Note: Descriptions are shown in the official language in which they were submitted.
BACKGROUND OF THE INVENTION
Non tilting vehicles usually have their stability and cargo capacity limited
by the maximum lateral
force they can apply without being at risk of getting in an undesirable
rollover or other handling
difficulties. This limit is a known problem of narrow track vehicle, all
terrain vehicle, truck and other
types of vehicles. It limit their maximum speed, agility, safety and cargo
carrying capacity. It also limit
the comfort and the handling of the cargo and the passengers of the vehicle.
Roll bar, tilting mechanism, low centre of gravity, steering system,
suspension system and other
solutions have been developed to reduce the negative impact of lateral forces
on the vehicle dynamics
but room for improvement justify search for new solutions. One example is the
need for narrow vehicle
to reduce the environmental impact of larger vehicle.
In typical tilting vehicle like bicycle and motorcycle in motion, the
trajectory and the balance of the
vehicle is controlled at least in part with the steering of the vehicle. This
is usually at least in part
achieved with the use of steering and counter steering to initiate a turn or
tilt to compensate for the
centrifugal forces or other external forces.
The steering method intuitively applied by most user to steer this type of
vehicle travelling at a forward
speed in its stable range is to apply a steering torque in a direction
opposite to the desired trajectory and
to remove the steering torque to return the trajectory to a straight line. The
countersteering is usually at
least in part produced automatically by the weight distribution and the
steering geometry of the typical
assembly composed of the vehicle and it's driver. This said typical assembly
enable the driver to
control the trajectory and the balance but have many know problem associated
with their limited
stability.
Theses vehicle are known to have limited stability and issues like a limited
speed range of stable
operation and a limited ability to compensate for an external force or a lost
of traction. The requirement
to lean before to steer in a direction is known and the time required tio
initiate a lean before to turn is
sometime a problem. Many problems of oscillation like head-shake, tankslapper-
style and steering
kickback are also known. Stability control systems for improving the road
stability and agility of
wheeled vehicles exist. In some instances, known stability control systems
include one or more rotating
gyroscope assemblies mounted in the wheels or in the chassis of the vehicles.
Rotating gyroscopes may impacts positively the dynamic stability of the
wheeled vehicle in which they
are mounted. For more then 100 years, people tried to integrate gyroscopes in
two wheeled vehicle to
increase their stability but with limited success.
While these known stability control systems can in some conditions provide
some level of improved
stability to a wheeled vehicle, they generally offer limited performance and
safety and added
complexity and cost. They also had, in some conditions, oscillation problem
and a negative impact on
the driver's control of the balance and steering of the trajectory.
Thus, there is a need on the market for an improved flywheel based stability
control method that is
significantly more efficient, intuitive and reliable at providing stability,
agility and control.
In a broad aspect, the present invention provides improved stability control
methods, different
embodiment using theses methods and methods of operating sames.
Date Regue/Date Received 2022-07-08
SUMMARY OF THE INVENTION
In a broad aspect, a proposed steering enhancement method 801 is useful for
improving the stability,
agility and control of tilting vehicle 601, such as two or more wheel
bicycles, motorcycles, tilting car
and some all terrain vehicle (ATV).
Also, a proposed inertial compensation method 802 is useful for improving the
stability, agility and
control of roll unstable vehicles 600 is presented.
The inertial compensation method 802 and the steering enhancement method 801
may also be
integrated together in a tilting vehicle 601 to produce a synergistic effect
in a method called the
dynamics enhancements methods 800.
Different embodiment integrating at least one of theses two method are
presented in detail in this
document. Also, a method for operating of the proposed embodiment is provided.
Many additional features are combined in an innovative way are in the
descriptions and also constitute
innovation.
