Vehicle balancing system

Abstract

The present invention relates to a vehicle with a balancing system. The vehicle (100) includes an actuator unit (205) fixed to a first portion (270) of a frame assembly (105). A torque enhancer unit (210) is configured to provide a driving force from the actuator unit (205) to a steering shaft (212). The torque enhancer unit (210) is compactly disposed above a head pipe (106). A balancing steering angle (A) is determined based on inputs received from a plurality of sensors (230, 240, 250, 260). s ) and estimate the actual steering angle (A s and a balancing control unit (235) for triggering the actuator unit (205) in comparison with the steering angle (S) of the actuator unit (205). The present invention can balance the vehicle by effectively providing a balancing steering angle to the actuator unit (205).

Description

Technical Field

[0001] The present invention relates to a saddle-type vehicle that requires balancing, and more specifically to a balancing system for a saddle-type vehicle.

Background Art

[0002] Generally, vehicles such as four-wheelers or higher-order multi-wheelers are balanced and do not require any additional balancing except in cases such as cornering. Furthermore, today's four-wheel vehicles can perform one autonomous task at a time. For example, most of these vehicles incorporate autonomous safety-oriented functions such as automatic lane keeping or adaptive cruise control. Some other advanced four-wheel vehicles can perform two autonomous tasks at a time, for example, perform lane keeping in addition to steering, or perform automatic braking and adaptive cruise control. That is, four-wheel vehicles are implementing these electric power assisted systems (EPAS) and electronic stability programs (EPS).

[0003] However, there is a large gap in autonomy for two-wheel or three-wheel vehicles, which are usually saddle-ride type vehicles. Even before considering autonomy, there are significant challenges in balancing saddle-ride type vehicles. Unlike four-wheel or more vehicles, saddle-ride type vehicles are unstable and tend to roll to one side or tip over. Vehicles including two-wheel and three-wheel vehicles are steered by operating a handlebar to operate one or more front wheels. The rider must exert a high steering force to maneuver the vehicle. At low speeds, the inertial force of the steering system becomes high, causing fatigue to the rider and making it even more difficult to perform the maneuvering to balance the vehicle.

Summary of the Invention

Problems to be Solved by the Invention

[0004] In conventional two-wheeled vehicles and certain types of three-wheeled vehicles, the rider must continuously and consciously perform steering operations to maintain balance and prevent falls. The reason for this is that, unlike four-wheeled vehicles, saddle-riding vehicles are also affected by external parameters such as irregular road surfaces or changes in ground friction due to rain. These external parameters make the vehicle highly unstable or unbalanced, which generally leads to falls or accidents. For novice riders, this is an even greater problem because they lack the knowledge of the forces required or the steering angles required for balancing. The amount of steering torque and steering angle to be applied cannot be measured by novice riders unless they are experienced riders. Even for experienced riders, such continuous and conscious steering causes fatigue, especially in traffic situations. That is, the rider of the vehicle realizes that it is difficult to balance the vehicle while operating at low speeds.

[0005] Some attempts have been made in the art to assist the rider in steering operations. This can reduce steering fatigue, but there are problems with balancing instability and require steering skills (direction angle and force / torque). According to one solution, the rear wheel of the vehicle is controlled to provide balance. This complicates the entire system, and moreover, it is difficult to implement such a mechanism on a small saddle-riding type vehicle. Further, in some other known designs, the handlebar is disconnected from the steering system. This is different from the conventional design, so the rider requires special training to adapt. The rider will not receive any road feedback. Due to the lack of feedback, the rider feels disconnected from the road conditions, thereby deteriorating the riding comfort.

[0006] In certain other systems known in the art, to achieve balance, the torque on the wheels is modified by providing positive or negative acceleration. While this may provide balance, such techniques are undesirable because they cause changes in the acceleration or deceleration of the vehicle and can lead to accidents. Without the driver's intention or knowledge, the vehicle may accelerate or decelerate to gain stability and collide with the vehicle in front or be hit by the vehicle behind (during sudden deceleration).

[0007] Furthermore, in some solutions, it has been proposed to modify the steering ratio between the input shaft and the steering shaft, which is inconsistent for saddle-ride vehicles (two-wheeled or three-wheeled vehicles), and the vehicle may respond differently in different states (steering ratios), which may cause confusion in the rider's mind and make the driving unpredictable. A sense of security during driving is one of the major challenges for such systems.

[0008] Furthermore, certain types of vehicles tend to switch between positive trail and negative trail during steering assist to balance. Since the handlebar position, effective seat height, wheelbase, etc. may be changed for each trail of the steering system, the user experiences different driving postures and may cause serious discomfort during driving.

[0009] Thus, there is a need to provide a balancing system and method for a vehicle that can provide vehicle stability and balance without the need to modify (dynamically) the riding posture or vehicle dynamics. The system needs to be able to provide feedback to the rider without disconnecting the steering system from the rider input.

[0010] Accordingly, the present invention provides a balancing system and method that addresses the foregoing and other problems of the prior art.

Means for Solving the Problems

[0011] The operating method of the balancing system for balancing a vehicle according to the present invention includes the step of receiving information from a plurality of sensors of the vehicle. The plurality of sensors mainly includes angle sensors. The plurality of sensors provides information corresponding to the dynamic state of the vehicle to the balancing control unit. The balancing steering angle is calculated based on the information received by the balancing control unit for the plurality of sensors. The actuator unit is connected to the steering system to achieve the balancing steering angle for steering the steering system of the vehicle. This applies the balancing steering angle to achieve balancing, and then the balancing steering angle is compared with the actual steering angle given by the rider. By comparing or identifying the difference between the balancing steering angles, the balancing control unit can identify the rider's intention. Thereby, based on the difference between the actual steering angle and the steering angle, the system identifies the updated vehicle running state. Then, the system updates the balancing steering angle based on the updated vehicle running state, and accordingly, steers the steering system, whereby the actuator unit is driven to achieve stability.

