vehicle is at a low speed or stopped, the driver 855 can balance the vehicle with a driver's steering command 898 similar to that used during high-speed travel of a normal motorcycle. Normally, in order to apply the roll torque necessary to balance these vehicles, a forward speed is required, so it is difficult to balance a general single-track vehicle that does not employ the steering enhancement method of the present disclosure at an extremely low speed. According to the steering enhancement method, the driver 855 having the ability to steer the vehicle can apply the roll torque necessary to balance the vehicle even at low speeds or when stopped.

[0122] In one embodiment of employing the steering enhancement method in a vehicle traveling at a forward speed within a stable range, the driver 855 can manually steer by applying a steering torque in a direction opposite to the desired trajectory. Thereby, the driver 855 can operate the system as a torque control system that steers in a direction opposite to the applied torque with a delay after applying the steering torque.

[0123] In one embodiment, the driver 855 may be a human driver who manually operates the manual steering input section 522 of a normal motorcycle and applies a steering torque that is approximately proportional to the desired steering angle and in a direction opposite to the desired trajectory to steer the trajectory of the vehicle.

[0124] Alternatively, the driver 855 may be a human driver who uses a remote controller to transmit a signal corresponding to the steering command 898 of the driver to the steering controller 850 to control the trajectory of the vehicle. Thereby, the driver 855 can steer the trajectory as the torque control steering angle.

[0125] The driver 855 using the steering enhancement method may be an autonomous driving system that sends a signal corresponding to the steering torque applied to the steering assembly 815 to the steering controller 850 to control the trajectory and at least part of the balance of an inclined vehicle (e.g., a two-wheeled vehicle). Therefore, the autonomous driving system can steer the trajectory as the torque control steering angle.

[0126] In one embodiment using the steering enhancement method, the driver 855 can receive position feedback, force feedback, signal feedback, or a combination thereof from the steering controller 850, whereby the state of the steering assembly 815 can be at least partially sensed.

[0127] In one embodiment, the driver 855 may be a human driver who manually steers the manual operation steering input unit 522 and manually feels the reaction torque and position of the manual operation steering input unit 522. Thereby, the driver 850 can obtain means for sensing the states of the steering controller 850 and the steering assembly 815. This feedback from the steering assembly 815 enables the driver 855 to more skillfully handle the limited precession torque about the roll axis, which helps to stabilize the vehicle.

[0128] Stability enhancement controller

[0129] The stability enhancement controller 809 can steer the steering assembly 815 to improve the stability of the inclination assembly.

[0130] The stability enhancement controller 809 can send the stability enhancement steering 810 as a mechanical force, a signal, or a combination of both to the steering controller 850 to steer the steering assembly 815.

[0131] The stability enhancement controller 809 can determine the stability enhancement steering 810 based on the signal received from the tilt angle error sensor.

[0132] The stability enhancement controller 809 can determine the stability enhancement steering 810 using a tilt angle error sensor (e.g., an accelerometer gyro sensor) and a processor shared or integrated with the steering controller 850.

[0133] In one embodiment, the stability enhancement controller 809 can determine the stability enhancement steering 810 based on the estimated tilt angle error 885.

[0134] In one embodiment, the stability enhancement controller 809 can determine the tilt angle error 885 as the difference between the estimated angle of the tilt assembly 885 when no lateral force is applied and the actual tilt angle of the tilt assembly 885.

[0135] In one embodiment, the tilt angle error 885 can be estimated from gravity, centrifugal force, and other forces sensed on the horizontal axis of the tilt assembly. When the vehicle turns with the tilt angle of the tilt assembly balanced, gravity and centrifugal force are approximately canceled out on the horizontal axis, and the estimated tilt angle error 885 can be approximately zero. Also, when the vehicle is moving straight on a flat ground with the angle of the tilt assembly vertical, gravity is perpendicular to the horizontal axis, and the estimated tilt angle error 885 can be approximately zero.

[0136] In one embodiment, the lateral force applied to the tilt assembly can be estimated from the signal of the lateral acceleration sensor 805 and the roll acceleration calculated from the roll rate sensor 806 used as the tilt angle sensor. These two sensors can be attached to the tilt assembly 885. The lateral force generated by the roll acceleration may be removed from the measured lateral force to obtain the tilt angle error 885. The lateral acceleration sensor 805 and the roll rate sensor 806 can be realized by general MEMS (Micro-electro-mechanical systems) acceleration sensors and MEMS gyroscope sensors.

[0137] In another embodiment, the tilt angle error 885 may be estimated using a pendulum having a rotation axis pivotally connected to the tilt assembly 885 and oriented along the roll axis of the tilt assembly 885. A suitable tilt angle error sensor for obtaining the tilt angle error 885 may be realized by an angle sensor that measures the angle between the pendulum and the tilt assembly 885. By adjusting the distance between the center of mass and the rotation axis of the pendulum, the estimation of the tilt angle error 885 can be improved. Also, the operation of the sensor may be adjusted using a spring and a stopper that limit the angular movable range of the pendulum.

[0138] In another embodiment, the tilt angle error 885 may be estimated by measuring the lateral force applied to the tilt assembly with a flywheel assembly 100 used as a tilt angle error sensor. The precession force from the flywheel assembly 100 generated by the roll torque applied to the tilt assembly and its flywheel assembly 100 can be measured with a force sensor. The force sensor for measuring the precession force may be installed in the steering link mechanism 816 or on the flywheel's axle 105. The measurement of this precession torque can be further improved by removing the force due to the angular acceleration of the rotation axis of the flywheel gimbal 112. A known application of a similar method for obtaining the force applied to the transverse axis of the tilt assembly and the tilt angle error 885 is the gyro monorail in US796893A by Louis Philip Brennan.

[0139] In one embodiment, the stability enhancement controller 809 may obtain two or more tilt angle errors 885 using different tilt angle error sensors to provide redundancy.

[0140] In one embodiment, the stability enhancement controller 809 may determine the commands for the stability enhancement steering 810 to be sent to the steering controller 850 using two estimated tilt angle errors 885.

[0141] In one embodiment, the stability enhancement controller 809 may use a microcontroller and a plurality of sensors to determine the stability enhancement steering 810 to be applied.

[0142] In one embodiment, the signals of the sensors, the filtering of the signals, the estimation of the tilt angle error 885, and the proportional correction may be adjusted to optimize the performance, comfort, assistance level, or other aspects of the stability enhancement steering 810.

[0143] In one embodiment, the signal of the sensor, the filtering of the signal, the estimation of the angular error 885, and the level of assistance by the stability enhancement controller 809 may be adjusted and optimized by the user and by one of the known automatic optimization and adjustment methods such as artificial intelligence and mathematical optimization.

[0144] In one embodiment, the level of road traction may be estimated by a sensor to determine additional traction assistance 883 to be applied for the stability enhancement steering 810 to compensate with a roll torque for skidding. Skidding can be determined by comparing the roll acceleration measured by a MEMS gyroscope sensor with the lateral accelerations of two MEMS accelerometers arranged at two different height positions on the tilt assembly. The difference in the readings of the two MEMS accelerometers not derived from the measured roll acceleration may be used to estimate the skidding to be compensated by the stability enhancement steering 810. In the motorcycle industry, means for detecting slip and limiting acceleration and braking have already been adopted in many commercially available motorcycle models equipped with "traction control".

[0145] Steering assembly

[0146] The steering assembly 815 can provide a means of applying a force for controlling the trajectory and stability of the tilt vehicle 500 to the steering enhancement method by steering a plurality of steered components as a single steered assembly (e.g., by a steering controller).

[0147] Note that in the present disclosure, the steered components of the steering assembly 815 are referred to as the steered assembly 899 and should not be confused with the other components of the steering assembly 815 (e.g., the components around the steered components).

[0148] In one embodiment, the steering assembly 815 can be partially steered by a steering controller 850. For example, the steering assembly 815 can be partially steered by the driver's manual force (e.g., torque) and can be partially steered (e.g., complementarily steered) by the steering controller 850.

[0149] In one embodiment, the steering assembly 815 may be steered only by the steering controller 850.

[0150] The steering controller 850 can integrate and assist the driver's steering 855, the stability enhancement steering 810, or both. The steering controller 850 can impart this integrated and assisted steering to the steering assembly 815. Thus, the steering assembly 815 can be simultaneously and cooperatively steered by the driver's steering 855, the stability enhancement steering 810, or both, by virtue of the action of the steering controller 850.

[0151] The steering assembly 815 can steer at least one of its track controllers 705 and the gimbal 112 of at least one flywheel as a single assembly. The steering assembly 815 can couple the steering position of the track controller 705 and the steering position of the gimbal 112 of the flywheel by means of a steering linkage mechanism 816. Thereby, the steering of the steering assembly 815 can simultaneously steer the steering position of the track controller 705 and the steering position of the gimbal 112 of the flywheel in a single steering operation. This can provide a simpler steering interface to the steering controller 850, the driver 855, and the stability enhancement controller 809 connected thereto, as compared to steering the track controller 705 and the gimbal 112 of the flywheel independently.

[0152] Since the components of the steering assembly 815 are steered as an assembly rather than individually, the steering assembly 815 can be made easy to control, sense, and predict for the steered assembly, the steering controller 850, the driver 855, and the stability enhancement controller 809. This increases the ability to predict the steering impact of the components of the steering assembly 815, and under certain conditions, can improve the driver 855's control of the trajectory and balance.

[0153] Flywheel gimbal

[0154] The flywheel gimbal 112 can support at least one flywheel assembly and can receive steering torque from the flywheel assembly when a roll torque is applied to the vehicle and apply a roll torque to the vehicle when steering torque is applied to the flywheel assembly.

[0155] The gimbal 112 of the flywheel of the steering assembly 815 can be attached to at least one flywheel assembly 100. The gimbal 112 of the flywheel can have a gimbal axis 845 pivotally attached to the tilt assembly. The gimbal axis 845 of the gimbal 112 of the flywheel can be substantially perpendicular to the flywheel's axle 105 of the flywheel assembly 100. The normal / steady / initial / default orientation of the gimbal axis 845, and the corresponding normal / steady / initial / default orientation of the flywheel axle 105, can be selected such that when the gimbal 112 of the flywheel is steered about its normal orientation, it at least partially transmits a precession torque about the roll axis of the tilt assembly. Thereby, the steering assembly 815 can be provided with means for applying a roll torque by steering the gimbal 112 of the flywheel and receiving a steering torque from the gimbal 112 of the flywheel when a roll torque is applied to the tilt assembly.

[0156] Many combinations of the normal orientation of the gimbal axis 845 and the normal orientation of its flywheel axle 105 may enable one skilled in the art to find that the steering assembly 815 obtains means for imparting at least partially a precession torque about the roll axis of the tilt assembly when steered about its normal orientation.

[0157] Accordingly, it will be appreciated that the gimbal axis 845 of the gimbal 112 of one or more flywheels may be rotatably mounted and substantially perpendicular to the long axis of the vehicle's tilt assembly (e.g., the fork 514 when the flywheel is inside the front wheel). The gimbal 112 of one or more flywheels can support one or more flywheel axles 105 (either directly or indirectly), and the flywheel axle can be substantially perpendicular to the orientation of the gimbal axis 845. Further, it can be understood that the "normal" or steady orientation of the flywheel axle 105 can be substantially perpendicular to the long axis of the vehicle.

[0158] Also, the gimbal 112 of the flywheel is not limited to the general definition of a gimbal (i.e., a passive gimbal), and it will also be appreciated that there may be cases where the steering actuator 818 is used to change the orientation of the flywheel assembly 100, or where there is only one steerable gimbal axis 845 oriented substantially perpendicular to the roll axis of the vehicle's tilt assembly. It will also be appreciated that there may be cases where a gimbal with two or more pivots and link mechanisms is used to support the flywheel assembly 100 and steer its orientation.

[0159] In one embodiment, the steering enhancement method may use the normal vertical orientation of the axis of the gimbal 112 of the flywheel and the corresponding normal lateral orientation of the flywheel axle 835.

[0160] In another embodiment, the steering enhancement method may use the normal lateral orientation of the axis of the gimbal 112 of the flywheel and the corresponding normal vertical orientation of the flywheel axle 835 as a means of applying a roll torque to the tilt assembly when steered about the normal orientation.

[0161] The steering enhancement method may use a steering assembly 815 having a gimbal 112 of one or more flywheels.