Date Regue/Date Received 2022-07-08
Brief Description Of The Drawings
Fig. 1 in a front perspective view, illustrates an embodiment of a bicycle
that may be used to apply the
steering enhancement method 801, the inertial compensation method 802 or the
two method in
combination as the dynamics enhancements methods 800;
Fig. 2 in a front perspective view, illustrates the bicycle in FIG. 1, here
showing in exploded views the
front and rear wheels including a flywheel assembly 100 in the front wheel as
a device for the steering
enhancement method 801;
Fig. 3 in a front perspective view, illustrates one embodiment of the bicycle
in FIG. 1, here showing in
exploded views the front and rear wheels including a flywheel assembly 100 in
the rear wheel as a
device for the inertial compensation method 802;
Fig. 4 in a front perspective view, illustrates one embodiment of the bicycle
in FIG. 1, here showing in
exploded views the front and rear wheels including a flywheel assembly 100 in
the front and the rear
wheel as a device for the dynamics enhancements methods 800;
FIG. 5, in a perspective, exploded view, illustrates one of the flywheel
assembly 100 used in one
embodiment;
FIG. 6, in a partial, rear perspective view, illustrates the stabilizing
control system in FIG. 1, here
showing an embodiment of a steering motor 142 mounted on the front end of the
bicycle chassis;
Fig. 7 is a diagram of the stability enhancement method applied in one
embodiment of the disclosure;
Fig. 8 in a front perspective view, illustrates an embodiment of a stabilizing
control system, according
to the present invention, here shown including two gyroscope assembly mounted
in the chassis of a
motorcycle;
Fig. 9 in a side perspective view, illustrates the stabilizing control system
in FIG. 8, here shown when
the steering handles of the motorcycle are oriented straight forwardly. The
flywheel assembly 100
mounted in the chassis is shown operatively connected to the steering assembly
815 and the steering
motor 142 of the motorcycle through a steering linkage 816 arrangement;
Fig. 10 illustrates the stabilizing control system in FIG. 8, here shown when
the steering handles of the
motorcycle are oriented rightwardly;
Fig. 11 illustrates the stabilizing control system in FIG. 8, here shown when
the steering handles of the
motorcycle are oriented leftwardly;
Fig. 12 in an enlarged, side partial view, illustrates the stabilizing control
system in FIG. 8, here shown
with the gimbal's ratio actuator 864 fixing a neutral gimbal's ratio
adjustment 863.
Fig. 13 in an enlarged, side partial view, illustrates the stabilizing control
system in FIG. 8, here shown
with the gimbal's ratio actuator 864 fixing a positive gimbal's ratio
adjustment 863.
Fig. 14 in a side perspective view, illustrates an embodiment with a system to
apply the dynamics
Date Regue/Date Received 2022-07-08
enhancements methods 800, including multiple steering motor 142 as the
steering actuator 818 and as
the steering linkage 816 to steer the flywheel's gimbal 112 mounted in the
chassis of a motorcycle, the
steering handle 522 and the steered wheels.
Fig. 15 in a front perspective view, illustrates an embodiment of a system,
according to the present
invention mounted on a three-wheel motorcycle provided with a side tilting
rear axle, and with the
steering handle 522 oriented straight forwardly. The three-wheel motorcycle
includes a flywheel
assembly 100 in the front wheel 506 spinning forward, one flywheel assembly
100 in in each rear
wheel 508 spinning backward and one steering controller 850 mounted on the
front end of the
motorcycle chassis;
Fig. 16 in a rear view, illustrates the three-wheel motorcycle in FIG. 15;
Fig. 17 illustrates the stabilizing control system in FIG. 15, here showing
the three-wheel motorcycle
having its steering handle 522 oriented rightwardly and the motorcycle chassis
tilted sidewardly to the
right;
Fig. 18 in a rear elevational view, illustrates the three-wheel motorcycle in
FIG. 15;
Fig. 19 illustrates the stabilizing control system in FIG. 15, here showing
the three-wheel motorcycle
having its steering handle 522 oriented leftwardly and the motorcycle chassis
tilted sidewardly to the
left;
Fig. 20 in a rear elevational view, illustrates the three-wheel motorcycle in
FIG. 15;
Fig. 21 in an enlarged, side partial view, illustrates the steering handle 522
of the three-wheel
motorcycle in FIG. 15 oriented straight forwardly and operatively connected to
the vehicle steering
assembly and power steering actuator of the motorcycle through an elongated
steering extension link
adjusted with a steering ratio of 1;
Fig. 22 , illustrates the steering handle 522 of the three-wheel motorcycle in
FIG. 15, here shown when
with the steering handle 522 are oriented righwardly;
Fig. 23 illustrates the steering handle 522 of the three-wheel motorcycle in
FIG. 15, here shown when
the steering handle 522 are oriented leftwardly;
Date Regue/Date Received 2022-07-08
Detailed Description Of The Invention
Description of the steering enhancement method 801
The steering enhancement method 801
The steering enhancement method 801 contain a tilting wheeled vehicle 601, a
steering controller 850,
a steering assembly 815, a driver 855 and a stability enhancement controller
809.
