Support leg application solution for bicycle-type vehicles

Abstract

Provided in the present application is a support leg application solution for bicycle-type vehicles such as electric bicycles and motorcycles, in order to replace the need for coping actions performed by human legs during vehicle leaning, and also to be used for maintaining effective parking of the vehicles. A mechanical structure adopted by a support leg in the present solution is of a triangular type, a compact triangular type, a limb-imitating type, a straight-up straight-down type and a flexible control type, and for the requirements of the support leg needing to adapt to different road conditions and ensuring high reliability, a method for separately providing driving mechanisms is proposed. The present solution uses a connecting line of ground contact points of two wheels as a rotation axis, measures the interaction force of a support leg buffer device with the ground by means of using the deformation level of the support leg buffer device, and converts said force into a relative moment of the rotation axis. The present application uses this moment information to achieve closed-loop control of the support leg by a controller or a rider, wherein a rider's control action is to tread on a specific device, which thus conforms to habits of human movements.

Description

A support leg application solution for a bicycle-like vehicle Technical Field

[0001] The present invention relates to a support leg application system designed to maintain the normal use of bicycle-like vehicles and their derivatives. In many situations, bicycles require the interaction between the sides of the bicycle and the ground to maintain their left-right balance. This is often accomplished by the rider's legs when riding, and typically by a support frame mounted on the underside of the bicycle when parked. The present invention's support leg application solution is designed to replace the tasks performed by the human legs and support frame in these situations, thereby expanding the application possibilities of these vehicles. Background Art

[0002] Currently, bicycles can tip over when stopped or traveling at low speeds. This typically requires the rider to lower their legs and feet until they make contact with the ground, using the resulting interaction to balance the vehicle. This exposes the rider to varying degrees of exposure to the external environment. Besides being affected by wind during travel, this can be particularly detrimental in adverse weather conditions (such as extreme cold and heat, rain, and exposure to the sun). A device that replaces the rider's limbs and performs necessary maneuvers could free the rider from reliance on their limbs, allowing them to remain completely enclosed within a vehicle. This would make such vehicles adaptable to a variety of environmental conditions. Vehicles within enclosed spaces could also effectively incorporate aerodynamic design to reduce wind resistance, making them more energy-efficient and efficient. Passengers within enclosed spaces would also be more likely to receive safety protection (such as seatbelts and collision protection) and improved comfort (such as air conditioning). Parking requirements could also be reduced (for example, requiring less reliance on a rain shelter). In summary, the use of support legs in such vehicles would enhance their adaptability and other advantages, bringing greater convenience to personal travel. Compared with cars, low-speed tricycles and other means of transportation, this type of vehicle has outstanding advantages in convenience, economy, space occupancy, energy saving and time saving. Therefore, its expanded application will greatly reduce the occupation and consumption of related resources and achieve huge economic and environmental benefits. Content Overview

[0003] To replace the rider's legs in controlling the left-right balance of a bicycle while riding, this invention, based on the characteristics of bicycle operation and designed for reliability and convenience, provides a support leg application solution. This solution can be combined with other methods to control the vehicle's balance while in motion, and can be used to prevent the vehicle from tipping over when parked. This solution offers various configuration options, which can be selected or added to meet specific usage needs.

[0004] Basic Introduction and Related Concepts This application plan includes an introduction to the support leg motion mechanism responsible for performing the retraction and extension tasks, as well as how to achieve reasonable control and use of it. The support legs in the plan are connected to the main body of the vehicle (referring to the vehicle body excluding the support legs, hereinafter referred to as the vehicle body), and can generate relative movement with the vehicle body to achieve its retraction and extension (extending, taking off and lowering, etc.). The support legs have a portion for contacting the ground (hereinafter referred to as the ground contact end). In order to reduce the wear and driving resistance caused by the ground contact end when the vehicle moves, rollers are installed on the ground contact end. Unless otherwise specified in this article, it is assumed that the bicycle is on a horizontal ground and the vehicle body plane (this article flattens the bicycle body and represents it as the plane where the front and rear wheels are coplanar) is perpendicular to the ground. The front and rear directions are described based on the normal driving state of the bicycle (excluding special cases such as reversing). As shown in Figure 1A, A and B are the contact points between the front and rear wheels of the bicycle and the ground, respectively; JL and KL are the moving arms of the left or right support leg of the bicycle, and point L is the connection point where the two arms are hinged (rotatably connected) and equipped with a roller responsible for contact with the ground; point K is hinged to a fixed point on the vehicle body, and point J is hinged to a slider that can move in the front-to-back direction. By moving the slider to adjust the mutual distance between points J and K, point L, the contact end, can be rotated around point K, thereby achieving the retraction and extension of the support leg. Figure 1B shows a partial projection of the bicycle on a plane perpendicular to the front-to-back direction. KL is the running trajectory of the contact end on the projection plane. The distance between the projection point of the contact end and point K can represent the degree of retraction and extension of the support leg (extension, take-off and lowering amplitude, etc.). K and L are the top and bottom dead points of the contact end, respectively. When the contact end is not in contact with the ground, the distance between the contact end and the ground (this distance is referred to as the ground clearance in this article) can be adjusted by retracting and extending the support legs. When the contact end is in contact with the ground, the interaction force between the contact end and the ground can be adjusted by retracting and extending the support legs. This article quotes the method in patent publication number CN116627188A to convert the effect of this force into an angular acceleration or relative torque (referred to as the ground torque in this article) that causes the vehicle body to rotate around the ground axis AB. Although there may be special situations such as ground obstacles touching other parts of the support legs, under normal circumstances, the contact between the support legs and the ground is carried out through the contact end. Therefore, unless otherwise specified, this article assumes that the ground torque is transmitted through the contact end.