[0162] In one embodiment, two counter-rotating flywheel assemblies 100 disposed on the gimbal 112 of two different flywheels are used to cancel each other's angular momentum under given conditions. This is a technique known in the art, as exemplified in Patent US796893A.

[0163] Flywheel assembly

[0164] In normal operation, when the gimbal 112 of the flywheel is steered by the steering enhancement method, one or more flywheel assemblies 100 may spin continuously at a speed exceeding the minimum speed required to apply a precession torque about the roll axis.

[0165] In one embodiment, the steering controller 850 may adjust the rotational speed of one or more flywheel assemblies 100 according to the set speed profile of the vehicle using the angular momentum controller 880. This set speed profile may be changed based on the driver's configuration, limitations due to factory default settings, and / or other vehicle parameters.

[0166] The flywheel assembly 100 may include a flywheel stator 104 and a flywheel rotor 106 that rotates the rotating mass body 118 of the flywheel about the flywheel axle 105.

[0167] As shown in FIG. 5, in one embodiment, the flywheel assembly 100 may include a motor composed of a stator 104 of the flywheel and a rotor 106 of the flywheel that rotates the rotating mass 118 of the flywheel about the flywheel axle 105. The rotating mass 118 of the flywheel may be coaxially mounted on the cylindrical flywheel rotor 106. The flywheel rotor 106 may be coaxially and rotatably mounted on the flywheel axle 105 about the stator 104 of the flywheel. The stator 104 of the flywheel may be coaxially attached to the flywheel axle 105 inside the rotor 106 of the flywheel. Thus, as shown in one embodiment, according to such a configuration, it is possible to use a more compact configuration and a larger and more powerful motor / generator hidden at the center of the flywheel, and to support the vehicle and steer the track using a wheel on the outer periphery of the flywheel assembly.

[0168] In one embodiment, the flywheel assembly 100 of the present disclosure may have some similarities with the known design of an electric wheel hub motor, but one embodiment of the flywheel assembly 100 similar to that shown in FIG. 5 has the difference that the tire of a general hub motor is replaced with the rotating mass 118 of the flywheel. The stator 104 and axle 105 of the flywheel may include sensors for measuring the position and precession torque from the rotating mass 118 of the flywheel. In one embodiment, the stator 104 of the flywheel may use energy from a battery or the regenerative brake of the vehicle to power the rotation of the rotating mass 118 of the flywheel. Alternatively, the kinetic energy within the flywheel assembly 100 may be used to power the vehicle. The electric motor of the flywheel may also be used as a regenerative brake to stop the rotation of the flywheel as needed.

[0169] In one embodiment, the motor of the flywheel may be another suitable type of motor such as a hydraulic motor, a pneumatic motor, or a mechanical system. In one embodiment, the rotation of a wheel or an engine may be mechanically coupled to power the rotation of the rotating mass 118 of the flywheel.

[0170] The rotating mass 118 of the flywheel is, for example, a uniform disk that rotates about an axis. Also, in order to increase the angular momentum accumulated for a given mass, angular velocity, and diameter, it may have a shape with more weight on the outer periphery. The rotating mass 118 of the flywheel can be composed of alloy steel, aluminum alloy, carbon fiber, glass fiber, or other known materials that meet specific requirements.

[0171] The rotating mass 118 of the flywheel may be composed of a composite material with the fibers oriented to enhance the mechanical strength in the direction of the relevant forces.

[0172] The rotating mass 118 of the flywheel may be manufactured from a composite material by an additive manufacturing process.

[0173] The rotating mass 118 of the flywheel may be manufactured from a composite material by a continuous filament winding process.

[0174] The rotating mass 118 of the flywheel may be manufactured from a composite material made by an automated fiber placement machine.

[0175] The rotating mass body 118 of the flywheel can be connected to the rotor 106 of the flywheel via a flexible flywheel link mechanism that reduces the load on the bearing and the vibration transmitted between the rotating mass body 118 of the flywheel and the rotor 106 of the flywheel. By appropriately adjusting the flexibility of this flexible flywheel link mechanism, the vibration transmitted to other parts of the vehicle due to the rotation of the rotating mass body 118 of the flywheel can be reduced. The design of this flexible flywheel link mechanism and its application to the flywheel assembly and gimbal have something in common with the known uses of harmonic dampers, but here there are axial and radial degrees of freedom that are adjusted according to the normal speed range and load of the rotating mass body 118 of the flywheel.

[0176] The flexible flywheel link mechanism can have properties such as flexibility, elasticity, elastomeric, rubbery, springy, resilient, suppleness, or a combination thereof, and can be made of at least a part selected from springs, curved portions, elastomers, gases, or combinations thereof.

[0177] In an additive manufacturing process, for example, some of the physical properties can potentially be adjusted by regulating the ratio of additional components such as a flexible material (e.g., an elastomer) and composite fibers (e.g., glass fibers). In some embodiments, by selecting the orientation and shape of the composite fibers to be manufactured, the physical properties of the flexible flywheel link mechanism can be changed, adjusted, and / or controlled to provide the desired level of damping while providing mechanical strength to withstand centrifugal force and impacts from the road surface. This can give the system the ability to reduce vibration transmitted to various sensors (e.g., accelerometers), the bearings supporting the flywheel, and the actuators of the steering controller 850 while making the flywheel inexpensive, lightweight, and durable.

[0178] In one embodiment, the mechanical resonance frequency of the rotating mass body 118 of the flywheel with respect to the vehicle is adjusted to be lower than the rotation frequency of the mass body during operation, so that vibrations during spinning beyond the critical speed of this rotation can be reduced.

[0179] Track controller

[0180] The track controller 705 is, for example, a member that guides the track of the vehicle. The track controller 705 can be composed of one or more members selected from the group consisting of wheels, skis, floats, rudders, skates, continuous tracks, and the like.

[0181] When steering the track by engaging the surface support, the track controller can be a surface engagement steering member composed of one or more members selected from the group consisting of wheels, skis, floats, skates, continuous tracks, and the like.

[0182] In one embodiment, the track controller 705 can be the front wheel of a normal bicycle equipped with a tire and a valve stem accessible from the side of the wheel to inflate the tire.

[0183] Most bicycle and motorcycle front wheels can be suitable for realizing the track controller 705 for applying a steering reinforcement method. In one embodiment, the spokes of the steered wheel can be replaced with a disk to create space inside the rim of the flywheel assembly 100. In one embodiment, the wheel facing cover 524 can replace the spokes and can be attached to the rim with screws and to the flywheel axle 835 with bearings.

[0184] The said steering reinforcement method can be used with one or more steered wheels. In one embodiment, the vehicle can use two front wheels that tilt together with the tilt assembly and steer the track as the track controller 705.

[0185] One embodiment is a motorcycle that uses a steered front wheel and a steered rear wheel connected by a steering link mechanism 816 as a trajectory controller 705.

[0186] Due to the improved stability and agility brought about by the method of the present disclosure, the degree of freedom in selecting the steering geometry of the trajectory controller 705 can be increased because the vehicle balance is not relied solely on the steering geometry and the driver's steering. The steering enhancement method can also rely on the steering assembly 815, its flywheel assembly 100, and the steering controller 850 to maintain balance.

[0187] The steering enhancement method may control the trajectory of the vehicle by replacing the steered wheel 817 with at least one steered ski, steered float, or other similar device.

[0188] Note that the tilting vehicle 500 may be a tilting vehicle that guides the trajectory using a device instead of wheels.

[0189] Therefore, it will be understood that the steered wheel is not limited to wheels, but can also be any suitable type of trajectory controller 705 that can contact the support surface (e.g., snow, water, ground, air) on which the tilting vehicle travels, such as skis, continuous tracks, ladders, rudders, or combinations thereof. Therefore, in this specification, the steered wheel is understood to encompass all suitable alternatives conceivable by those skilled in the art.

[0190] In one embodiment, the flywheel assembly 100 and the wheels may also include a drive train assembly 512 that is attached inside or outside the wheels parallel to the flywheel assembly 100 to propel the vehicle wheels.

[0191] Steering link mechanism

[0192] The steering assembly 815 can couple the steering position of one or more flywheel gimbals 112 with the steering position of one or more track controllers 705 using one or more steering link mechanisms 816. The steered component of the steering assembly 815 may be referred to as the steered assembly. The steering link mechanism 816 can pivot the steering position of the flywheel gimbal 112 proportionally with respect to the steering position of one or more track controllers 705.

[0193] As shown in FIGS. 9-13 and FIGS. 21-23, in some embodiments, the steering link mechanism 816 of the steering assembly 815 can be composed of a rigid connection portion / link mechanism. In one embodiment, this rigid connection enables the relative steering positions of the various components of the steering assembly 815 to be reliably steered / controlled simultaneously. In one embodiment, this rigid link mechanism can be composed of a mechanical link mechanism, a hydraulic link mechanism, any non-deformable component, or a combination thereof.

[0194] In one embodiment, two interconnected hydraulic steering actuators can be used as a means of rigidly and proportionally interconnecting the steering positions of two steered components of the steering assembly. These two interconnected steering actuators can transfer hydraulic fluid from one to the other as a means of transmitting the displacement of one to the other. In one embodiment, the actuator of the steering motor 142 is used to provide assistance to the steering controller, and the two interconnected hydraulic actuators can be used as the steering link mechanism 816 that proportionally transmits mechanical displacement from one steered component to the other.

[0195] The sum of the force applied to the steering assembly 815 and the force applied from the steering assembly 815 can determine the steering position of the steering assembly 815. The steering assembly 815 can be steered by the force from the steering controller 850, the force from the flywheel gimbal 112, and the force from the orbit controller 705.

[0196] In one embodiment, one or more steering link mechanisms 816 can be realized by two or more steering actuators 818 whose positions are linked to each other according to a predetermined steering ratio. According to this, when the steering actuator 818 is high-speed, powerful, and highly accurate enough to maintain the relative position well, depending on the situation, the steering actuator 818 can be used as the steering link mechanism 816 and also as the steering actuator 818 at the same time. In a preferred embodiment, in consideration of the requirements of such a steering actuator 818, a mechanical link mechanism can be used instead of using an electromechanical actuator interconnected as a steering link mechanism.

[0197] To realize the steering link mechanism 816 having a rigid coupling (for example, simultaneous positioning) function of the steering position of the orbit controller 705 with respect to the steering position of the flywheel gimbal of the steering assembly 815, it may be suitable to use an electric linear actuator as an adjustable-length steering rod. According to this, furthermore, it becomes possible to apply a bias (for example, a bias between the steering position of the flywheel gimbal 112 with respect to the steering position of the orbit controller 705) between the steered components of the steering assembly 815. Thereby, while maintaining the linkage of the steering position by the steering link mechanism, it becomes possible to adopt cooperative steering (for example, independent steering of each component) under special conditions.

[0198] Using a plurality of steering actuators 818 as a steering link mechanism, or using a linear actuator as the steering link mechanism 816 (for example, instead of the motor steering link mechanism 132), under some special conditions (for example, during emergency steering), (for example, constituted by a steering link mechanism that relatively determines the steering position of components) the simultaneous steering instantaneously switches to cooperative steering, and according to this cooperative steering, it becomes possible to steer the steering position of the flywheel gimbal 112 independently to some extent with respect to the steering position of the trajectory controller 705. (For example, use the bias between the steering positions commanded to the plurality of steering actuators or linear actuators as the bias from the motor steering link mechanism 132.)

[0199] In one embodiment, the special condition for starting the transition from simultaneous steering to cooperative steering (for example, independent steering) is when the steering torque of the driver in question reaches a predetermined limit. (For example, when the vehicle tilts towards a nearby wall substantially parallel to the current trajectory and the driver applies a steering torque exceeding the predetermined limit to prevent the vehicle's trajectory from colliding with the wall and regain stability, the steering controller 850 inserts a bias into the steering command of the steering actuator 818 that steers the flywheel gimbal 112, applies a roll torque to regain balance, and instantaneously performs cooperative steering by steering the steering actuator of the trajectory controller away from this direction.)

[0200] Another case of an embodiment using cooperative steering (for example, independent steering) of the steering actuator 818 used as the steering link mechanism is when the steering controller 850 is equipped with a distance measurement camera for detecting the presence of an obstacle along the side of the vehicle, thereby restricting steering in that direction and regaining balance without a collision.