[0012] The method and system of the present invention gives the balancing steering angle, and at the same time recognizes the rider's intention, thereby first performing the balancing operation and then performing the rider's intention steering operation.

Brief Description of the Drawings

[0013]

Figure 1

Figure 2

Figure 3a

Figure 3b

Figure 4

Figure 5a

Figure 5b

Mode for Carrying Out the Invention

[0014] A detailed description of the invention will be described with reference to the accompanying drawings, which relate to a two-wheeled saddle-ride vehicle that is an embodiment of the present invention. However, the present invention is not limited to the illustrated embodiments. In the figures, the same or similar numerals are used throughout to refer to functions and components.

[0015] In one embodiment of the present invention, the method of operating the balancing system includes actuating the actuator unit by applying an actuator angle, which is the same as the balancing steering angle, and an actuator torque, which is the same as the balancing steering angle, in order to achieve a balancing steering angle for steering the vehicle's steering system. The system takes into account the inertia of the steering system and provides an actuator torque to facilitate the rider's steering operation accordingly.

[0016] In one embodiment of the present invention, the steering system includes a steering shaft that is rotatably bearing-mounted around a frame assembly (in one implementation, the head tube of the frame assembly). Actuation of the actuator unit rotates the steering shaft either by direct engagement or via a torque enhancer unit.

[0017] The torque enhancer unit is configured to provide a gear ratio corresponding to the steering operation of the steering system.

[0018] In one embodiment of the present invention, this method further includes determining an average of the actual steering angles over a predetermined time. The average of the actual steering angles taken over a predetermined time eliminates the error value in actual steering (for example, an error value may occur due to unintentional steering or fluctuations caused by road surface and other parameters). Through this average value, the balancing control unit identifies the change in the actual steering angle with respect to the balancing steering angle over a predetermined period.

[0019] In one embodiment of the present invention, this method includes the step of estimating the difference between the average and the actual steering angle, and the estimated difference is compared with the balancing steering angle to obtain an updated vehicle state.

[0020] In one embodiment of the present invention, the updated vehicle state becomes a steady steering state when the difference (the difference between the average and the balancing steering angle) is smaller than the threshold angle. Therefore, the system identifies that there is no input from the rider side and the vehicle is in a steady steering state.

[0021] In an embodiment, the updated vehicle state becomes a transient steering state when the difference (the difference between the average and the balancing steering angle) is larger than the threshold angle. In such a state, the balancing system first performs balancing by modifying the input to the actuator unit, and then enables the rider to perform a transient operation.

[0022] In one embodiment of the present invention, a mathematical time derivative (rate of change) between the actual steering angle and the balancing steering angle is considered to identify the updated vehicle driving state. The updated vehicle driving state is identified as a steady steering state when both the derivative and the difference (the average and the balancing steering angle) are smaller than the corresponding threshold values. The derivative provides the rate of change of the actual steering angle, thereby enabling the balancing control unit to perform proportional control.

[0023] In one embodiment of the present invention, when either the differential (between the actual steering angle and the balancing steering angle) or the difference (between the average and the balancing steering angle) of the updated vehicle driving state is greater than the corresponding threshold, it is identified as a transient steering state. In such a state, the balancing system identifies an abnormality and performs balancing.

[0024] In one embodiment of the present invention, the update of the balancing steering angle is performed for the next instance. The updated balancing steering angle is kept the same as the previously estimated balancing steering angle for the next instance when the updated driving state of the vehicle is in a steady steering state.

[0025] In one embodiment of the present invention, the update of the balancing steering angle is performed for the next instance. The updated balancing steering angle is the time integral of the previously estimated balancing steering angle and the time derivative between the actual steering angle and the balancing steering angle. Such correction is performed when the updated vehicle driving state is in a transient steering state.

[0026] In one embodiment of the present invention, the balancing steering angle and the updated balancing steering angle are applied to the actuator unit by one of a current control operation or a voltage control operation.

[0027] In one embodiment of the present invention, a method of current control for the operation of the balancing system is preferred. This method includes steps of receiving information from a plurality of sensors, calculating the balancing steering angle, operating the actuator unit to achieve the balancing steering angle, comparing the balancing steering angle with the actual steering angle applied by the rider, calculating the difference between the actual steering angle and the balancing steering angle, then identifying the updated vehicle driving state based on the above difference, and accordingly updating the balancing steering angle based on the updated vehicle driving state and driving the actuator unit by applying a control current to steer the steering system.

[0028] In one embodiment of the present invention, the balancing system compares the balancing steering angle with the actual steering angle applied by the rider, thereby identifying an error value (according to one implementation, the error value is equal to the difference).

[0029] In a method of current control for the operation of the balancing system according to one embodiment of the present invention, the error value is compared with an upper threshold value. When the error value is greater than the upper threshold value, the balancing control unit performs an immediate correction by applying a control current. This also means that the rider is providing an input and a reaction is required, and then the steering intended by the rider is executed.

[0030] In one embodiment of the present invention, the control current is obtained by integrating the estimated current based on the balancing steering angle and the balancing current. The balancing current is estimated by the balancing control unit and it corresponds to the error value.

[0031] In one embodiment of the present invention, the error value (between the actual steering angle and the balancing steering angle) is compared with a lower threshold value. When the error value is between the upper threshold and the lower threshold, the balancing control unit performs a correction by applying a control current.

[0032] In one embodiment of the present invention, the control current is the difference between the estimated current obtained based on the balancing steering angle and the balancing current corresponding to the error value when the error value is between the upper threshold value and the lower threshold value.

[0033] In one embodiment of the present invention, the balancing current is either positive or negative according to the rider intention identified at an earlier stage.

[0034] In another embodiment, a method of operating a balancing system for balancing a vehicle includes receiving information from a plurality of sensors. The plurality of sensors first includes a steering angle sensor and a steering torque sensor. Next, a balancing steering angle and a balancing steering torque are calculated. An actuator unit is actuated to achieve the balancing steering angle and the balancing steering torque. The balancing steering angle and the balancing steering torque are compared with the actual steering angle and the actual steering torque applied by the rider. Based on the difference between the actual steering angle and the balancing steering angle, and the difference between the actual steering torque and the balancing steering torque, an updated vehicle driving state is identified. This helps to identify the rider's intention according to the deviation between the actual value and the balancing value. Thereby, based on the updated driving state of the vehicle, the balancing steering angle and the balancing steering torque are updated, and accordingly, the actuator unit is driven to control the steering system.