[0005] For the triangular drive scheme shown in Figure 1A above, we can also choose point K as a position that can move forward and backward, or design J and K to move simultaneously to control the retraction and extension of the support legs. If a slider hinged to the vehicle body is set to move along the length of the lever arm or a retractable lever arm is used (see Figure 1C), the distance between the force connection point of the lever arm and the vehicle body and the ground contact end can be adjusted, which can also achieve retraction and extension of the support legs. If the force connection points of the two lever arms and the vehicle body (hereinafter represented by J and K) and the connection point between the two lever arms (hereinafter represented by L) are regarded as the three vertices of a triangle, this method of achieving retraction and extension of the support legs by changing the angles of the triangle JKL is referred to in this article as a triangular scheme. The triangular scheme has four different drive paths (movement of J and K and change in the length of JL and KL) to choose from, the force on the lever arms is more uniform, and the space occupied by the vehicle body is also small. Because certain forces are also generated in a direction perpendicular to the contact end's plane of motion (see vector UF in Figure 1B), the lever arm and its connection can be positioned appropriately in this direction, or the lever arm can be branched (see the two branches J1U and J2U in Figure 1B) to address the associated force risks. The movement paths of points J and K on the vehicle body can be adjusted as needed, not necessarily in a strictly forward-backward direction. The lever arm can also be curved or curved to suit the design objectives.

[0006] In order to meet different situations and requirements, the support legs need to use certain mechanical drive methods and combinations of series and parallel drive modes. As shown in Figures 1D and 1E, the movement of the mechanism is determined by the relative displacement of the slider S3. In Figure 1D, the speed and position of S3 are affected by sliders S1 and S2 at the same time, and the final state is determined by the sum of the movements of the three sliders on their respective tracks. This drive form is referred to as a series drive in this article. In Figure 2E, the slider S3 itself cannot actively move on the track, and its movement is determined by the relative displacement of sliders S1 and S2, and its reset movement can be completed by a component such as a return spring. This drive form is referred to as a parallel drive in this article. Series and parallel drives can also be combined with each other to achieve the functional requirements related to the support legs.

[0007] A separate drive scheme incorporates varying road conditions. Bicycles encounter varying road conditions during operation, and the support leg's functionality must adapt to these varying road conditions. As shown in Figure 1A, curve PQ represents a concave, undulating road surface. This requires a greater reach for the support leg, and the bottom dead center of contact needs to be lower than on flat ground (denoted by AB in the figure). Other vehicle characteristics, such as minimum ground clearance, also influence the vehicle's suitability for road conditions. The support leg's performance can be integrated with these factors to ensure consistent road suitability for the vehicle as a whole. Adopting a separate drive approach for the triangular design balances the reliability and suitability requirements of the support leg, taking into account the diverse road conditions encountered by the vehicle. As shown in Figure 1(b), let lengths a and b represent the vertical extension requirements for the support leg under normal road conditions (referring to generally smooth roads, see BH in the figure) and special road conditions (referring to potholes and uneven surfaces), respectively. Figure 1(f) shows the projection of the support leg's operating scheme onto the vehicle body, with the two force-bearing connection points J and K of the control arm and the vehicle body moving in the fore-aft direction, respectively. EJ and KF represent the movement paths when driven, with EJ and KF being equal and collinear. PR and QR represent the lengths of the two lever arms. The lengths EP and PQ are set so that the maximum extension of the support leg is equal to b (here, R is the ground contact end, ignoring the influence of the roller). If vertex J is at E or K is at F, the maximum extension caused by the movement of the other vertex is still greater than a (denoted by a+ in the figure). In this way, under normal conditions, the extension of the support leg meets the requirements for special road conditions. If one drive mechanism fails, the other drive mechanism can still achieve the required extension under normal conditions. Therefore, only when a mechanism fails on a special road surface or two drive mechanisms fail at the same time on a normal road surface will related accidents occur. These two situations are both independent events that occur simultaneously, and their probability is very low. Therefore, the scheme of setting up the drive separately can greatly reduce the probability of the support leg causing an accident without increasing the necessary drive stroke. For the single-path scheme in Figure A, a series method can be used to drive the two related sliders or components to operate separately. In the triangular scheme, any two paths can be selected for separate driving (refer to the scheme of two lever arms extending and retracting in Figure 1 Geng and one lever arm extending and one vertex moving in Figure Xin). Some schemes (such as Figures 1 Ji, Geng, and Xin) can also make appropriate adjustments to the contact point in the front-to-back direction when the extension range is not the maximum, which can effectively cope with the changes in the center of mass of the vehicle body and its force in the front-to-back direction, thereby improving safety.