[0201] In one embodiment that uses coordinated steering (e.g., independent steering) of the steered component under special conditions, when these special conditions are eliminated, the steering controller 850 is used to slowly reduce the bias inserted between the steering positions of the steered components (e.g., return the linear actuator to its normal length or reduce the bias between the steering positions of the actuator used as the steering link mechanism 816), thereby returning to the simultaneous steering function of the steering link mechanism that relatively steers the position of the trajectory controller 705 and the position of the flywheel gimbal 112 with respect to each other.

[0202] One or more steering link mechanisms 816 can substantially center (e.g., to the normal orientation) at least one of the flywheel gimbals 112, at least one trajectory controller 705, and at least one steering controller 850 when one of them is centered.

[0203] In this situation, it can be understood that the centering orientation of the trajectory controller 705 is a state where the vehicle is traveling on a straight track, and the centering orientation of the flywheel gimbal 112 is a state where the rotation axis of the flywheel is substantially perpendicular to the longitudinal axis of the vehicle.

[0204] The steering link mechanism 816 can orient the steering of one or more flywheel gimbals 112 such that when the vehicle is steered to the left, it generates a substantially rightward roll torque on the tilt assembly, and when the vehicle is steered to the right, it generates a substantially leftward roll torque on the tilt assembly. Thereby, the roll torque due to the combined steering of at least one flywheel gimbal 112 and at least one trajectory controller 705 can enhance at least a part of other effects on the stability and agility of the vehicle.

[0205] When steering to the right, a steering rate is generated that displaces the steering orientation of the trajectory controller 705 to the right, and it will be appreciated that the flywheel assembly 100 applies torque in a direction to tilt to the left, at least partially about the roll axis of the tilt assembly. When steering to the left, a steering rate is generated that displaces the steering orientation of the trajectory controller 705 to the left, and it will be appreciated that the flywheel assembly 100 applies torque in a direction to tilt to the right, at least partially about the roll axis of the tilt assembly.

[0206] During forward movement of the vehicle, if the tilt assembly rolls due to an externally applied lateral force, the flywheel gimbal 112 applies a steering torque to steer one or more trajectory controllers 705 to induce the tilted vehicle 500 within its roll and generate a roll torque in the tilt assembly that at least partially compensates for this externally applied lateral force. This can at least partially contribute to enhancing the stability of the tilt assembly. In one embodiment, this effect can at least partially contribute to the stability of the vehicle.

[0207] One or more steering link mechanisms 816 that couple the components of the steering assembly 815 can be provided as appropriate from the group consisting of a belt with pulleys, gears, interconnected hydraulic actuators, interconnected electromechanical actuators, interconnected universal joints, a connecting rod connected to the steering arm, or other suitable means for connecting the steering of the steering assembly 815.

[0208] In one embodiment, the stiffness and strength of the steering link mechanism 816 contribute to the synchronization of the forces applied by the steered components and the synchronization of the steering positions of the steered components, and contribute to reducing the power required for the steering actuator 818 to balance the vehicle.

[0209] In one embodiment, the rigidity and strength of the steering link mechanism 816 can reduce the steering vibrations that occur under conditions such as overturning, snake-like movement, and wobbling.

[0210] In one embodiment, the rigidity and strength of the steering link mechanism 816 can reduce the vibrations caused by inappropriate steering lead and lag between the steered components, which can be a cause of the negative feedback loop.

[0211] Note that if the orientation of the steering link mechanism 816 that links the steering of the orbit controller 705 and the steering of the flywheel gimbal 112 is reversed, the complexity increases. This is because the roll torque caused by the steering of the non-steering gimbal may cancel out the roll torque by the orbit controller depending on the situation, making the system very difficult to operate.

[0212] Note that when reversing the angular momentum stored in the flywheel assembly 100 used in the steering strengthening method (for example, spinning it backward instead of forward), if the steering link mechanism 816 is not changed accordingly, the complexity increases. This is because depending on the situation, the roll torque caused by the steering of the flywheel gimbal does not strengthen the roll torque by the orbit controller but instead opposes it.

[0213] Steering ratio

[0214] The steering ratio can be the ratio of the displacement of a steered component to the corresponding displacement of another steered component linked thereto. The steering ratio can be adjusted to be positive or negative. The steering ratio can be adjusted manually by steering ratio adjustment. The steering ratio can be adjusted by a command transmitted to a steering ratio actuator. The steering ratio can be automatically adjusted by a steering ratio actuator controlled based on appropriate vehicle parameters such as the speed and weight of the vehicle and the angular momentum in one or more flywheel assemblies 100.

[0215] In one embodiment, the steering ratio of the manual operation steering input unit 522, the steered wheel 705, or the flywheel gimbal 112 can be adjusted to improve the steering feedback or control of the steering assembly 815.

[0216] Gimbal ratio adjustment

[0217] The steering ratio of the flywheel gimbal 112 to other flywheel gimbals 112 and / or the track controller can be adjusted by a gimbal ratio adjuster 863.

[0218] The gimbal ratio adjuster 863 can be remotely adjusted by a steering ratio actuator to increase the gimbal steering during low-speed driving or stopping of the vehicle, or to apply an increased roll torque due to a predetermined displacement of the steering assembly 815. Also, according to this, the steering displacement amounts of the track controller 705 and the manual operation steering input unit 522 required to apply the roll torque necessary for balancing the vehicle at low speed can be decreased.

[0219] In one embodiment, the gimbal ratio adjuster 863 can be automatically adjusted based on the speed of the vehicle so as to increase the gimbal steering when the vehicle is at low speed.

[0220] In one embodiment, the gimbal ratio adjuster 863 can be automatically adjusted based on the speed of the vehicle so as to increase the gimbal steering at high speeds of the vehicle.

[0221] In one embodiment, the gimbal ratio adjuster 863 can be adjusted by a steering ratio actuator that changes the effective length of the torque arm of the gimbal 112 of the flywheel. According to this, the amount of steering performed by the steered wheel 705 and the manual steering input unit 522 can be reduced in order to apply the roll torque necessary to balance the vehicle at low or high speeds.

[0222] In one embodiment, by using a plurality of steering actuators 818 as the steering link mechanism, the steering controller 850 can adjust the gimbal ratio adjuster and can use a positive or negative ratio.

[0223] In some embodiments, the steering controller 850 can also adjust the steering ratio of the plurality of steering actuators 818 used as the steering link mechanism 816.

[0224] In one embodiment, by using a plurality of steering actuators 818 to reverse the orientation of the steering link mechanism 816 imparted by the steering motor and simultaneously reverse the rotation of the flywheel, it is possible to use this in the stability enhancement method even after reversing the rotation. Thus, using the flywheel assembly, during low-speed driving of the vehicle, angular momentum in the forward direction is accumulated, the flywheel assembly is steered in the same direction as the trajectory controller, and during high-speed driving of the vehicle, the steering ratio is reversed (for example, to a negative value opposite to the steering direction of the trajectory controller 705), and the rotation direction of the flywheel assembly can be reversed (for example, to spin backward). In one embodiment, if a plurality of steering actuators 818 are used as the steering link mechanism, while reversing the angular momentum accumulated in the flywheel for use in the inertial compensation method (described later), it is possible to maintain a state in which a steering enhancement method can be performed using this.

[0225] Steering controller

[0226] The steering controller 850 can steer the steering assembly 815 based on the received driver's steering 855, the received stability enhancement steering 810, the steering controller assistance 892, or a combination of these elements.

[0227] The steering controller 850 may be similar to the known use of electric power steering found in some automobiles, but has the advantage of improving stability when used with the method of the present disclosure.

[0228] The steering controller 850 can determine the assistance imparted by the steering actuator 818 using one or some combination of an electronic or mechanical analog controller, a microcontroller, a field programmable gate array (FPGA), or other suitable means.

[0229] The steering controller 850 can use a camera, a geographical location device, a magnetometer, other sensors, and peripheral devices to determine the actions to be taken. As will be apparent to those skilled in the art related to the latest technologies of prior art autonomous vehicles, the control means of the present invention can be further configured and adapted as appropriate to support additional known functions. Such additional functions include, for example, position information by a global positioning system (GPS), obstacles, surrounding terrain, vehicle attitude, a camera for detecting weather conditions and LiDAR (light detection and ranging) technology, wireless communication means, AI software functions, etc., and are for remotely operating and / or autonomously driving the vehicle 500 along a predetermined route or to reach a predetermined destination.

[0230] The steering actuator 818 can be a device that steers the steering assembly 815 based on the assistance determined by the steering controller 850. The steering actuator 818 may be a steering motor 142, a mechanical actuator, or a combination of these two types. For example, in one embodiment, the steering actuator 818 can be realized by a combination of a mechanical actuator that transmits force from the manual operation steering input unit 522 to the steered assembly and a steering motor 142 that converts the assistance determined by the steering controller 850 into steering torque applied from the steering motor 142 to steer the steering assembly 815.

[0231] The steering controller 850 can be a means for strengthening the received driver's steering 855 or the received stability-enhanced steering 810, or both, in the direction of the applied torque and in proportion to the applied torque with the assistance of the steering controller 850. Thereby, the driver can steer the vehicle as a normal vehicle (such as a torque control trajectory, etc.) and can steer the vehicle with less effort and in stronger cooperation with the assistance function of the steering controller 850.

[0232] In one embodiment, the steering controller 850 may apply a linearization gain to the received driver steering 855 and / or the received stability enhanced steering 810, and add the result to the determined assistance of the steering controller 850. The steering controller 850 may also determine a centering assistance 882 and a traction assistance 883 for adding to the determined assistance of the steering controller 850.

[0233] In one embodiment, the steering controller 850 may linearize the steering response of the steering assembly 815 based on the vehicle speed sensor 808, the steering position sensor 954, the steering ratio, the angular momentum stored in the flywheel assembly 100, and other parameters that affect the steering response.

[0234] In one embodiment, the linearization gain may be reduced during high-speed driving in order to linearize the response of the assistance of the steering controller 850.

[0235] In one embodiment, the steering controller assistance 892 can be supplemented by the centering assistance 882. The centering assistance 882 can be adjusted based on the speed of the vehicle. The centering assistance 882 can improve comfort and maintain the steering assembly 815 near the centering position when no steering input is applied by the driver 855. According to this, by applying a precession torque about the roll axis, the steering assembly 815 can be maintained in a state far from the steering position limit where the balance of the tilt assembly cannot be taken by the steering of the flywheel gimbal, so that the tilt assembly is more likely to maintain an upright state. In other words, by using the centering assistance 882, the steering assembly 815 can be reliably maintained in a centered state around a desired direction (for example, around a normal orientation or a desired steering position), and the steering assembly 815 can be prevented from reaching the maximum steering position.

[0236] Note that the steering assembly 815 may not be able to steer the vehicle to the right and left sides at an angle greater than the maximum steering position (e.g., typically about 80°), and it will be understood that the precession torque about the roll axis of the vehicle generated by a given steering speed may decrease as the steering position increases to the right or left side.

[0237] The centering assist 882 can supplement the assistance of the steering controller 850 with a steering force in a direction away from the centered steering position. The steering torque acting away from the centered steering position may be similar to a known force generated by the steering geometry of a normal motorcycle traveling at a forward speed within a stable range. This assistance of the steering controller 850 in a direction away from the centered position can produce a self-centering effect because it causes a compensating tilt angle error 855 that steers in a direction toward the centered position when the profile is appropriately adjusted.

[0238] In one embodiment, at low vehicle speeds or in a parking mode state, the centering assist 882 from the steering controller 850 may be increased to enhance the vehicle's self-balancing ability.

[0239] The steering controller 850 may apply a roll torque by sending a command to the drive train assembly 512 when the steering angle is large enough that the contact point of the vehicle on the support surface is displaced substantially laterally with respect to the center of mass.

[0240] This method is similar to the balance of an inverted pendulum that maintains balance by displacing the contact point on the support surface. This technique may be incorporated into the steering controller 850 that already has a stability enhancement method.

[0241] The steering controller 850 may be configured to increase the use of the drive train assembly 512 to apply roll torque when the steering angle exceeds a preset value to the right or left.