[0035] In another embodiment, the difference between the balancing steering torque and the actual steering torque is calculated, thereby obtaining an error value. To understand the rider's intention, the error value is compared with a threshold value.

[0036] Since the present invention manages an important balancing function by a balancing system, it provides an improved riding experience for novice riders in addition to experienced riders. The rider can ride comfortably in a slow moving state such as congested traffic.

[0037] The present invention will be further described with reference to the accompanying drawings. It should be noted that the description and the drawings merely illustrate the principle of the present invention. Although not explicitly described or illustrated in this specification, various devices incorporating the principle of the present invention can be devised. Further, all the specifications in this specification listing the principles, aspects, and embodiments of the present invention, as well as specific examples thereof, are intended to include their equivalents.

[0038] The balancing system can be implemented on any two-wheeled or three-wheeled vehicle. However, for the purpose of illustration and not limitation, the balancing system, as well as corresponding additional advantages and features, are described through the following embodiments. The arrow presented in the upper right corner of the figure represents the direction with respect to the vehicle. Arrow F represents the forward direction, arrow R represents the rearward direction, arrow UW represents the upward direction, and arrow DW represents the downward direction.

[0039] FIG. 1 shows a left side view of an exemplary vehicle 100 according to an embodiment of the present invention. The vehicle 100 includes a frame assembly 105 (shown schematically) including a head tube 106 and a main frame. In the illustrated embodiment, the main frame includes a main tube 107 extending rearwardly and downwardly from the head tube 106 and one or more rear tubes 110 extending rearwardly and inclined from the rear portion of the main tube 107. In the illustrated embodiment, the frame member 105 defines a step-through portion 151 that is used for a rider to rest their feet or load luggage thereon. In another embodiment, the main tube may extend rearwardly and then downwardly from the head tube 106 and be adapted to define a space below the main tube to support a power unit. The first wheel 101 and the second wheel 102 are rotatably supported by a front suspension system 131 and a rear suspension system 134, respectively. In one embodiment, the second wheel 102 may be additionally supported by a swing arm (not shown).

[0040] According to this embodiment, the power unit 135 is swingably connected to the frame member 105, and is disposed substantially below the seat assembly 155 and behind the step-through portion 151. The power unit 135 includes a transmission system (not shown) for transmitting power to the second wheel 102. The transmission system may include a continuously variable transmission, an automated manual transmission, a belt / chain drive. In one embodiment, the power unit 135 is an internal combustion engine. In another embodiment, the power unit 135 is an electric prime mover. In another implementation, the power unit is fixedly mounted to the frame assembly 105 of the vehicle 100.

[0041] Furthermore, the first wheel 101 is pivotably supported by the frame assembly 105, and the handlebar assembly 150 is functionally connected to the first wheel 101 for operating and steering the vehicle 100. The handlebar assembly 150 may support vehicle controls including an instrument cluster, a throttle, a clutch, or an electrical switch. Also, the seat assembly 155 is supported by the frame assembly 105, and the rider can operate the vehicle 100 from a seating position on the seat assembly 155. Further, in the illustrated embodiment, the vehicle 100 includes a step-through portion 151 formed between the handlebar assembly 150 and the seat assembly 155.

[0042] Vehicle 100 is provided with a plurality of panels 170A, 170B, 170C that are attached to the frame assembly 105 and cover the frame assembly 105 and / or portions of the vehicle 100. The plurality of panels includes a front panel 170A and a leg shield 170B that respectively cover the head tube 106 of the frame assembly 105 in the forward and rearward directions. Also, the rear panel assembly 170C is disposed substantially below the seat assembly 155. The rear panel assembly 170C substantially covers a utility box (not shown) disposed below the seat assembly 155 and also covers at least a portion of the power unit 135. Vehicle 100 is provided with a balancing system 200 (shown in FIG. 2) that will be discussed in the following description.

[0043] FIG. 2 shows a schematic side view of a balancing system 200 supported by the frame assembly 105 of a vehicle 100 according to an embodiment of the present invention. The vehicle 100 includes a steering system 120 that includes a steering shaft 212. The steering shaft 212 is rotatably journaled about the head tube 106 (frame assembly 105). In one embodiment, the steering shaft 212 includes a lower end to which a lower bridge 215 is connected. The lower bridge 215 is configured to support a front suspension system 131. The front suspension system 131 rotatably supports a first wheel 131. The steering shaft 212 is rotatable about a steering axis S-S'. In the illustrated embodiment, the vehicle 100 has a positive trail, and at this time, the steering axis S-S' extends forward of the contact point 190 of the first wheel 101 with the road surface. Further, the present invention makes it possible to maintain a trail, for example, a positive trail, and does not require any change in the trail during the balancing operation of the vehicle.

[0044] The balancing system 200 of the vehicle 100 includes an actuator unit 205 that can directly operate the steering system 120. In another embodiment, a torque enhancer unit 210 is functionally connected to the actuator unit 205. In one embodiment, the actuator unit 205 is fixedly mounted on the frame assembly 105. In another embodiment (not shown), an extension member is fixed to the frame assembly 105 and the actuator unit 205 is supported on the extension member. According to an embodiment, the steering axis S-S' is parallel to the actuator axis A-A'. The torque enhancer unit 210 is configured to apply a driving force from the actuator unit to the steering shaft 212. In one embodiment, according to the present invention, the existing configuration of the head tube 106 is retained within the vehicle without the need to modify the front portion (e.g., the head tube portion) of the frame assembly 105. In another embodiment, the head tube portion is modified to accommodate the actuator unit and related subsystems.