[0008] The distance-saving method of the triangular solution is shown in Figure 2A. The hinge point of the two arms is located in the middle of one of the arms, and the ground contact end is located at the tail end of this arm (point H in the figure). This arm will form a distance-saving arm during the operation of the support leg, thereby achieving the distance-saving effect of the triangular solution, that is, a larger support leg extension range with a smaller driving displacement. If the movement position of the ground contact end is rearward relative to the connection point between the distance-saving arm and the vehicle body, the distance-saving arm can be swept backward when the vehicle moves forward, and vice versa. When the vehicle moves forward, if the ground contact end strikes certain ground obstacles, it is easily subjected to a backward force (see vector HT in the figure). The swept-back arm can easily convert this force into an upward direction (see vector HF in the figure), thereby reducing the impact on the support leg and the vehicle body.

[0009] Other support leg mechanisms, as shown in Figure 2B, employ separate drives to rotate KL about point K and LH about point L, creating a limb-like support leg retraction and extension mechanism. As shown in Figure 2C, a "straight-up-straight-down" translational motion of the rod and the vehicle body can be employed. This type of support leg can be driven in series and independently, with the ground contact end tilted forward to mitigate the impact of ground obstacles during forward movement. Alternatively, the support leg can employ a flexible telescopic mechanism similar to an elephant's trunk or snake (see Figure 2D). This approach consists of numerous joints, each with a degree of independence in movement, resulting in a self-contained, independent effect. This allows for highly flexible support leg retraction and extension, and a highly variable path for the ground contact end.

[0010] A self-locking drive mechanism enables the support leg mechanism to operate, including controlling the displacement of its drive point and changes in the length of the arm. There are multiple options and combinations for the specific drive method, such as electromagnetic and hydraulic power, and drive shafts and drive wheels. However, if a self-locking method is chosen, such as using a motor with a power-off self-locking function or selecting a spiral or worm gear transmission, the extension range of the support leg can be kept unchanged after the power is cut off. In addition to reducing additional drive power consumption, in certain situations, such as when a drive component fails or when the vehicle is shut down and parked, the support leg with a self-locking function will not move under the action of external forces, preventing the vehicle from continuously tilting, thereby improving the safety and applicability of the vehicle.

[0011] The installation and use of buffer devices is subject to uncertainty due to conditions such as uneven road surfaces, which result in the interaction force between the ground and the contact end. In order to reduce the impact force on the support legs from the ground, buffer devices such as springs can be installed at relevant locations to reduce impact energy and alleviate vibration when the support legs come into contact with the ground. For example, buffer components can be installed at the connection between the support legs and the vehicle body (sliders and fixed connections), the support leg rods can be configured to be retractable under force, and the contact end rollers can be made of elastic materials. Since the degree of deformation of the buffer device can reflect the amount of force it is subjected to, the changes in the related forces on the support legs can be understood by combining deformation monitoring of the buffer components.

[0012] The installation of additional wear-resistant rollers and tracks is shown in Figure 2(e). When a high, vertical obstacle is encountered head-on, it could contact the non-ground-contacting portion of the support leg, causing wear and damage. Using larger rollers would take up more space and affect the appearance. If additional rollers are added adjacent to the ground-contacting rollers to form a roller assembly, or if a belt or chain is wrapped around the wheel assembly to form a "track-like" roller assembly, when the obstacle contacts the rollers or tracks, collision and sliding wear are converted to rolling wear, reducing impact damage to the support leg.