[0242] According to the combination of the roll torque using the drive train assembly 512 due to the lateral displacement of the track controller 705 on the support surface and the roll torque due to the steering of the steering assembly 815, a plurality of advantages can be obtained. At low vehicle speeds or when the vehicle is stopped, when the steering angle of the steering assembly 815 is large, the roll torque at a given steering speed decreases, but the roll torque due to a given displacement of the drive train can increase. Therefore, they can complement each other's ability to apply roll torque at various steering angles.

[0243] In one embodiment, the vehicle can be accelerated forward or backward on the steered track using front-wheel drive or rear-wheel drive to apply the corresponding roll torque.

[0244] In one embodiment, a general electric bicycle equipped with a rear hub motor can be used to apply balance roll torque by steering the steering assembly when the steering angle is low and by moving the vehicle laterally using the drive train assembly 512 when the steering angle is high.

[0245] In one embodiment, two balance supports may be automatically and gradually switched based on the position of the steered assembly.

[0246] The steering controller 850 can track the forward and backward displacements performed to balance the vehicle via the drive train assembly 512 and maintain this value approximately at zero using a closed-loop displacement controller 888. With the closed-loop displacement controller 888, the steering controller 850 can limit the sum of the forward and lateral displacements performed to balance the vehicle. The closed-loop displacement controller 888 can also compensate for the forces applied to the drive train assembly 512 by a non-flat support surface.

[0247] The steering controller 850 can determine the ratio of the roll torque applied by the steering actuator 818 to the roll torque applied by the drive train assembly 512 using a linearization coefficient automatically adjusted based on the vehicle speed sensor 808 and the steering position sensor 954.

[0248] In one embodiment, the steering controller 850 may apply the assistance by the steering actuator 818 and the assistance by the drive train assembly 512 based on the determined ratio, and may also reverse the direction of the assistance applied by the drive train assembly 512 with respect to the steering angle in the left direction. This is because when the steering direction of the steering assembly is reversed, the direction of the roll torque applied by the drive train assembly 512 can also be reversed.

[0249] By using the steering controller 850 as a steering damper, many types of steering vibrations can be suppressed. The steering controller 850 measures the steering torque from the steering assembly 815 and can limit this if an undesirable force is detected by means of steering damper assistance. The steering torque from the steering assembly 815 can be determined by comparing the angular acceleration of the steering assembly 815 with the steering torque applied thereto.

[0250] The various vibrations of the steering assembly 815 are known to those skilled in the art, and methods of identifying and limiting them are also known.

[0251] However, operating a single motor simultaneously and / or sequentially as an actuator for a steering damper, an adjustable centering force, a gimbal actuator and / or a power steering and / or a gimbal 112 of a flywheel is considered an improvement over the current state-of-the-art technology.

[0252] The steering actuator 818 of the steering controller 850 can apply a determined steering torque to the steering assembly 815. The steering actuator 818 can also be used as a brake or a generator for absorbing steering kickback or vibration from the steering assembly 815 as needed.

[0253] The steering actuator 818 of the steering controller 850 is, for example, a torque motor that operates as a torque control motor, and the torque from the manual operation steering input unit 522 and the steering torque from the steering assembly 815 enable the steering assembly 815 to be steered while reducing interference from the steering motor 142.

[0254] The steering motor 142 of the steering controller 850 can also operate as a torque control motor based on feedback from the angular velocity and acceleration measured by the steering position sensor 954. Using this feedback, for example, the influence of the steering torque from the steering assembly 815 can be limited, and vibrations caused by impacts, for example, that the vehicle applies to the road surface can be restricted. The steering controller 850 that controls the steering motor 142 can apply a steering torque by increasing the gain in the direction opposite to the angular velocity and acceleration detected by the steering position sensor 954. The feedback of the steering motor 142 may be used, in one of the embodiments, to control the level of feedback from the road transmitted to the driver 855 via the manual operation steering input unit 522. The feedback of the steering motor 142 may be used as a damper that restricts steering vibrations depending on the speed of the vehicle.

[0255] In one embodiment, while the vehicle is moving at a low speed, an increase in steering friction due to the tires rubbing against the ground can be compensated for by the feedback of the steering motor 142.

[0256] In one embodiment, when the vehicle speed is low, the feedback of the steering motor 142 may increase the gain in the direction opposite to the angular velocity and acceleration detected by the steering position sensor 954 to provide additional assistance. For example, the steering actuator can control the steering speed when the vehicle is traveling at a low speed and / or control the steering torque when the vehicle is traveling at a high speed. This can be achieved, depending on the embodiment, by switching between various levels of assistance defined by a linearization gain, and can be done gradually between different speeds (for example, between a low vehicle speed (from about 0 km / h to about 10 km / h) and a high vehicle speed).

[0257] In one embodiment, the steering motor 142 of the steering controller 850 can be operated as a torque control motor with adjustable feedback assistance of the steering motor 142. The method used in some embodiments acts like a PID (proportional-integral-derivative) loop that reduces the speed and acceleration of the steering motor 142, where "P" can be torque, "I" can be the speed of the steering motor 142, and "D" can be the acceleration of the steering motor 142. In one embodiment, these PID coefficients in the feedback of the steering motor 142 can be automatically adjusted by the steering controller 850 based on the speed of the vehicle determined by a predetermined profile.

[0258] Note that the definition of PID presented in this specification is not limited to the conventional strict definition of PID, and in this disclosure, PID can include simple PD assistance, feedforward assistance, or fuzzy logic assistance.

[0259] When the driver's steering torque 857 is manually applied to the steering controller 850, the steering controller 850 measures the driver's steering torque 857 with the steering torque sensor 953 and multiplies the measured value by a linearization gain to determine the assistance for the corresponding steering actuator 818. The corresponding steering command can be applied to the steering assembly 815 by the steering motor 142 in combination with the assistance of other steering controllers 850. The driver's steering torque 857 applied to the steering controller 850 can also be mechanically transmitted to the steered assembly 899 by a mechanical actuator (e.g., a bicycle stem and a bicycle handlebar tube) to provide a redundant path for the driver to apply the steering torque. Thereby, even when a failure occurs in the assistance of the steering motor 142 of the steering controller 850, the driver can steer the vehicle using the manual operation steering input unit 522 (e.g., as a torque control trajectory with position feedback when the vehicle is traveling at high speed, and increasing the steering to balance at low speed) to balance the vehicle.

[0260] The steering controller 850 can be made of components similar to those of a well-known electric power steering of an automobile.

[0261] In one embodiment, this means that when the steering controller 850 fails, i.e., when additional steering torque cannot be applied, the manual steering remains operable. Therefore, it may be possible to manually steer the vehicle by the driver's steering 855.

[0262] The various components and internal structures of the device for realizing the assistance of the steering actuator 818 may be known in the art and are not limited thereto.

[0263] In one embodiment, a steering controller 850 can be used to apply a linearization gain to the signals of the driver's steering and the stability enhancement steering 810 to determine the assistance of the corresponding steering controller 850.

[0264] In one embodiment, the steering controller 850 can apply centering assistance, traction assistance, steering feedback assistance, and steering damper assistance. One embodiment can also include a mechanical path for transmitting the driver's steering torque 857 to the steered assembly 899.

[0265] In one embodiment, a manual operation steering input unit 522 can be used to apply the driver's steering torque 857 or receive feedback from the steering controller 850.

[0266] In one embodiment, a steering handle 522 similar to that used in a general bicycle can be used as a manual operation steering input unit 890 for receiving the driver's manually applied steering command 898.

[0267] Many other types of interfaces, such as side handles, steering wheels, foot steering, joysticks, etc., can be suitable for the driver to transmit steering commands to the steering controller 850 and / or receive steering feedback. In this embodiment, the advantage of redundant means of ensuring stability can be obtained by using the driver's steering mechanically transmitted to the steering assembly 815 and the assistance of the steering controller provided via the steering actuator 818.

[0268] As is known in automobiles and other vehicles, a steer-by-wire system may be used as an intermediate step between the driver 855 and the steering controller 850. According to this, the steering controller 850 can obtain means to improve the user experience, which is realized by adjusting the steering ratio, flexible steering input, and attenuating feedback by adjusting the parameters of the closed-loop controller of the motor that controls the position and reads the torque applied to the manual steering input unit 522.

[0269] When the driver's steering command 898 is a signal transmitted to the steering controller 850, similar to the above-described other embodiments having a manual steering input unit, the steering controller 850 can use the signal to determine a corresponding steering torque for controlling the steering trajectory in a direction opposite to the applied torque. According to this, it is possible to simply control the vehicle's trajectory using a signal without interfering with the vehicle's function of self-balancing by the stability enhancement method, which is exactly the operating mode of the manual steering input unit.

[0270] In one embodiment, the received driver's steering command 898 can be linearized by the steering controller to generate a steering trajectory proportional to the received steering command 898.

[0271] In one embodiment, the components of the steering controller 850 can be arranged at various positions. In one embodiment, the steering motor is arranged inside the vehicle body of the vehicle, and the manual steering input unit 522 can be arranged outside the vehicle to receive the driver's steering torque 857. Therefore, one embodiment can have a steering assembly 815 steered by a mechanical steering actuator 818 received from the manual steering input unit 522 and a steering motor 142 controlled with the assistance of the determined steering controller 850.

[0272] The steering controller 850 can use a plurality of steering actuators 818 that simultaneously transmit steering forces from different steering motors 142 and / or mechanical actuators while realizing simultaneous steering. In this case, these steering actuators need to have sufficient power to reduce lead-lag and maintain the steering ratio.

[0273] In one embodiment, by selecting appropriate peak torque, output, and control loops, these motors can be used as a steering link mechanism that simultaneously steers the position of the orbit controller 705 and the position of the flywheel gimbal according to a predetermined ratio. In this case, the steering ratio and their positions between these motors used as the steering link mechanism 816 can be correlated by a general "PID" loop, where "P" can be the difference between these target positions (which may include a bias under special conditions for coordinated steering), "I" can be the speed, and "D" can be the acceleration. Note that the steering controller 850 can multiply the assistance of the steering controller 850 by the steering ratio of each steering actuator and then add this to the P component of each steering actuator to be controlled.

[0274] It should be noted that this "PID" loop needs to be noted so as not to be confused with other "PID"s based on other definitions.

[0275] Note that the steering motor 142 may be a purely mechanical system such as a hydraulic actuator or a pneumatic actuator, or an electromechanical system such as a torque motor, a DC motor, or a stepping motor through a direct drive configuration or a suitable geared transmission.

[0276] The steering controller assistance 892 may be configured by a simpler system that implements assistance having only a part of the disclosed functions. In one embodiment, more complex assistance functions can be provided only when necessary (e.g., manually or automatically enabled / disabled). For example, in one embodiment, the assistance 850 of the steering controller can provide assistance to the stability enhancement controller 809 only when there is a request from the driver 855.

[0277] In one embodiment of using the steering enhancement method, when the vehicle operates under given conditions, the stability enhancement steering 810 may be reduced and adjusted to use only the force amplification by the steering controller 850. According to this, under the said conditions, the driver 855 can more controllably steer the steered assembly 899 with the assistance 892 of the steering controller reduced.

[0278] The steering motor 818 can be connected to the steered assembly 899 by a belt and pulley, a steering rod, a gear, or their equivalents.

[0279] In one embodiment, a timing belt may be used to connect a high-torque electric motor used as the steering actuator 818 of the steering controller 850 to the steered assembly 899. According to this, the system can achieve a preferable reduction ratio, backlash-free operation, low cogging torque, low-noise operation, and easy installation.

[0280] Adjustment of the driver ratio

[0281] The adjustment of the driver ratio can be used for adjusting the steering ratio between the manual operation steering input unit 522 and the steering assembly 815.

[0282] In one embodiment, this driver ratio adjustment may be manually adjusted according to the preference of the driver 855.

[0283] Also, the driver ratio adjustment may be automatically adjusted by the steering ratio actuator 862 based on the vehicle speed or other parameters suitable for improving the driver 855's experience. By using this, for example, when balancing a vehicle during low-speed driving, the displacement of the manual steering input section 522 performed by the steered assembly 899 can be reduced.

[0284] The driver ratio adjustment 861 may be realized by a system as shown in one embodiment, or may be fabricated in the same manner as other known power steering systems using an electrically variable gear ratio.