[0045] Furthermore, the balancing system 200 of the vehicle 100 includes a plurality of sensors that provide information related to the dynamic operating state of the vehicle 100. Further, a balancing control unit 235 is mounted on the vehicle 100. In one embodiment, a steering angle sensor 250 that forms part of the plurality of sensors is mounted between an actuator unit shaft (not shown) of the actuator unit 205 and the torque enhancer unit 210. The present invention can receive steering angle information of the steering system 120 from the steering angle sensor 250 and perform a balancing operation. That is, the steering angle sensor 250, which is an essential sensor, is directly or indirectly connected to the steering shaft 212. In the case of an indirect connection, the steering angle sensor 250 is connected via an intermediate gear or intermediate gear assembly such as the torque enhancer unit 210.

[0046] The steering angle sensor 250 is compactly housed on the vehicle without interfering with the functions of the steering shaft 212, the actuator unit 205, and the handlebar assembly 150. The steering angle sensor 250 is configured to provide data / information regarding the steering angle of the steering shaft 212. The upper end portion of the steering shaft 212 is functionally connected to the handlebar assembly 150 via the connecting means 216. Further, the plurality of sensors includes, but is not limited to, a speed sensor (not shown), a global positioning system (GPS) unit 230, and an inertial measurement unit (IMU) 240 supported by the frame assembly 105. According to an embodiment, one or more of the plurality of sensors 230, 240 are arranged in the rear region of the vehicle and substantially in the vicinity of the balancing control unit 235 to enable a compact and safe layout of the vehicle. The plurality of sensors are communicatively coupled to the balancing control unit 235 to provide various dynamic operating states of the vehicle 100.

[0047] In the illustrated embodiment, the balancing control unit 235 is supported by the rear tube 110 of the frame assembly 105. In another embodiment, the balancing control unit 235 can be arranged at any other part of the frame assembly 105 that is subject to the layout of the vehicle 100. The balancing control unit 235 is communicatively coupled to the actuator unit 205 to perform activation / start-stop or control of the operation of the actuator unit 205. The balancing control unit 235 is configured to balance the vehicle 100 by controlling the operation of the actuator unit 205 and correspondingly controlling the angle of the steering shaft 212. The operation method of the balancing system will be described via the following illustration.

[0048] FIG. 3 shows a flowchart illustrating a method of operating a balancing system according to a first embodiment of the present invention. According to the first embodiment, this method takes into account inputs from a plurality of sensors including a steering angle sensor 250. The balancing control unit 235 receives inputs from a plurality of sensors to obtain information regarding the dynamic state of the vehicle 100 (see FIGS. 1 and 2 for system-level components herein). For example, the speed v is detected from a speed sensor. In one embodiment, the speed v can be obtained from the GPS unit 230. In yet another implementation, the speed v is measured using a hall sensor or an encoder provided locally within the vehicle 100. The roll rate and the roll angle φ are detected from the IMU 240. In one implementation, the roll angle is estimated from the roll angular velocity (the roll angle displacement may be measured directly using the IMU 240).

[0049] In one embodiment of the present invention, the balancing control unit 235 is configured to balance the vehicle 100. Further, the vehicle 100 is provided with low-speed / high-speed stability, steering assist (to reduce the rider's steering effort), and other dynamics improvements. In step S305, the balancing control unit 235 receives the dynamic state of the vehicle 100. In step S310, the balancing system 200 receives information regarding the steering angle from one or more sensors, and thereby calculates the balancing steering angle A s is calculated. In one embodiment, the balancing steering angle A s is estimated using various parameters of the dynamic state of the vehicle 100. In one implementation, a look-up table may be provided with various steering angles corresponding to various dynamic driving states of the vehicle. The balancing steering angle A sTo achieve this, a current or voltage is applied to the actuator unit 205 to perform a steering control operation. In one implementation, the applied current is calibrated for various riding states and road conditions and stored in a look-up table for the balancing control unit 235. As shown in step S315, the balancing control unit 235 configures the actuator unit 205 to apply a balancing steering angle A s to it. The actuator unit 205 operates to achieve the balancing steering angle A s , and accordingly, in step S320, a steering torque may be applied by the actuator unit 205.

[0050] Also, in step S325, the actual steering angle A s ' of the steering system 120 is measured using the steering angle sensor 250 and fed to the balancing control unit 235. In step S330, in order to determine the rider intention and riding state of the vehicle 100, the balancing control unit 235 analyzes the difference (error value) between the actual steering angle A s ' and the balancing steering angle A s . The rider intention is determined from the deviation of the actual steering angle from the balancing steering angle. For example, a rider intention to steer in a direction away from the balancing steering angle is recorded by the balancing control unit 235. The balancing control unit 235 performs a balancing operation and operates the steering system 120 in the direction of the previously recorded rider intention. In step S335, the average of the actual steering angle A s is measured over a predetermined duration. Further, the difference between the average and the balancing steering angle A s ', i.e., mean[A s '(t -n :t)] - A s (t) (referred to as the difference for simplicity) is calculated by the balancing control unit 235. Here, "n" defines the duration over which the values are measured. This average helps to identify the amount of steering operation occurring. Similarly, the actual steering angle A s’ and the balancing steering angle A s The time differential value between, that is, diff[A s ’(t) - A s (t)] (referred to as the differential angle for simplicity) is also measured. Since the differential angle changes compared to the previous instance or over a certain period, the rate of change of the state of the steering system is monitored by the balancing control unit 235. This difference and differential are measured to identify the riding state of the vehicle 100. In step S335, the difference and differential are compared (to check if they are smaller) with the threshold angle A th and the differential threshold angle A dth . The comparison expressions are shown below. Mean[A s ’(t -n :t)] - A s (t) < A th .....(1) and Diff[A s ’(t) - A s (t)] < A dth .....(2)

[0051] Furthermore, based on the comparison, in step S335, if the results of equations (1) and (2) are "yes", in step S340, the balancing control unit 235 identifies that the vehicle is in a steady steering state. The steady steering state is identified when there is minimal to negligible variation in the left - hand side parts of equations (1) and (2), or when the difference and differential are smaller than the corresponding threshold values. If the difference or differential from equations (1) and (2) exceeds the threshold value, the balancing control unit 235 must take corrective action. The average, that is, Mean[As’(t -n :t)] helps to identify the accurate actual steering angle value over a defined period by eliminating sudden spikes due to temporal variations in the steering system 120. Therefore, when not exceeding the threshold value, for the next instance, the correction value of the balancing steering angle A s (t + 1) is the previous balancing steering angle A calculated before the corrective actions is the same as (t + 1).