[0013] In the event of a power outage or system failure, manual control of the support legs is required. This means that a manual control mode (also known as a manual mode) is required. The manual drive can be connected in parallel with the machine drive path, or in series with the machine drive. For support legs with multiple drive path options (such as a triangular solution), a new drive path can be opened specifically for manual drive. Manual control can use a ratchet-type anti-reverse setting to maintain the extension range of the support legs. The operating mechanism and method set up for manual control should be easy to use, for example, the driver can use the left foot to step on it.

[0014] Monitoring the support leg status and coordinating it with automatic control requires real-time understanding of the leg's operating status. To properly control the support leg's retraction and extension, sensors can be installed to monitor the leg's extension range, ground torque, and ground clearance. Position monitoring of the support leg's driving point can reveal its retraction and extension status. Load cells installed at the support leg's connection to the vehicle body (slider or connection point) can measure the force at this point and calculate the ground torque based on the geometric relationship between this force and the ground axis. Depending on the specific structure of the support leg, specific methods for monitoring its operating status can also be implemented. For example, for the solution shown in Figure 1, buffer springs can be installed along the length of the lever arm. The change in lever arm length can be calculated by measuring the spring force. Displacement sensors can also be installed to detect the position and distance between vertices J and K. With the three sides and internal forces of the triangle known, the position and force of the contact end can be calculated and, based on its orientation relative to the ground axis, the ground torque can be derived. When the contact end is not in contact with the ground, the ground torque on that side of the vehicle body is zero, thus determining whether the contact end is in contact with the ground. If ground clearance is required, distance sensors (such as ultrasonic and laser rangefinders) can be installed. With the operating status of the support legs, closed-loop coordination with the controller (a mode that provides real-time feedback on control results) can be established. A variable monitoring mechanism between control and feedback can be established to diagnose operational reliability.

[0015] The support leg prevents vehicle roll risk. While in motion, a bicycle's body rotates about its contact axis due to factors such as centrifugal force and wind speed fluctuations, causing its angle with the ground to change. As shown in Figure 1(b), with all other conditions remaining unchanged, a smaller ∠NBH increases the likelihood of the wheel slipping and the risk of that side of the vehicle scraping against the ground. If the support leg is controlled to maintain a certain extension (keeping the contact end below point M in Figure 1(b), as ∠NBH decreases, the contact end may first contact the ground (the probability of this happening is affected by the roughness of the ground), resulting in changes in ground torque and other factors. This can serve as a warning of vehicle roll risk and help improve vehicle safety. Support legs equipped with ground clearance measurement equipment can effectively accomplish this task without requiring contact between the contact end and the ground.

[0016] If the bicycle's balance is manually controlled (rider-controlled mode), the support leg must operate under the rider's control, and the rider must be aware of its status and effectiveness. Information about the support leg's status can be displayed on a display device or dedicated equipment, or conveyed to the rider through voice prompts. Driver control commands for the support leg can be input through dedicated control elements (such as buttons, pedals, etc.), or through audio and visual control. If the rider's control of the support leg is designed to resemble the rider's leg control during normal riding (here, riding a bicycle without a support leg device), effective control of the support leg can be achieved without changing rider behavior. A dedicated area below the rider's legs can be designated as the support leg control area (separate left and right sides), and displacement and force sensors can be installed in this area. When a person's foot approaches the control area, the displacement sensor feeds this information back to the system to control the contact end's approach to the ground, striving to synchronize the foot's pedaling on the control area with the contact of the roller with the ground. When the foot applies force to the control area, the system achieves a proportional change in the ground torque based on the detected force. When the ground torque causes the vehicle's angular acceleration around the earth's axis to change, it is sensed by the driver, thus forming a closed-loop control. When the person's foot leaves the control area, the control support leg is retracted to the contact end, breaking contact with the ground. This creates a mechanism in which the driver's leg's movement in the control area is synchronized with the support leg's movement in relation to the ground. In this mode, the support leg acts like an extension of the human leg, making it easier to manipulate.

[0017] The choice or switch between automatic control mode (controller mode) and manual control mode (operator mode) depends on specific user requirements and preferences. For safety and convenience, automatic control can be combined with and complemented by manual control. For example, in manual control of the support leg, when a bicycle approaches a stop, without intervention, the vehicle will inevitably tilt and fall. If the rider lowers the support leg too slowly at this point, a safety accident can easily occur. To prevent such incidents, the system can proactively intervene when it detects a risk, lowering the support leg in a timely manner to avert an accident. If, in automatic control mode, the system issues a fault warning or the rider notices an abnormality, emergency intervention (human control) can be performed to control the support leg movement.