[0285] Flexible steering input section

[0286] The flexible steering input section 574 can link the manual steering input section 522 to the steering assembly 815. In one embodiment, a rapid position change of the steering assembly 815 is transmitted to the driver 855, which may be uncomfortable. The rapid position change of the steering assembly 815 can be caused by road unevenness, a collision with the tilt assembly, headshake, tankslapper-style vibration, or strong assistance from the steering controller 850. By installing the flexible steering input section 574 between the manual steering input section 522 and the steering actuator 818, a certain degree of flexibility can be provided between the positions of these components. The flexible steering input section 574 may be manually adjusted or automatically adjusted based on road conditions or the user's preference. Therefore, the flexible steering input section 574 can be a means of providing the driver 855 with improved comfort and protection from sudden steering of the steered assembly 899 during various events such as impacts and / or loss of traction.

[0287] The flexible steering input 574 may be any of a spring, a gas spring, rubber, a torsion bar, compliant mechanisms, or any other known equivalents, or a combination thereof.

[0288] In one embodiment, the flexibility of the flexible steering input 574 may be adjusted manually by the user.

[0289] In one embodiment, the flexibility of the flexible steering input 574 may be adjusted automatically by the steering controller 850.

[0290] In one embodiment, the flexible steering input 574 may be adjusted in a manner similar to known uses of active suspensions, the purpose being, for example, to reduce steering feedback to the driver in the event of sudden position changes of the steering assembly 815 due to road surface irregularities or other similar conditions.

[0291] In one embodiment, a mechanical steering damper may be installed between the steering of the steering assembly 815 and the vehicle body to limit sudden feedback to the driver due to position changes of the steering assembly 815. This should not be confused with other uses of the damper (e.g., a shock absorber installed between the steering assembly and the vehicle body to dampen the steering assembly).

[0292] In one embodiment that does not use the torque control trajectory of other embodiments described herein, the steering torque applied by the driver 855 to the manual steering input unit 522 and transmitted to the steering controller 850 via the flexible steering input unit 574 is measured by the steering force sensor 953, and the steering controller 850 uses this to determine a steering torque that is in the opposite direction to the torque applied to the manual steering input unit 522 and greater than the applied force, applied by the steering actuator 818. Thereby, the driver can steer the vehicle as a position control steering device with a force feedback function. Thereby, a behavior similar to that of a normal automobile that steers in the direction of the torque applied as a position control input can be realized. Assisting the driver's manually applied steering force in the direction opposite to this driver's steering force can affect the operation of the system, while the other disclosed assistance and advantages can still be realized while enabling other functions. In this method, the driver's dependence on the steering controller that reverses the applied torque increases, and it is necessary to further adapt the driver's steering method to compensate for a failure of the steering actuator. (For example, the driver may need to suddenly reverse the applied steering torque and start steering the steering input unit as a torque control trajectory rather than a position control trajectory.) It will be understood that using the steering controller 850 to assist the driver's manually applied steering force in the direction opposite to this driver's steering force will degrade the function of the system that cooperates with the driver's applied steering force and compensates for a failure of the steering actuator.

[0293] Operation of the steering enhancement method

[0294] Figure 7 outlines the overall operation of the steering enhancement method. The respective steerings of driver 855 and stability enhancement controller 809 can be integrated by steering controller 850. According to the steering enhancement method, driver 855 can operate the system with the same steering commands used to steer a normal motorcycle moving forward within the stable speed range. This means that the driver can perform steering and counter-steering to maintain balance while directing the trajectory. Different from other systems using assistance and gyroscopes, this control method can be performed with a more predictable steering response and more general steering control. Therefore, the system can achieve higher controllability and safety, and a certain degree of natural redundancy.

[0295] In one embodiment, driver 855 can apply a driver's steering torque 857 to manual operation steering input unit 522 that is in the opposite direction of the desired steering trajectory and approximately proportional to the desired steering angle.

[0296] As will be appreciated here, the driver 855 can steer the steering assembly 815 (e.g., such that a torque control trajectory controller steers in a direction opposite to and substantially proportional to the applied torque) so that the driver steers a typical motorcycle traveling at a forward speed within a stable range. This can mean the following. That is, according to the method, when the vehicle is moving forward, the driver can apply a certain steering torque to the left to generate an initial steering angle to the left, a tilt to the right, and finally a steady-state tilt to the right (e.g., while maintaining a steering angle according to a corresponding driver command and balancing the lateral centrifugal force and gravity), and further generate a steering angle to the right and a steering trajectory for turning to the right thereby. Further, by gradually removing the steering torque applied by the driver steering 855 to the steering assembly 815, it can also mean that the system can return the steering trajectory to a straight line (e.g., a centering position or a normal position). The speed at which the system returns to the straight-line trajectory can be determined by the set centering assistance. Also, according to the described method, the driver can feel the position feedback from the steering assembly by holding the manual operation steering input unit 522 during the process.

[0297] In one embodiment of a typical motorcycle during low-speed travel or stop that employs the disclosed steering enhancement method, due to the steering of the steered assembly 899 by the steering controller 850 and the stability enhancement controller 809, a balance roll torque is generated even at such speeds, so that the balance can be taken without putting a foot on the ground. Further, the steering of the steering assembly 815 performed to balance the vehicle can be at least partially automatically performed by the stability enhancement controller 809 and the steering controller 850.

[0298] As can be understood here, the driver 855 can steer the steering assembly 815 (for example, such that the torque control trajectory controller steers in a direction opposite to and substantially proportional to the applied torque) so that the driver steers a typical motorcycle traveling at a forward speed within a stable range while the vehicle is stopped. According to this method, in such a situation, the driver can generate an initial steering angle to the left, a tilt to the right, and finally a substantially vertical steady state by applying a certain steering torque to the left (for example, while maintaining a steering angle according to the corresponding driver command and balancing gravity), and further, can generate the resulting steering positions to the right respectively. This may also mean that by gradually removing the steering torque applied by the driver steering 855 to the steering assembly 815, the system can return the steering direction forward (for example, to the centering position or the normal position). The speed at which the system returns the steering direction to a straight trajectory can be determined by the set centering assistance.

[0299] In one embodiment, the driver 855 may steer the vehicle's trajectory by moving the weight substantially proportionally to a desired steering angle toward the desired trajectory side. According to this, the driver can steer the vehicle without using the handlebar during high-speed travel (for example, like a properly designed motorcycle traveling at a stable speed range), or during low-speed travel or when stopped.

[0300] Furthermore, the steering due to the precession motion of the flywheel assembly 100 in the flywheel gimbal 112 can steer the trajectory controller 705 (for example, by applying a steering torque) so as to cancel at least a part of the lateral force applied to the tilt assembly by steering the vehicle in the falling direction when the vehicle is moving forward at a sufficient speed.

[0301] The disclosed embodiments show several combinations of elements that enable the use and operation of the steering enhancement method. One skilled in the art should be able to determine multiple combinations, orientations, and adjustments of the elements in the disclosed method to suit other uses or improvements of the steering enhancement method.

[0302] In one embodiment, the method of using and attaching the kit can include the steps of providing an articulated vehicle 500, providing a steering enhancement device, equipping the provided steering enhancement device to the articulated vehicle so that stability enhancement and / or steering enhancement are provided during operation, boarding the articulated vehicle, and accelerating the vehicle.

[0303] In one embodiment, the method of enhancing stability and / or steering includes the steps of starting a turn by manually applying a steering force (e.g., in a direction opposite to the intended trajectory), measuring / detecting the manually applied steering command, measuring the external force applied to the articulated vehicle, determining the tilt angle error, determining a stability enhancement command, determining a steering command based on the determined stability enhancement command and the measured manually applied steering command, steering a steerable component (e.g., a flywheel gimbal) of an inertial compensation device to engage the articulated vehicle in the intended trajectory using at least one of steering assistance and stability assistance, and repeating at least one of the previous steps.

[0304] Inertial Compensation Method

[0305] The disclosed inertial compensation method can make it possible to at least partially compensate for the centrifugal force generated when a roll-unstable vehicle (e.g., a tilting vehicle and a non-tilting vehicle) turns. By compensating for the centrifugal force by this inertial compensation method, the risk of a non-tilting vehicle rolling over and the risk of a tilting vehicle losing control / balance can be reduced. Further, according to the compensation for the centrifugal force by this inertial compensation method, when this is used for a tilting vehicle 500, the tilting angle required to compensate for the centrifugal force applied to the tilting assembly can be reduced.

[0306] A non-tilting vehicle adopting the disclosed inertial compensation method can be, for example, a typical narrow-gauge vehicle such as a narrow tandem car or a small single-seater car. When a general non-tilting vehicle turns, in order to generate a roll torque that compensates for the roll torque 900 due to the centrifugal force, it may be necessary to move the weight of the vehicle to the wheels on the outer side of the turn. In a general non-tilting vehicle 603 that does not adopt the method, there may be a case where the centrifugal force cannot be compensated by the weight transfer unless more than 100% of the weight of the vehicle is applied to the wheels on the outer side of the turn and the vehicle does not take the risk of rolling over. As a result, the maximum roll torque 900 based on the centrifugal force that a normal vehicle can safely compensate is limited, and the speed and agility of these vehicles accordingly are also limited.

[0307] Most tilt vehicles are suitable for the application of the disclosed inertia compensation method. A typical tilt vehicle 500 can tilt the tilt assembly while the vehicle is turning to counteract the centrifugal force with the gravitational force applied to the tilt assembly and maintain balance. A typical tilt vehicle 500 usually takes time to start tilting before turning and also takes time to stop tilting before the vehicle stops turning. Depending on the situation, the agility and safety may be reduced due to the time required to control the tilt angle before and after turning. Also, if traction is lost while the vehicle is tilted and turning, the centrifugal force that counteracts the gravity acting on the vehicle's center of mass is suddenly lost, which may cause a problem as it may lead to tipping over. Also, the maximum speed at which the tilt vehicle 500 can turn may be limited by the maximum tilt angle at which the vehicle or the occupant can remain in contact with the ground without touching it. Using this inertia compensation method, reducing the tilt angle required to counteract the centrifugal force can increase the maximum steering angle achievable at a given speed and shorten the time required to control the tilt during turning.

[0308] The disclosed inertia compensation method may use one or more flywheel assemblies 100 whose axis of rotation is at least partially oriented along the transverse axis of the vehicle. The axis of rotation of the flywheel assembly 100 used in this method rotates at least partially about the yaw axis along with the rotation of the vehicle when the vehicle turns, applying a precession torque that at least partially counteracts the corresponding centrifugal force. In this method, the total angular momentum in the rearward direction can be accumulated in one or more flywheel assemblies 100 to generate a precession torque about the roll axis that at least partially compensates for the roll torque due to the centrifugal force when the vehicle is turning.

[0309] When the vehicle is turning, as the vehicle and its flywheel assembly 100 rotate about the yaw axis, a precession torque is generated about the roll axis towards the inside of the turn due to the angular momentum of the flywheel assembly. Therefore, as the flywheel assembly 100 spins in the rearward direction, a roll torque can be generated that at least partially compensates for the centrifugal force. The disclosed inertial compensation method can at least partially compensate for the centrifugal force present during a turn by the precession torque about the roll axis generated by the rotation of the vehicle's flywheel axle 105 about the yaw axis when the vehicle is turning while moving forward.

[0310] In one embodiment, the method of using and installing the kit may include providing an inclined vehicle 500, providing an inertial compensation device, installing the provided inertial compensation device on the inclined vehicle so as to provide enhanced stability during operation, boarding the inclined vehicle, and accelerating the vehicle.

[0311] In one embodiment, the method for realizing the inertial compensation may include 1) reading a vehicle speed sensor, 2) obtaining the required angular momentum, 3) reading a flywheel speed sensor 807, 4) respectively adjusting the rotational speed of each flywheel assembly 100 positively or negatively with an angular momentum controller 880, and repeating the previous steps.

[0312] The disclosed inertial compensation method can also include adjusting the total rearward angular momentum stored in one or more flywheel assemblies 100. The angular momentum controller 880 can at least partially compensate for the roll torque 900 caused by a greater centrifugal force that occurs when a vehicle traveling at high speed turns with a greater rearward angular momentum.

[0313] In one embodiment, the flywheel assembly 100 used to apply the method may be attached to the vehicle, and its axis of rotation may be substantially horizontal in order to provide means for adopting the inertial compensation method.

[0314] In one embodiment, when the speed of the vehicle increases, by increasing the total backward angular momentum stored in the flywheel assembly 100, it is possible to at least partially compensate for the greater centrifugal force (e.g., roll torque) generated during turning.