[0052] Also, in step S335, if the output of formula (1) or (2) is "No", that is, if the difference or derivative exceeds the threshold value A th or A dth the balancing control unit 235 identifies the movement of the vehicle 100 as a transient steering state. When detecting the transient steering state, the balancing control unit 235 adds, for the next instance, the derivative of the actual steering angle and the balancing steering angle to the balancing steering angle estimated before the detection of the updated vehicle state, thereby correcting the balancing steering angle for the next instance, that is,[[]] A s (t + 1) = A s (t + 1) + diff(A s ’(t) - A s (t))...(3)

[0053] The balancing steering angle for the next instance is represented as A s (t + 1). The balancing steering angle A s (t + 1) is the measured steering angle A s ’(t) and the previously estimated balancing steering angle A s(t+1) is updated by adding the differential value between (t) and (t+2). This difference is added to the balancing steering angle for the next instance. This updated balancing steering angle is sent to the actuator unit 205 in step S360 for the next instance. The vehicle is balanced by the balancing system 200 by applying the balancing steering angle / torque to the actuator in step S360 and applying the required angle and torque to the steering system 120 via the actuator unit 205 in step S365. For example, the balancing control unit 235 estimates the balancing steering torque T based on inputs received from multiple sensors. Then, the vehicle is balanced by determining the balancing steering torque T and triggering the actuator unit 205 with an input corresponding to the balancing steering torque T. The handlebar assembly 150 (rider) and the actuator unit 205 can provide inputs in parallel to the steering shaft 212 to steer the vehicle 100. In another scenario, the balancing control unit 235 first steers the handlebar assembly 150 in a direction opposite to the rider's turning direction (rider intent) to balance the vehicle 100. This scenario is most likely to occur when the differential [diff(A s '(t)-A s (t)] is negative. Once balancing of the vehicle 100 is achieved, the balancing system 200 allows the rider to execute the intended maneuver and even assists if necessary.

[0054] In one embodiment of the present invention, equation (3) includes a gain coefficient G1, which is a function of the balancing steering angle A s ' and balancing steering angle A s The differential between [Diff(A s '(t)-A s (t))]. The gain factor G1 is a value between 0 and 1. The gain factor is selected based on the rate at which control action must be taken. For immediate control, the gain factor is selected to be maximum.

[0055] In one embodiment of the present invention, the balancing system 200 is activated in a predetermined state of the vehicle 100. For example, the balancing system 200 is activated when the rider is operating the vehicle 100 at a low speed (e.g., at a speed of less than 5 kilometers per hour according to one embodiment). To balance the vehicle 100 at such a low speed, the rider typically provides a balancing input to the vehicle 100 by operating the handlebar assembly 150 of the steering system. However, the input provided by the rider may be insufficient, or not in the correct direction, or not at the required rate. The balancing system 200 operates to apply a partial or complete balancing angle and torque to the steering shaft 212. The steering shaft 212 receives inputs from the handlebar assembly 150 and the actuator unit 205. In addition to the balancing assist, the actuator unit 205 provides a steering / torque assist to perform the intended steering maneuvers. The balancing control unit 235 is configured to estimate the torque to be applied using data from one or more of a plurality of sensors, including the inertial measurement unit 240, a speed sensor (not shown), the global positioning sensor unit 230, etc. The balancing system 200 mainly uses data from the steering angle sensor 250. Further, the balancing system 200 performs a current control operation to provide the required angle and torque.

[0056] Figure 3b shows a flowchart depicting a method of operating a system according to an embodiment of the present invention. A method of operating a balancing system 200 for balancing a vehicle 100 is detailed in the following steps. In step S1301, a balancing control unit 235 receives information from a plurality of sensors 230, 240, 250 including a steering angle sensor 250, the information providing information corresponding to the dynamic state of the vehicle 100. In step S1310, the balancing control unit 235 calculates a balancing steering angle A s for the plurality of sensors 230, 240, 250 [in the aforementioned steps] based on the received information. Further, in step S31315, the balancing control unit 235 actuates an actuator unit 205 to achieve the balancing steering angle A s by performing steering angle control for steering a steering system 120 of the vehicle 100. In step S31320, the balancing control unit 235 compares the balancing steering angle A s with an actual steering angle A s ' of the steering system 120. In step S1325, the balancing control unit 235 identifies an updated vehicle driving state based on the difference between the actual steering angle A s ' and the balancing steering angle A s . Then in step S1330, the balancing control unit 235 updates the balancing steering angle A s based on the updated vehicle driving state and accordingly drives the actuator unit 205 to steer the steering system 120.

[0057] Figure 4 shows a method of controlling a balancing system by current control (current controller operation) according to an embodiment of the present invention. According to this embodiment, this method takes into account inputs from a plurality of sensors including a steering angle sensor 250. The balancing control unit 235 receives inputs from one or more sensors in order to obtain information regarding the dynamic state of the vehicle. For example, the speed v is detected from a speed sensor. In one implementation, the speed v can be obtained from the GPS unit 230. In yet another implementation, the speed v is measured using a Hall sensor or an encoder that is locally provided within the vehicle 100. The roll rate and the roll angle φ are detected from the IMU 240. In one implementation, the roll angle is estimated from the roll angular velocity (the roll angle displacement may be measured directly using the IMU 240).