[0018] The support legs can be used to maintain an upright position when the bicycle is parked. When the ground clearance on both sides is zero and the difference in ground torque is small, the support legs maintain their extension, effectively achieving normal parking. When the vehicle is parked and the relevant equipment remains powered on, the system controls the extension and retraction of the support legs to maintain dynamic force balance. For example, if factors such as crosswind fluctuations or ground collapse cause uneven ground torque on the left and right sides of the vehicle, the system can promptly adjust the extension of the support legs to restore balance, thus ensuring a safer dynamic balance. At very low speeds, steering adjustments are of limited effectiveness in maintaining left-right balance. In these situations, left-right ground torque adjustments can be used to maintain balance during low-speed maneuvers such as starting and parking.

[0019] BRIEF DESCRIPTION OF THE DRAWINGS FIG1 and FIG2 are schematic diagrams showing the structure and application of a bicycle-like vehicle support leg.

[0020] Specific Implementations: This document provides several optional implementations. A triangular design, which controls the movement of a vertex and the extension and retraction of a lever arm, will be described. A slider is mounted on the side of the lower portion of the bicycle body, allowing for forward and backward movement. A servo motor drives a nut to rotate, causing a screw to translate, controlling the slider's backward movement. The number of revolutions of the servo motor is used to calculate the slider's position. A human-powered drive device equipped with a ratchet also propels the slider backward, while its forward return motion is accomplished by a return spring. The slider is hinged to the end of one lever arm. This lever arm is equipped with a telescopic spring along its length and a force sensor to detect changes in force. The real-time length of the lever arm is calculated based on this force. One end of the other lever arm is hinged to a fixed point on the bicycle body behind the slider. This lever arm's length is controlled by a servo motor with a brake driving a ball screw. A built-in telescopic spring provides shock absorption. A displacement sensor detects length changes, and the force applied is calculated by comparing the displacement controlled by the servo motor. The other ends of the two lever arms are hinged and equipped with rollers for ground contact. In this way, the forward and backward movement of the slider and the change in the length of the lever arm both enable the vertical movement of the roller. The relative position of the roller can be calculated based on the position of the slider and the length of the lever arm. The angle between the lever arms and the forces acting within them provide the necessary information for calculating the ground torque. An ultrasonic rangefinder can be installed in front of the slider to map the ground undulations in front of the support leg. Based on the vehicle's speed and steering information, the corresponding ground shape below the contact point is calculated, providing effective information such as ground clearance for the support leg operation.

Claims

1. A support leg application scheme for a bicycle-like vehicle, characterized in that: By driving the retraction and extension mechanism of triangular, limb-like, straight up and down or flexible control type, the mutual distance or force between the ground contact end and the ground is controlled; by monitoring its operating status, its coordination with the controller is achieved, and by setting the command input and status display functions, its working coordination with the driver is completed.

2. The ground contact end of the support leg according to claim 1, characterized in that: Wear and impact damage from the ground are reduced by installing rollers on it and arranging roller and roller belt components at its adjacent parts.

3. The drive for the retractable mechanism according to claim 1, characterized in that: A separate and independent setting method can be adopted to increase the reliability of the mechanism operation and its compatibility with changing road conditions.

4. The drive for the retractable mechanism according to claim 1, characterized in that: A self-locking method can be adopted so that the retracting and extending mechanism will not move unless active control is performed.

5. The retractable mechanism according to claim 1, wherein: A buffer device can be installed to absorb the impact energy from the ground, and the deformation degree of the buffer device can be used to measure the relevant force conditions.

6. The drive of the retractable mechanism according to claim 1, characterized in that: A manually operated device can be installed so that the machine can be operated by manpower in the event of a drive failure.

7. The monitoring of the operating status of the support leg according to claim 1, characterized in that: Sensors are used in conjunction with calculations to obtain real-time information on the extension range of the supporting leg, ground torque, and ground clearance.

8. The ground contact terminal according to claim 1, characterized in that: The vehicle can be controlled to maintain a certain position while driving and provide roll risk warning information for vehicle operation based on the ground torque and ground clearance changes in this state.

9. The method for setting the driver's command input according to claim 1, wherein: The method may be to detect the driver's stepping behavior on a specific area and control the supporting leg to perform synchronous movement on the ground.

10. The ground torque according to claim 7, characterized in that: The vehicle can be regulated in real time when it is parked or driving at low speed, so that the vehicle's balance can be well maintained.

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