[0315] In one embodiment, the total backward angular momentum may be controlled using a flywheel assembly 100 spinning forward and another flywheel assembly 100 spinning backward.

[0316] In one embodiment, to increase the total backward angular momentum, the angular momentum controller 880 may decelerate the flywheel assembly 100 spinning forward. Similar to a general hybrid vehicle or electric vehicle, an electric motor for spinning the flywheel assembly 100 is used to transfer and receive the energy stored as kinetic energy in the rotating mass 118 of the flywheel, and the total backward angular momentum can be controlled.

[0317] In one embodiment, by increasing the rotational speed of the flywheel assembly 100 spinning backward, based on the measured forward speed of the vehicle, the total backward angular momentum can be increased.

[0318] In one embodiment, the total backward angular momentum may be adjusted based on the vehicle speed sensor 808. In one embodiment, the angular momentum controller 880 may adjust the speed of the flywheel rotating mass 118 to apply the disclosed inertial compensation method.

[0319] In some embodiments, energy may be transferred between the drive train assembly 512, the vehicle battery 513, and the flywheel assembly 100 to control the total backward angular momentum stored in the flywheel assembly 100.

[0320] The disclosed inertia compensation method may use a flywheel assembly 100 that is mechanically rotatably coupled to the rotation of a propulsion motor or a wheel such that the angular momentum of the flywheel increases in proportion to the speed of the vehicle.

[0321] This inertia compensation method may be employed in a vehicle using a ski, a steering float, a ladder, or a similar device for steering the vehicle's path.

[0322] Also, this inertia compensation method can be used to improve the dynamic stability of a vehicle in a boat, a snowmobile, a personal watercraft, and other types of vehicles.

[0323] Operation of the inertia compensation method

[0324] The disclosed inertia compensation method can be operated as a normal vehicle with improved dynamic and power characteristics such as regenerative braking and maximum peak power output.

[0325] Dynamics enhancement method

[0326] The dynamics enhancement method combines a steering enhancement method and an inertia compensation method, combining the respective advantages and sharing components to be used.

[0327] The tilting vehicle 500 may include a flywheel assembly 100 that spins in an appropriate direction and at an appropriate speed for simultaneous application of a steering enhancement method and an inertia compensation method. One or more flywheel assemblies 100 can be steered by the flywheel gimbal 112 and used for application of the steering enhancement method, while at the same time being used for control of the total angular momentum in the rear direction to apply the inertia compensation method. According to this, this dynamics enhancement method can possibly apply a balancing force and at the same time reduce the tilting angle required for turning. Therefore, the dynamics enhancement method can improve agility, stability, and controllability by combining the steering enhancement method and the inertia compensation method and using at least one flywheel assembly 100 in the combination of these two methods.

[0328] The flywheel assembly 100 used for application of the steering enhancement method may or may not be used simultaneously for application of the inertia compensation method. Also, a certain flywheel assembly 100 may be used for application of the inertia compensation method, but does not necessarily have to be used for the steering enhancement method. With the disclosed dynamics enhancement method, a person skilled in the art in the field of vehicle dynamics can determine the quantity of the flywheel assemblies 100, the angular momentum accumulated in the flywheel assemblies 100, and their use based on vehicle design, required stability, required agility, and desired control level.

[0329] In one embodiment of the disclosure, when the vehicle is traveling at a low speed, the dynamics enhancement method can be applied by substantially spinning two or more flywheel assemblies 100 in opposite directions to at least partially reduce the total angular momentum in the rear direction.

[0330] In some embodiments, also when the vehicle is traveling at a high speed, the angular momentum of the flywheel assembly 100 spinning in the forward direction can be reduced to at least partially increase the total angular momentum in the rear direction and reduce the required tilting angle.

[0331] In some embodiments, the gimbal 112 of the flywheel of the flywheel assembly 100 may be steered as described for the steering enhancement method to apply a roll torque to the tilting vehicle 500. In one embodiment, the steering controller 850 uses the measured speed of the vehicle and the angular momentum controller 880 to adjust the speed of each flywheel assembly 100 to generate the total rearward angular momentum required to employ the inertial compensation method.

[0332] In some embodiments, the angular momentum in the steerable flywheel assembly 100 may be determined and the linearization gain applied to the assistance of the steering controller 850 may be adjusted.

[0333] In some embodiments, the centering assistance 882 for compensating the tilt angle error 885 corresponding to the precession torque about the roll axis may be adjusted based on the total rearward angular momentum stored in the flywheel assembly 100, the vehicle speed, the mass of the vehicle, and the reduction of the corresponding tilt angle.

[0334] In one embodiment of the present invention, the method for realizing dynamics enhancement includes the steps of providing an inclined vehicle having a dynamics enhancement device, driving the vehicle, starting a turn by manually applying a steering force (e.g., in a direction opposite to the intended trajectory), measuring / detecting the manually applied steering command, measuring the external force applied to the inclined vehicle, obtaining an inclination angle error, determining a stability enhancement command, determining a steering command based on the determined stability enhancement command and the measured manually applied steering command, steering a steerable component (e.g., a flywheel gimbal) of an inertia compensation device to engage the inclined vehicle with the intended trajectory using at least one of steering assistance and stability assistance, reading a vehicle speed sensor, determining the corresponding angular momentum of each flywheel, adjusting the angular momentum of the flywheel with an angular momentum controller 880, and repeating the previous steps.

[0335] Description of Embodiment

[0336] FIG. 1 is a front perspective view showing an embodiment of a bicycle that can be used to apply a steering enhancement method or apparatus, an inertia compensation method or apparatus, and / or a combination of these two methods and / or two apparatuses, such a combination being referred to as a dynamics enhancement method or apparatus.

[0337] Next, referring to FIG. 2, the figure is a schematic view of an embodiment of a general electric bicycle, and the bicycle can be used as an inclined vehicle 500 equipped with a system necessary for applying a steering enhancement method.

[0338] As shown in FIG. 6, in some embodiments, the control box 140 can include a steering motor 142 of a steering controller 850 that is attached to the head tube of the bicycle and steers the front fork 514. The steering controller 850 can use a steering motor 142 with a rotary output shaft 144, and the rotary output shaft can be connected to the fork 514 by a belt and pulley to steer the fork 514.

[0339] In one embodiment, the fork 514 can be used as a steering link mechanism 816 that couples the steering of the track controller 705 with the steering of a flywheel assembly 100 located inside the front wheel. Also, this bicycle fork can also function as a flywheel gimbal 112 that changes the orientation of the flywheel axle 105 to apply a precession torque about the roll axis of the leaning vehicle 500.

[0340] In one embodiment, the bicycle stem includes a steering torque sensor 953 and can be considered part of the steering controller 850. As will be appreciated by those skilled in the art, a general strain gauge or other torque measuring device can be used to provide a measuring function to a mechanical component.

[0341] In one embodiment, the manual steering input 522 can also be considered part of the steering controller 850.

[0342] The manual steering input 522 may include a steering torque sensor 953. The steering torque 857 of the driver that the driver 855 can apply to the manual steering input 522 can be measured by the steering torque sensor 953. The steering controller 850 can use the measured value of the steering torque sensor 953 to determine its contribution to the assistance of the steering controller 850.

[0343] In one embodiment, the control box 140 includes a part of the components of the steering controller 850 and may also include the stability enhancement controller 809 and its components. The control box 140 may also include a steering position sensor 954 connected to measure the steering angle of the steered assembly 899. The steering controller 850 may use a magnet provided on the side surface of the wheel and a hall sensor that measures the rotation of the magnet provided on the front fork 514 as means for the vehicle speed sensor 808 to determine the speed of the vehicle. The steering controller 850 may use a multi-turn encoder provided on the steering motor 142 as means for the steering position sensor 954 to detect the steering angle.

[0344] In one embodiment, two wheel facing covers 524 may be used to rotatably connect the rear wheel 508 to the rear wheel axle of the bicycle. Depending on the embodiment, the rear wheel 508 may not include the flywheel assembly 100.

[0345] In one embodiment, two wheel facing covers 524 are used to rotatably connect the front wheel 506 to the front flywheel axle 105 of the bicycle. In one embodiment, the front flywheel axle 105 may be connected to the fork 514. This flywheel axle 105 may be a component of the flywheel assembly 100 located inside the front wheel 506 and between the two facing covers 524. The rotating mass body 118 of the flywheel can usually spin forward. The flywheel rotating mass body 118 can rotate freely with respect to the front wheel 506.

[0346] One preferred method for determining the speed of the flywheel is to use the flywheel's motor as the flywheel speed sensor 807. This can involve measuring the back electromotive force, rectification frequency, or high-frequency injection to determine the speed or position of the rotor. Also, a common sensor such as a hall motor encoder can be used as an integral part of the flywheel's motor and used as the flywheel speed sensor 807. All of these methods and components can be replaced with any suitable alternative means known to experts in motor design.

[0347] As shown in FIG. 5, the flywheel assembly 100 can include a flywheel axle 105 with a bearing 108 attached to a bearing holder 109. The bearing holder 109 can rotatably attach the flywheel's rotating mass body 118 and the flywheel's rotor 106 to the flywheel axle 105. The flywheel's stator 104 can be fixed to the flywheel axle 105, for example, and apply an electromagnetic force to rotate the flywheel's rotor 106 and the flywheel's rotating mass body 118.

[0348] The electric bicycle can supply power from its battery to the stability enhancement controller 809, the flywheel assembly 100, and the stability enhancement controller 809.

[0349] To drive the rear wheel 508, a drive train assembly 512 can be attached to the vehicle chassis 502. The drive train assembly can be a common mid-drive electric motor combined with pedal power.

[0350] As described in the description of the stability enhancement method, and as shown in FIG. 7, the steering controller 850 can supplement the driver steering 855 with the assistance of the steering actuator 818, and this assistance can be configured to also include other assistance (e.g., stability enhancement steering 810, centering assistance, steering damper assistance, and traction assistance).

[0351] Referring to FIG. 3, the figure shows yet another embodiment of a general electric bicycle, which can be used as a vehicle 600 with a roll-unstable wheel equipped with a system necessary to apply an inertia compensation method.

[0352] In one embodiment, two wheel-facing covers 524 can be used to rotatably connect the front wheel 506 to the axle of the front fork 514. In one embodiment, the front wheel may not include a flywheel assembly 100.

[0353] In one embodiment, two wheel-facing covers 524 can be used to rotatably connect the rear wheel 508 to the flywheel axle 105 at the rear of the bicycle. In one embodiment, the rear flywheel axle 105 can be attached to the vehicle chassis 502. This flywheel axle 105 can be a component of the flywheel assembly 100 located inside the rear wheel 508 and between the two facing covers 524. The rotating mass body 118 of this flywheel can spin in the rearward direction. The flywheel rotating mass body 118 can rotate freely with respect to the rear wheel 508.

[0354] The angular momentum controller 880 can be arranged in the control box 140. The angular momentum controller 880 can adjust the total angular momentum in the rear direction by adjusting the angular velocity of the flywheel rotating mass body 118 of the rear wheel. The angular momentum controller 880 can be electrically connected to the battery 513 of the electric bicycle. The angular momentum controller 880 can use a magnet and a hall sensor provided on the facing cover 524 as means for the vehicle speed sensor 808 to detect the speed of the vehicle. The inertial compensation method can use the steering controller 850 together with a part of the functions used in the embodiment of FIG. 2, but when the flywheel assembly 100 is not attached to the front wheel, the precession torque due to the steering of the front flywheel is not used.

[0355] In one embodiment, the steering controller 850 can include an angular momentum controller 880 for adjusting the total angular momentum in the rear direction and reducing the inclination angle required when turning.

[0356] The driver can operate in an embodiment as a normal electric bicycle with a small inclination angle when turning.

[0357] The driver can program or adjust the total angular momentum in the rear direction automatically applied by the angular momentum controller 880 based on the vehicle speed sensor 808.

[0358] FIG. 4 shows another embodiment that combines the features of the embodiments shown in FIGS. 2 and 3 to realize an electric bicycle to which a steering enhancement method, an inertial compensation method, or a dynamics enhancement method is applied.

[0359] In one embodiment, the control box 140 can include a steering controller 850 together with a stability enhancement controller 809 and components for its angular momentum controller 880. These components can be functionally communicable with each other.