[0058] In step S405, the balancing control unit 235 receives the dynamic state of the vehicle 100 as a state parameter. In step S410, the balancing steering angle A s is calculated by the balancing system 200. In step S415, the balancing control unit 235 is configured to control the actuator unit 205 by sending a signal (current control signal) corresponding to the balancing steering angle A s to the actuator unit 205. In step S420, the actuator unit 205 performs a steering operation to achieve the balancing steering angle A s . In step S425, the actual steering angle A s ' of the steering system 120 is measured using the steering angle sensor 250 and fed to the balancing control unit 235. In step S430, in order to determine the rider's intention and the riding state of the vehicle 100, the difference (error value) between the actual steering angle A s ' and the balancing steering angle A s is estimated by the balancing control unit 235.

[0059] From the difference obtained in step S430, in step 435, the error value |As ’-A s | is compared with the upper threshold value E th_U If the error value is greater than the upper threshold value, when [|A s ’-A s |>E th_U , then the balancing system 200 detects that the rider is providing an input to the steering system 120 to steer the vehicle 100. Further, the balancing system 200 detects the rotation direction (rider intention) from the error value and the sign of the error value. For example, if the center position of the steering system is 0 degrees and the balancing steering angle A s is +5 degrees, but the rider rotates the steering system 120 in the opposite direction by the same value, the actual steering angle A s ’ becomes -5. Therefore, the difference / error value has a negative sign and is -10 degrees. On the other hand, the balancing steering angle A s is +5 degrees, but when the rider rotates the steering system 120 in the same direction but more than 5 degrees, for example 10 degrees. In that case, the difference / error value becomes +5 degrees. The balancing control unit 235 identifies the rider intention or the rotation direction being executed by the rider from the value and sign of the error value.

[0060] In step S440, when the error value is greater than the upper threshold value, the balancing control unit 235 provides a control current I’, which is the estimated current I (based on the balancing steering angle A s ), to which the balancing current I1 is added / integrated. The negative or positive value of the balancing current I’ depends on the rider intention identified in the previous stage. Depending on the operation direction of the steering system 120 executed for balancing control, in step S445, for the direction control of the steering system 120, in one embodiment, the balancing current is applied to the actuator unit 205, which is an electric motor, in a positive or negative form [sign (+,-)]. Balancing is between the balancing steering angle A s and the actual steering angle A sdepends on the rider's intention identified from the comparison of ''. In this way, with the control current I', the vehicle 100 achieves a balanced state, and the balancing control unit 235 enables the rotation of the steering system 120 according to the rider's intention. Subsequently, in step S405, the dynamic state parameters of the vehicle are continuously monitored.

[0061] On the other hand, in step S435, when the error value is smaller than the upper threshold value, then in step S450, the error value is compared with the lower threshold E th_L When the error value is smaller than the lower threshold E th_L in this case, the controller current I' becomes the same as the estimated current I. In step S450, when the error value is larger than the lower threshold value, in step S460, the balancing current I' is achieved by subtracting the balancing current I1 from the estimated current I, and in step S465, the corresponding input is provided to the actuator, and subsequently, in step S405, the monitoring of the dynamic state parameters of the vehicle continues. When the vehicle is balanced and does not exceed the upper threshold E th_U the balancing control unit 235 achieves the balancing steering angle A s and then follows the rider's instruction regarding the desired rotation direction. The range between the upper threshold value E th_U and the lower threshold value E th_U is determined based on the rider's feeling and the tuning of the vehicle. For example, this range can be varied based on the operating speed, the ground or road surface, and the vehicle configuration. In step S465, the direction control for balancing is executed, and subsequently, the rider's intention is executed. This current control operation is executed to achieve the 'new' balancing steering angle in step S345 / step S355 of FIG. 3.

[0062] FIG. 5a shows a balancing system 500 according to a second embodiment of the present invention. FIG. 5b shows a functional method of the balancing system 500 including a balancing control unit 535 in the form of a flowchart 600 according to an embodiment of the present invention. In step S605, the balancing control unit 535 receives data from a GPS unit or a vehicle speed sensor 565 and calculates the vehicle speed / velocity V. Similarly, the balancing control unit 535 receives dynamic data from one or more sensors of the vehicle, including a steering angle sensor 550, a torque sensor 560, a roll angle / roll rate sensor 540 such as an IMU, and a speed sensor 545. In one embodiment, when a gearbox is used in a torque converter between the steering system 120 and the actuator unit 505, gear ratio related information is used as dynamic data. Based on important information from the steering angle sensor and the torque sensor, together with other sensors, in step 610, the balancing control unit 535 calculates a balancing steering angle A s and in step 615, an estimated balancing steering torque T is estimated to balance the vehicle 100.

[0063] Based on the inertia of the steering system 120 and the inertia received by the first wheel 101, the required balancing steering torque is estimated and applied. In one embodiment, the balancing control unit 235 receives an estimated value of the inertial force from the derivative between the actual steering angle and the steering input given to the actuator unit 205.

[0064] In step S620, the balancing control unit 535 applies the estimated balancing steering torque T corresponding to the balancing steering angle to the actuator unit 505. The actuator unit 505 balances the vehicle 100 with the balancing steering angle A sStart the execution of the steering of the steering system 120 to achieve. In step S625, the steering system 120 is controlled by the actuator unit 505. In steps S630 and S635, the balancing control unit 535 measures the actual steering torque T’ and the actual steering angle A s ’ from the data from the steering angle sensor and the torque sensor.

[0065] In step S640, the difference between the balancing steering torque T and the actual steering torque T’ is estimated. In step S655, the error value / the difference between the actual steering torque T’ and the balancing steering torque T is measured and compared with the threshold value T th . Similarly, in step S650, the error value / the difference between the actual steering angle A s ’ and the balancing steering angle A s is measured and compared with the threshold value A th .

[0066] In step S650, when the magnitude (absolute value) of the error value in terms of angle is smaller than the threshold value A th , the vehicle is determined to be in a balanced state by step S655. Further, no control is required for the current instance. Since there is no significant input from the rider steering the vehicle, or there is no change in vehicle specifications, riding state or road surface friction, the monitoring of the dynamic state of the vehicle by step S605 continues. If there is an input from the rider to change the direction, or if the riding state is changed, this change in the dynamic state parameter results in the balancing system 500 recalibrating the balancing steering angle A s and the balancing steering torque T in steps S610 and S615. However, the balancing control unit 535 returns to receiving information from the plurality of sensors 540, 550, 560, 565 for imminent balancing requirements.