[0360] Signals from many of the sensors described for applying the steering enhancement method and the inertia compensation method can be shared by the steering controller 850.

[0361] One embodiment may use the same steering assembly 815 as in the embodiment of FIG. 2 and the same rear wheels and rear flywheel assembly as in the embodiment of FIG. 3.

[0362] In one embodiment, the angular momentum controller 880 of the steering controller 850 can adjust the total rearward angular momentum when the vehicle speed increases to improve dynamic stability and reduce the tilt angle. The angular momentum controller 880 can also cause sufficient angular momentum to spin forward to be accumulated in the front flywheel 100 in order to enable a desired level of precession motion by the stability enhancement method.

[0363] Next, refer to FIGS. 8 - 11. These figures show embodiments in which features that can be used for the application of the steering enhancement method, the inertia compensation method, and the dynamics enhancement method can be combined in alternative embodiments of an inclined vehicle (e.g., a motorcycle). These embodiments show that various similar or alternative embodiments can provide other means for implementing a dynamics enhancement method with the functions necessary for the implementation of the method, and that they can include various types of enhancement devices.

[0364] In one embodiment, a steering assembly 815 can be used that includes two flywheel assemblies 100 located inside the vehicle chassis 502. Each flywheel assembly 100 can be located inside the gimbal 112 of the flywheel. The front flywheel assembly 100 can normally rotate forward, and the rear flywheel assembly 100 can normally rotate rearward. The flywheel assembly 100 and the gimbal 112 of the flywheel can be oriented to apply a precession torque about the roll axis of the motorcycle when the steering assembly 815 is steered.

[0365] The gimbal 112 of the two flywheels can be steered in opposite directions to each other by the counter-rotating gimbal steering link mechanism 134 and can also center with each other. The steering motor 142 can be arranged within the control box 140. The rotary output shaft of the steering motor 142 protrudes outward from the upper center of the control box 140, for example, to actuate the steering motor arm 145. Thus, one end of the steering motor arm 145 can be attached to the shaft of the steering motor 142, and the other end of the steering motor arm 145 can be pivotally connected to the motor steering link mechanism 132. The control box 140 can be connected to the vehicle chassis 502. The motor steering link mechanism 132 can associate the steering position of the steering motor 142 with the steering position of the gimbal 112 of the flywheel.

[0366] The front steering link mechanism 133 can transmit steering between the steering motor arm 145 and the front fork 514 and can center with each other.

[0367] In some embodiments, the driver 855 can steer and balance the vehicle using the manual operation steering input unit 522. The manual operation steering input unit 522 can include a steering torque sensor 953 that sends a signal to the rest of the steering controller 850.

[0368] In some embodiments, the motor steering link mechanism 132, the front steering link mechanism 133, and the counter-rotating gimbal steering link mechanism 134 function as one steering link mechanism 816 to simultaneously steer the steering of the trajectory controller 705 and the gimbal of the flywheel (e.g., by a rigid joint between components). According to this steering link mechanism 816, the roll torques due to the steering of a plurality of components can surely contribute to each other because they are in the same direction and in the direction opposite to the steering trajectory. This multi-steering link mechanism 816 can also transmit the steering torque from the gimbal 112 of the flywheel that steers the trajectory controller 705 in a direction away from the roll torque applied to the tilt assembly.

[0369] In one embodiment, the trajectory controller 705 is the front wheel 506.

[0370] In one embodiment, similar to that in FIG. 4, a flywheel assembly 100 can be provided inside the front wheel 506 and the rear wheel 508.

[0371] In some embodiments, while using skis or floats instead of actual wheels, the functions for applying a dynamics enhancement method, a steering enhancement method, or an inertia compensation method can be maintained.

[0372] Some embodiments (e.g., embodiments using skis or floats) can be implemented as normal motorcycles with improved agility and stability control.

[0373] As shown in FIGS. 12 and 13, the embodiments of FIGS. 8-11 may include a gimbal ratio adjuster 863. This gimbal ratio adjuster 863 may include a steering ratio actuator that varies the effective length of the torque arm of the flywheel gimbal 112. The gimbal ratio adjuster 863 may be pivotally connected to one end of the motor steering link mechanism 132 and the side surface of the flywheel gimbal 112. Thereby, the flywheel gimbal 112 can be rigidly steered together with the rest of the steering assembly 815 while enjoying the advantages of an adjustable steering ratio. The gimbal ratio adjuster 863 can increase the steering ratio of the flywheel gimbal 112 by shortening the distance between the end of the motor steering link mechanism 132 and the gimbal axis 845, or can decrease the steering ratio by lengthening this distance.

[0374] FIG. 14 is a side perspective view showing an embodiment including a system for applying a dynamics enhancement method. This embodiment includes a steering actuator 818 for steering the flywheel gimbal 112 mounted on the motorcycle chassis, a plurality of steering motors 142 as a steering link mechanism, a manual operation steering input section 522, and a steered wheel 506.

[0375] Under special situations such as collisions or loss of traction, by using a plurality of steering motors, it may be temporarily possible to apply a precession torque about the roll axis using independent steering (e.g., coordinated steering) of the flywheel gimbal 112 with respect to other components of the steering assembly without affecting the steering of the trajectory controller 705. Note that the system can automatically return to simultaneous steering of these components when this special situation returns to normal.

[0376] The steering controller 850 can automatically increase or decrease the steering ratio based on the set driver preferences, vehicle speed, and other vehicle parameters, using the actuator of the gimbal ratio adjuster 863. In one embodiment, when the vehicle is traveling at low speed, the steering ratio of the gimbal may be increased to increase the roll torque applied to balance the vehicle during steering while it is traveling at low speed or stopped. Also, in one embodiment, the steering controller 850 may increase the linearization gain 881 applied to the steering controller assist 892, or increase the steering ratio of the flywheel gimbal 112 during low-speed driving to make the vehicle more stable, easier to drive, and / or more comfortable.

[0377] The actuator of the gimbal ratio adjuster 863 can be a lead screw, a rack and pinion, a hydraulic pump, an interconnected servo motor, or any other known means for adjusting the ratio between two rotational motions (e.g., the effective length of a torque arm). In yet another embodiment, the motorcycle of FIG. 8 can include a plurality of steering motors 142 for linking and steering the positions of the components of the steered assembly 899. By using a plurality of steering motors 142 as the mechanical steering linkage mechanism 816 between the components, the ability to apply steering enhancement methods, inertia compensation methods, and dynamics enhancement methods can be maintained. The high output requirements necessary to achieve synchronization of the plurality of steering motors 142 and a rigid link of the components of the steering assembly 815 can be achieved, for example, by appropriate adjustment and sizing of the linked steering motors 142.

[0378] Referring comprehensively to FIGS. 15 to 23, in another embodiment of the present invention, a system can be installed on a three-wheeled motorcycle 560 to enable the application of a dynamics enhancement method, a stability enhancement method, or an inertia compensation method. The three-wheeled motorcycle 560 can include a pair of rear wheels 508 attached to an inclination mechanism 562 connected to the rear end of the vehicle chassis 502. The three-wheeled motorcycle 560 can be used as an inclined vehicle 500.

[0379] Each wheel of the pair of rear wheels 508 attached to the inclination mechanism 562 can include a flywheel assembly 100 attached to its center and normally rotating in the rearward direction.

[0380] The inclination mechanism 562 can be appropriately configured to incline the rear wheels 508 parallel to the chassis 502 in a state where the three-wheeled motorcycle 560 is inclined with respect to the ground and the rear wheels are in contact with the ground. This movement of the inclination mechanism 562 can be confirmed in FIGS. 16, 18, and 20.

[0381] The three-wheeled motorcycle 560 can include a steering assembly 815 including a front fork 514, a front wheel 506, and a flywheel assembly 100 disposed inside the front wheel 506 and normally rotating in the forward direction.

[0382] In one embodiment, the front wheel 506 can function as an orbit controller 705, and the front fork 514 can function as a flywheel gimbal 112.

[0383] As shown in the enlarged views of FIGS. 21, 22, and 23, the manual operation steering input portion 522 of the three-wheeled motorcycle 560 is attached to a steering handle axle 564 pivotally attached to the vehicle chassis 502, enabling the driver to steer the front fork 514 while seated.

[0384] In one embodiment, the driver 855 may include a flexible steering input section 574 from the steering controller 850. The flexible steering input section 574 may link the steering of the manual operation steering input section 522 and the steering of the front fork 514.

[0385] The flexible steering input section 574 can be appropriately configured to transmit the movement of the steering applied to the manual operation steering input section 522 to the front fork 514 with at least some linear flexibility. The linear flexibility of the flexible steering input section 574 can be realized by a gas in a pneumatic cylinder, an elastomer, a coil spring, or any other component that can deform when a force is applied and return to its original shape when the force is removed. The flexibility of the flexible steering input section 574 can be adjusted by the driver 855. By using a pneumatic cylinder spring with adjustable pressure, the driver can obtain a means to adjust the flexibility of the flexible steering input section 574.

[0386] In one embodiment, the flexible steering input section 574 may include one end pivotally connected to an adjustable fork lever 568 extending laterally from the vehicle front fork 514. This adjustable fork lever 568 can be configured so that the user can selectively adjust the driver ratio adjustment 861 between the manual operation steering input section 522 and the front fork 514. The other end of the flexible steering input section 574 may be rotatably connected to a steering wheel lever 570 extending laterally from the steering wheel axle 564. The driver ratio adjustment can be exemplified as a slide nut adjustment section 572 in an elongated slot along the adjustable fork lever 568. Note that other known means can also be used to provide the driver ratio adjustment to the driver.

Claims

1. A steering enhancement device that can be connected to an inclined vehicle in order to improve steering and stability, wherein the steering enhancement device is This includes a steering controller, and the steering controller is At least one driver input unit for receiving steering commands from the driver, At least one tilt angle error sensor, A stability enhancement controller for determining a stability enhancement steering command in order to reduce the tilt angle error determined based on the signal of at least one tilt angle error sensor, Includes at least one steering actuator that is connectable to the track controller of the inclined vehicle and applies actuator steering force to the track controller based on support commands of the force steering controller, The support command of the force steering controller is determined based at least on the driver's steering command and the stability-enhancing steering command received, The steering enhancement device further includes at least one flywheel assembly, and the at least one flywheel assembly is A flywheel rotating mass that spins during the operation of the steering enhancement device, A motor for spinning the at least one flywheel to provide a portion of the total angular momentum of the at least one flywheel, The steering enhancement device further includes a connecting interface and at least one of at least one steering linkage mechanism, The coupling interface is for attaching the at least one flywheel assembly to the track controller such that when the track controller is steered to the first steering position, the at least one flywheel assembly is simultaneously steered to the first steering position. The at least one steering linkage mechanism is connectable to the trajectory controller and connected to the at least one flywheel gimbal assembly such that when the trajectory controller is steered to the first steering position, at least one flywheel gimbal assembly is simultaneously steered to a corresponding second steering position according to a predetermined steering ratio. The gimbal of at least one flywheel is The tilting assembly of the tilting vehicle includes at least one gimbal axis that is pivotably connected to the tilting assembly so as to be substantially perpendicular to the long axis of the tilting assembly of the tilting vehicle, The axis of rotation of the at least one flywheel assembly is pivotably connected substantially perpendicular to the axis of the at least one gimbal, When the steering enhancement device is connected to the inclined vehicle, the steering of the inclined vehicle's track controller applies precessional roll torque from the at least one flywheel assembly at least partially toward the right side of the inclined vehicle when the steering speed is toward the left side of the inclined vehicle, and applies precessional roll torque from the at least one flywheel assembly at least partially toward the left side of the inclined vehicle when the steering speed is toward the right side.

2. The steering commands of the aforementioned driver are: A steering force sensor for measuring the steering force applied by the driver to steer the inclined vehicle, and The steering enhancement device according to claim 1, provided by at least one of the autonomous driving systems that generate the driver's steering commands.

3. The steering commands of the aforementioned driver are: A transmitter that transmits steering commands of the driver, which are detected by the driver interface and generated by the driver, and The steering enhancement device according to claim 1, provided by at least one of the autonomous driving systems that generate the driver's steering commands.

4. The aforementioned at least one steering link mechanism is a mechanical steering link mechanism, A rigid link mechanism with a fixed steering ratio. A linkage mechanism with an adjustable steering ratio, and Flexible steering linkage mechanism with fixed or adjustable flexibility Includes at least one of the following: The steering ratio and flexibility can be adjusted manually or automatically by the steering controller. The at least one steering actuator is configured to transmit the steering force of the driver to the trajectory controller and to provide a mechanical connection between the steering controller and the trajectory controller. In the event of a failure of the steering controller, the at least one steering actuator is configured to allow the driver to manually steer the inclined vehicle along a torque-controlled trajectory. The steering enhancement device according to claim 1, wherein the at least one flywheel assembly provides a passive stabilization effect by applying precessional roll torque during steering.

5. The at least one steering link mechanism is a mechanical steering link mechanism, A rigid link mechanism with a fixed steering ratio. A linkage mechanism with an adjustable steering ratio, and Flexible steering linkage mechanism with fixed or adjustable flexibility Includes at least one of the following: The steering ratio and flexibility can be adjusted manually or automatically by the steering controller. The at least one steering actuator is configured to transmit the steering force of the driver to the trajectory controller and to provide a mechanical connection between the steering controller and the trajectory controller. In the event of a failure of the steering controller, the at least one steering actuator is configured to allow the driver to manually steer the inclined vehicle along a torque-controlled trajectory. The steering enhancement device according to claim 2, wherein the at least one flywheel assembly provides a passive stabilization effect by applying precessional roll torque during steering.

6. The at least one steering link mechanism is a mechanical steering link mechanism, A rigid link mechanism with a fixed steering ratio. A linkage mechanism with an adjustable steering ratio, and Flexible steering linkage mechanism with fixed or adjustable flexibility Includes at least one of the following: The steering ratio and flexibility can be adjusted manually or automatically by the steering controller. The at least one steering actuator is configured to transmit the steering force of the driver to the trajectory controller and to provide a mechanical connection between the steering controller and the trajectory controller. In the event of a failure of the steering controller, the at least one steering actuator is configured to allow the driver to manually steer the inclined vehicle along a torque-controlled trajectory. The steering enhancement device according to claim 3, wherein the at least one flywheel assembly provides a passive stabilization effect by applying precessional roll torque during steering.

7. The at least one steering linkage mechanism includes at least one steering actuator, and the at least one steering actuator is A first steering actuator for steering the trajectory controller to the first steering position, A second steering actuator for steering a first gimbal of at least one flywheel gimbal to the second steering position, or a combination of the second steering actuator and one or more additional steering actuators, The one or more additional steering actuators steer the trajectory controller, one or more gimbals of the at least one flywheel gimbal, and at least one combination thereof to an additional steering position. The first steering actuator and the second steering actuator, and if the one or more additional steering actuators are included, the one or more additional steering actuators, function as a coordinating unit to dynamically link the first steering position and the second steering position, and, if the additional steering position exists, the additional steering position. The synchronization between the actuators is continuous or event-driven, based on conditions including at least one of vehicle speed, tilt angle, traction state, and external force. The synchronization includes applying variable force ratios and position ratios between the actuators, thereby enabling dynamic adjustment of the mechanical response and contribution of each actuator, and including temporarily reducing or disabling the contribution of one or more actuators under defined conditions. The dynamic adjustment of the steering ratio and force contribution between the actuators is as follows: A predetermined or programmable steering ratio, Force transmission flexibility ratio, and One or more vehicle parameters selected from vehicle speed, vehicle weight, and angular momentum of at least one flywheel, Based on one or more of the following, The aforementioned synchronization is To generate individual support commands for each actuator at the controller level, or Interpreting shared support commands at the actuator level and dynamically adjusting the actuator output based on the ratio and conditions, The steering enhancement device according to claim 1, which is performed by any of the following means.

8. The at least one steering linkage mechanism includes at least one steering actuator, and the at least one steering actuator is A first steering actuator for steering the trajectory controller to the first steering position, A second steering actuator for steering a first gimbal of at least one flywheel gimbal to the second steering position, or a combination of the second steering actuator and one or more additional steering actuators, The one or more additional steering actuators steer the trajectory controller, one or more gimbals of the at least one flywheel gimbal, and at least one combination thereof to an additional steering position. The first steering actuator and the second steering actuator, and if the one or more additional steering actuators are included, the one or more additional steering actuators, function as a coordinating unit to dynamically link the first steering position and the second steering position, and, if the additional steering position exists, the additional steering position. The synchronization between the actuators is continuous or event-driven, based on conditions including at least one of vehicle speed, tilt angle, traction state, and external force. The synchronization includes applying variable force ratios and position ratios between the actuators, thereby enabling dynamic adjustment of the mechanical response and contribution of each actuator, and including temporarily reducing or disabling the contribution of one or more actuators under defined conditions. The dynamic adjustment of the steering ratio and force contribution between the actuators is as follows: A predetermined or programmable steering ratio, Force transmission flexibility ratio, and One or more vehicle parameters selected from vehicle speed, vehicle weight, and angular momentum of at least one flywheel, Based on one or more of the following, The aforementioned synchronization is To generate individual support commands for each actuator at the controller level, or Interpreting shared support commands at the actuator level and dynamically adjusting the actuator output based on the ratio and conditions, The steering enhancement device according to claim 4, which is performed by any of the following means.

9. The steering controller determines an assist command including a linearization gain based on at least one of the following: the speed of the inclined vehicle, the angular momentum and position of the steered flywheel assembly, a precession force correlated with at least one flywheel speed, a steering ratio between the trajectory controller and the flywheel gimbal assembly, and a measured steering position. The steering enhancement device according to claim 1, wherein the linearization gain includes a damping component configured to modify at least one torque assist applied by the steering actuator and to reduce actuator acceleration in response to an increase in vehicle speed.

10. The inclined vehicle is steerable as a torque-controlled track controller, and the driver's steering command is Mechanically connected steering input section, An interconnected actuator system that provides proportional torque-based control, and A physically operated remote steering interface that electronically transmits torque input. A torque input applied via at least one of the following: The steering enhancement device according to claim 1, wherein the trajectory controller provides position feedback to the driver via the steering input unit.

11. The steering reinforcement device according to claim 1, which is a steering reinforcement kit that can be connected to the tilting vehicle or the steering of the tilting vehicle.

12. The steering controller is connectable to the drivetrain assembly of the inclined vehicle and determines a drivetrain control command to operate the drivetrain such that when the first steering position is off-center, the drivetrain applies a driving force to displace the contact point of the track controller relative to the support surface of the inclined vehicle, thereby causing the drivetrain assembly to apply roll torque to the center of gravity of the inclined vehicle. The steering enhancement device according to claim 1, wherein the drivetrain control command is determined based on at least one of the tilt angle error and the orientation of the first steering position.

13. By increasing the speed of the flywheel rotating mass of the at least one flywheel assembly, energy is stored as kinetic energy, The steering enhancement device according to claim 1, wherein a portion of the stored kinetic energy can be transmitted to the motor as an electric current.

14. The flywheel is mounted inside the vehicle wheel, The flywheel is configured to reduce vibration transmission, tolerate misalignment or deformation during operation, and improve durability, manufacturability, and operational comfort through a compliant mechanical interface. motor, and, Support vehicle structure, The steering enhancement device according to claim 1, which is coupled to at least one of the following.

15. The trajectory controller includes at least one steered wheel, The steering enhancement device according to claim 1, wherein the flywheel assembly is mounted coaxially within the track controller.

16. The at least one flywheel assembly includes a motor, the motor is During braking or deceleration, the system receives current from the propulsion motor of the inclined vehicle to increase the rotational speed of the flywheel mass, thereby storing kinetic energy as angular momentum. By reducing the rotational speed, the current is regenerated, and the regenerated current is transmitted to the propulsion motor for acceleration or propulsion. The current is exchanged with the battery of the aforementioned tilting vehicle, Based on vehicle speed measurement, the angular momentum is dynamically adjusted to generate a roll torque that at least partially compensates for the centrifugal force during a turn. The steering enhancement device according to claim 1, configured as described above.

17. An inertia compensation device that can be connected to a vehicle to improve the vehicle's dynamics, wherein the inertia compensation device comprises: A flywheel assembly comprising a flywheel rotating mass that spins during the operation of the inertia compensation device, and a motor for providing a portion of the total angular momentum of the flywheel rotating mass by spinning the flywheel rotating mass, Vehicle speed sensor and Equipped with an angular momentum controller, The angular momentum controller is configured to increase the total rearward angular momentum in the at least one flywheel assembly as the vehicle speed increases, at least in part, based on measurements from the vehicle speed sensor, thereby at least in part compensating for the centrifugal force present when the vehicle is turning at the speed measured by the vehicle speed sensor. An inertia compensation device, wherein the at least one flywheel assembly is connected to the vehicle such that it precesses at least partially on the roll axis of the vehicle when the vehicle is rotating around the yaw axis.

18. The vehicle is a roll-unstable vehicle, The inertia compensation device according to claim 17, wherein the centrifugal force compensation reduces the risk of rollover or lateral instability when the vehicle is turning.

19. The inertia compensation device according to claim 17, which is a compensation device kit that can be connected to the vehicle or the steering wheel of the vehicle.

20. An assembly, (i) An inertia compensation device that can be attached to an inclined vehicle in order to improve vehicle dynamics, (ii) A steering enhancement device that can be connected to the inclined vehicle in order to improve steering and stability, The inertia compensation device is, A flywheel assembly comprising a flywheel rotating mass that spins during the operation of the steering enhancement device, and a motor for providing a portion of the total angular momentum of the at least one flywheel by spinning the at least one flywheel, Vehicle speed sensor and The angular momentum controller is configured to increase the total rearward angular momentum in the at least one flywheel assembly of the inertia compensation device as the vehicle speed increases, based at least in part on measurements from the vehicle speed sensor, thereby at least partially compensating for the centrifugal force present when the inclined vehicle is turning at the speed measured by the vehicle speed sensor. The at least one flywheel assembly of the inertia compensation device is connected to the inclined vehicle such that it precesses at least partially on the roll axis of the inclined vehicle when the inclined vehicle rotates around the yaw axis. The steering enhancement device includes a steering controller, at least one flywheel assembly, and at least one of a connecting interface and at least one steering linkage mechanism. The steering controller is At least one driver input unit for receiving steering commands from the driver, At least one tilt angle error sensor, A stability enhancement controller for determining a stability enhancement steering command in order to reduce the tilt angle error determined based on the signal of at least one tilt angle error sensor, Includes at least one steering actuator that is connectable to the track controller of the inclined vehicle and applies actuator steering force to the track controller based on support commands for the force steering controller, which are determined based at least on the driver's steering commands and the stability-enhancing steering commands received, The at least one flywheel assembly of the steering reinforcement device is A flywheel rotating mass that spins during the operation of the steering enhancement device, A motor for giving a portion of the total angular momentum of at least one flywheel by spinning at least one flywheel, The coupling interface is for attaching the at least one flywheel assembly of the steering enhancement device to the track controller such that when the track controller is steered to the first steering position, at least one flywheel assembly of the steering enhancement device is simultaneously steered to the first steering position. The at least one steering linkage mechanism is connectable to the trajectory controller and connected to the at least one flywheel gimbal assembly such that when the trajectory controller is steered to the first steering position, at least one flywheel gimbal assembly is simultaneously steered to a corresponding second steering position according to a predetermined steering ratio. The gimbal of the at least one flywheel of the steering enhancement device is The tilting assembly of the tilting vehicle includes at least one gimbal axis that is pivotably connected to the tilting assembly so as to be substantially perpendicular to the long axis of the tilting assembly of the tilting vehicle, The rotation axis of the at least one flywheel assembly of the steering enhancement device is pivotably connected substantially perpendicular to the axis of the at least one gimbal, When the steering enhancement device is connected to the inclined vehicle, the steering of the inclined vehicle's track controller applies precessional roll torque from at least one flywheel assembly of the steering enhancement device at least partially toward the right side of the inclined vehicle when the steering speed is directed toward the left side of the inclined vehicle, and applies precessional roll torque from at least one flywheel assembly of the steering enhancement device at least partially toward the left side when the steering speed is directed toward the right side. (iii) An assembly wherein the at least one flywheel assembly of the steering enhancement device and the at least one flywheel of the inertia compensation device are configured to operate simultaneously or alternately.

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