[0067] At the same time, in step S665, the magnitude of the error value in terms of torque is the threshold value T thIf it is smaller, the balancing control unit 535 concludes that there is input from the rider and that there is no change in the riding state and the road state. On the other hand, in step S665, when the error value is greater than the threshold value T th then, in step S670, the balancing control unit 535 detects that there is rider input with a deviation from the balancing steering torque T. The balancing control unit 535 recalibrates the balancing steering angle A s and the balancing steering torque in steps S610 and S615. Therefore, the control of torque and angle provides improved balancing control by understanding the rider's intention. Further, the balancing control unit 535 performs current control or voltage control to operate and control the actuator unit 505, thereby controlling the steering system 120 for stability. In step S665 or step S650, when the balancing control unit 535 identifies that the vehicle is not balanced, the balancing control unit receives the dynamic information of the vehicle (thereby updating the running state of the vehicle), and accordingly, calculates and inputs the updated balancing steering angle A s .

[0068] Certain features of the claimed invention are illustrated and described herein, but many modifications, substitutions, changes, and equivalents will occur to those skilled in the art. Therefore, it is to be understood that the appended claims are intended to cover all such modifications and changes that fall within the true spirit of the claimed invention.

Description of Reference Numerals

[0069] 100 Vehicle 101 First wheel 102 Second wheel 105 Frame assembly 106 Head tube 107 Main tube 110 Rear tube 120 Steering system 131 Front Suspension System 134 Rear Suspension System 150 Handlebar Assembly 151 Step-through Part 155 Seat Assembly 170A Front Panel 170B Leg Shield 170C Rear Panel Assembly 190 Contact Point 200 Balancing System 205 / 505 Actuator Unit 210 Torque Enhancing Unit 212 Steering Shaft 215 Lower Bridge 216 Connection Tube 230 Global Positioning Unit 235 / 535 Balancing Control Unit 240 / 540 Inertia Monitoring Unit 250 / 550 Steering Angle Sensor 560 Torque Sensor A - A’ Actuator Shaft A s Balancing Steering Angle A s ’ Actual Steering Angle A th A dth S - S’ Steering Axis T Balancing Steering Torque T’ Actual Steering Torque T th v Speed Φ Roll Angle / Roll Rate

Claims

1. A method of operating a balancing system (200) for balancing a vehicle (100), comprising: receiving, by a balancing control unit (235), information corresponding to a dynamic state of the vehicle (100) from a plurality of sensors (230, 240, 250) including a steering angle sensor (250); Based on the information received from the plurality of sensors (230, 240, 250), the balancing control unit (235) calculates a balancing steering angle (A s ), and To control the steering system (120) of the vehicle (100), by executing steering angle control, the balancing steering angle (A s ) is achieved, and a step of operating the actuator unit (205) by the balancing control unit (235) is performed. The balancing steering angle (A s ), and a step of comparing the actual steering angle (A s ') of the steering system (120), and the actual steering angle (A s ') and the balancing steering angle (A s ) based on the difference between them, the step of identifying the updated vehicle running state by the balancing control unit (235); Based on the updated vehicle running state, the balancing control unit (235) updates the balancing steering angle (A s ), and driving the actuator unit (205) to steer the steering system (120) based on the updated steering angle; and a method of operation.

2. The step of operating the actuator unit (205) is for steering the steering system (120) of the vehicle (100), and is performed by applying an actuator angle and an actuator torque to achieve the balancing steering angle (A s ). A method of operating a balancing system (200) according to claim 1, wherein the method is performed by applying an actuator angle and an actuator torque to achieve the balancing steering angle (A).

3. The steering system (120) includes a steering shaft (212) rotatably bearing around a frame assembly (105), and the step of operating the actuator unit (205) is to execute the rotation of the steering shaft (212) either by direct engagement or through a torque enhancer unit (210). The method of operating the balancing system (200) according to Claim 1.

4. The balancing steering angle (A s ) based on the actual steering angle (A s In order to identify changes in the balance, the balancing control unit (235) measures the balance at a predetermined time (t -n The actual steering angle (A s The mean (Mean [A s '(t -n 2. The method of operating a balancing system (200) of claim 1, further comprising estimating [(t) / (t)].

5. Over a predetermined time (t -n : t), the average of the actual steering angle (A s ') is compared by the balancing control unit (235) with the balancing steering angle (A s ) and the difference therebetween (Mean[A s '(t -n : t)] - A s (t)), the method of operating the balancing system (200) according to claim 4.

6. The step of identifying the driving state of the updated vehicle includes, by the balancing control unit (235), identifying the time derivative (Diff(A s ') - A s ') between the actual steering angle (A s ') and the balancing steering angle (A s ), where the updated vehicle driving state is determined when both the derivative (Diff(A s ') - A s )) and the average (Mean[A s '(t -n :t)] - A s ()) are smaller than the corresponding thresholds (A th , A dth ), and is identified as a steady steering state. A method for operating a balancing system (200) according to claim 5.

7. The step of identifying the driving state of the updated vehicle includes, by the balancing control unit (235), identifying the differential (Diff(A s ') and the balancing steering angle (A s ), where the differential is Diff(A s '(t) - A s (t))), and where the updated vehicle driving state is identified as a transient maneuvering state when both the differential (Diff(A s '(t) - A s (t))) and the mean (Mean[A s '(t -n :t]) - A s (t)) are greater than the corresponding thresholds (A th , A dth ), a method of operating a balancing system (200) according to claim 5.

8. The update of the balancing steering angle (A s ) for the next instance is (A s (t + 1)), where the updated balancing steering angle (A s (t + 1)) is the same as the previously estimated balancing steering angle (A s (t + 1)) when the running state of the updated vehicle is in a steady steering state. A method for operating the balancing system (200) according to claim 1.

9. The updated balancing steering angle (A s (t + 1)) is When the updated driving state is a steady steering state, whether it is the same as the balancing steering angle (A s (t + 1)), When the driving state of the updated vehicle is in a transient operation state, the previously estimated balancing steering angle (A s (t + 1)), the actual steering angle (A s '), and the differential (Diff(A s )) between the balancing steering angle (A s '(t) - A s (t))) is integrated, or The method of operating the balancing system (200) according to Claim 8, which is one of the following.

10. The actual steering angle (A s ') and the differential (Diff(A s ') - A s (t))) between the balancing steering angle (A s ), a gain coefficient (G1) is multiplied, and the gain coefficient (G1) is a value between 0 and 1. A method of operating the balancing system (200) according to claim 9.

11. Driving the actuator unit (205) is performed by one of a current control operation or a voltage control operation. The method of operating the balancing system (200) according to Claim 1.

12. For operating a balancing system (200) for balancing a vehicle (100) A current control method, comprising: receiving, by a balancing control unit (235), information corresponding to a dynamic state of the vehicle (100) from a plurality of sensors (230, 240, 250) including a steering angle sensor (250); Based on the information received for the plurality of sensors (230, 240, 250) by the balancing control unit (235), a step of continuously calculating a balancing steering angle (A s ) For steering the steering system (120) of the vehicle (100), the step of actuating the actuator unit (205) to achieve the balancing steering angle (A s ) The step of comparing the balancing steering angle (A s ),) with the actual steering angle (A s '), and The step of calculating the difference between the actual steering angle (A s ') and the balancing steering angle (A s ); The actual steering angle (A s ') and the balancing steering angle (A s ) to identify a vehicle running state updated based on a difference therebetween Based on the updated vehicle running state, update the balancing steering angle (A s ), and in order to control the steering system (120), drive the actuator unit (205) accordingly by applying a control current (I') and a current control method.

13. The balancing steering angle (A s ), and the actual steering angle (A s ') are compared by the balancing control unit (235), and an error value (|A s ' - A s |) is identified, thereby performing the operation of the balancing system (200) according to claim 12. A current control method for the operation of the balancing system (200) according to claim 12.

14. The error value (|A s ' - A s |) is compared with an upper threshold value (E th#U ), and when the error value is greater than the upper threshold value (|A s ' - A s | > E th#U ), the balancing control unit (235) executes immediate correction by applying a control current (I'). A current control method for the operation of the balancing system (200) according to claim 13.

15. The control current (I') is one of addition and integration of an estimated current (I) based on a balancing steering angle (A s ), and a balancing current (I1) (I' = ±(I + I1)), a method of current control for operation of the balancing system (200) according to claim 14.

16. The error value (|A s ' - A s |) is smaller than the upper threshold value (E th#U ), and when the error value (|A s ' - A s |) is compared with the lower threshold value (E th#L ), and when the error value is greater than the lower threshold value (|A s ' - A s | > E th#L ), the balancing control unit (235) executes correction by applying a control current (I'). A current control method for the operation of the balancing system (200) according to claim 15.

17. The control current (I') is the difference between the estimated current (I) based on the balancing steering angle (A s ), and the balancing current (I1). A method for controlling current for the operation of the balancing system (200) according to claim 16.

18. The balancing current (I1) having signs (+, -) for direction control of the steering system (120) is dependent on the rider's intention identified from the comparison of the balancing steering angle (A s ) and the actual steering angle (A s '), a method of current control for operation of the balancing system (200) according to claim 15 or 17.

19. The error value (|A s ' - A s |) is less than the upper threshold value (E th#U ) and the lower threshold value (E th#L ), the control current (I') is equal to the estimated current (I) of the balancing steering angle (A s ), a current control method for the operation of the balancing system (200) according to claim 14.

20. A method of operating a balancing system (500) for balancing a vehicle (100), comprising: receiving, by a balancing control unit (235, 535), information corresponding to a dynamic state of the vehicle (100) from a plurality of sensors (540, 550, 560, 565) including a steering angle sensor (550) and a steering torque sensor (560); Based on the information received for the plurality of sensors (540, 550, 560, 565) by the balancing control unit (235, 535), a balancing steering angle (A s ) and a balancing steering torque (T) are calculated, and To steer the steering system (120) of the vehicle (100), the step of operating the actuator unit (205) to achieve the balancing steering angle (A s ) and the balancing steering torque (T); The balancing steering angle (A s ), and the actual steering angle (A s ') are compared, and a step of comparing the balancing steering torque (T) and the actual steering torque (T') The actual steering angle (A s '), the difference between the actual steering angle (A s ), and a step of identifying a vehicle driving state updated based on the difference between the actual steering torque (T') and the balancing steering torque (T); Based on the updated vehicle driving state, updating the balancing steering angle (A s ), and the balancing steering torque (T), and driving the actuator unit (205) accordingly by applying a control current (I') to operate the steering system (120). and a method of operating the balancing system (500).

21. To calculate the error value (|T' - T|), the difference between the actual steering torque (T') and the balancing steering torque (T) is estimated, where the error value (|T' - T|) is compared with a threshold value (T th ) of the operating method of the balancing system (500) according to claim 20.

22. The step of identifying the lidar input when the error value (|T' - T|) is greater than the threshold value (T th ), thereby enabling the balancing control unit (535) to perform balancing by one of a current control operation or a voltage control operation, further comprising the step of, the method of operating a balancing system (500) according to claim 21.

23. The balancing control unit (235, 535) performs balancing and updates the balancing steering torque (T) and the balancing steering angle (A s ), the method of operating the balancing system (500) according to claim 20.

24. The step of identifying that there is no lidar input when the error value (|T' - T|) is smaller than the threshold value (T th ), whereby the balancing control unit (235, 535) further includes a step of receiving information from a plurality of sensors (540, 550, 560, 565) for an impending balancing request. The method of operating the balancing system (500) according to claim 22.

Images