The steering enhancement method 801 is used to enhance the control of the
stability and the agility of
the vehicle. This may improve the user experience and functionalities. The
added stability may enable
the driver to stop without to put a foot on the ground, to skid without to
fall, to take turn with more
agility and to absorb impact without falling.
The steering enhancement method 801 interconnect and operate the components in
a new method
enhancing the individual ability of each one to control the trajectory, the
stability and the comfort of the
vehicle.
The steering enhancement method 801 use a control scheme where the steering
controller 850, the
driver 855 the flywheel's gimbal 112 and the stability enhancement controller
809 concurrently and
cooperatively steer steering assembly 815. This interconnection create a new
and unexpected result
since it allow the driver 855 to steer and countersteer the steering assembly
815 in cooperation with the
steering from flywheel's gimbal 112, from the steering controller 850 and from
the stability
enhancement controller 809. Theability of the driver 855 to steer contribute
to an increased safety since
it enable the driver 855 to control the stability and the trajectory with an
intuitive driver's steering
command 898 even if the stability enhancement controller 809 or the steering
controller 850 fail. This
method may also increase the driver's stability and agility at low speed.
The embodiment of component used in the steering enhancement method 801 also
contain innovations
in the way they operate and are integrated in the vehicle.
The tilting wheeled vehicle 601
The tilting wheeled vehicle 601 is a vehicle with a tilting assembly 602
tilting in the roll axis to
enhance the stability, the agility or the user experience of the tilting
wheeled vehicle 601. A regular
bicycle or motorcycle may provide a suitable tilting wheeled vehicle 601 for
the application steering
enhancement method 801 since the whole vehicle is the tilting assembly 602 in
the case of theses single
track vehicle. A typical three or more wheeled vehicle with a tilting assembly
602 tilting in the roll axis
to enhance it's stability, agility or user experience may also provide a
suitable tilting wheeled vehicle
601 for the application steering enhancement method 801.
An already existing tilting wheeled vehicle 601 can be modified and equipped
with a system providing
a suitable steering assembly 815, driver 855, steering controller 850 and
stability enhancement
controller 809 for the application the steering enhancement method 801. The
components required for
the use of the steering enhancement method 801 may be provided as a kit
compatible and ready to
install on already existing tilting wheeled vehicle 601 such as bicycle and
motorcycle.
Date Regue/Date Received 2022-07-08
The tilting wheeled vehicle 601 may be a vehicle designed and produced with
all the components
required to use the steering enhancement method 801.
The tilting wheeled vehicle 601 may be a vehicle powered by a thermal, an
electrical or a hybrid drive
train motor.
The driver 855
The driver 855 steer the steering assembly 815 to control the trajectory and
the stability of the vehicle.
The driver 855 may be an occupant of the vehicle, a remote user of the
vehicle, an autonomous driving
system or a combination of theses.
The driver 855 transmit a driver's steering command 898 to the steering
controller 850 to steer the
steering assembly 815.
The driver 855 may transmit a driver's steering torque 857, a driver's signal
858 or a combination of
both to the steering controller 850 to steer the steering assembly 815.
An embodiment may combine two type of driver 855 and combine two type of two
driver's steering
command 898. The said embodiment may be a human steering the vehicle with a
driver's steering
torque 857 manually applied in combination with an autonomous driving system
steering with a
driver's signal 858 if an imminent collision is detected.
In one embodiment, the driver's steering command 898 from the driver 855 is
the driver's steering
torque 857 manually applied on a steering handle 522 used as the manually
operated steering input 890.
The driver can steer this embodiment with driver's steering command 898
similar the driver's steering
command 898 used by typical driver of typical motorcycle to control the
trajectory and the balance of
two wheel vehicle travelling at a forward speed in its stable range.
One embodiment allow the driver 855 to balance the vehicle with driver's
steering command 898
similar to the one used at higher speed on regular motorcycle even if the
vehicle travel at low speed or
standstill. It is usually difficult to balance at very low speed a typical
single track vehicle not equipped
with the steering enhancement method 801 since a forward speed is normally
required to apply the roll
torque necessary to balance theses vehicles. The steering enhancement method
801 enable the driver
with the ability to steer the vehicle to apply a roll torque required to
balance it even at low speed or
standstill.
One embodiment using the steering enhancement method 801 in a vehicle
travelling at a forward speed
in its stable range can be manually steered by the driver by applying a
steering torque in the direction
opposite to desired trajectory. Thereby, the driver 855 can operate the system
as a torque controlled
system steering in the direction opposite to the applied torque and with a
delay following the
application of the steering torque.
In one embodiment, the driver 855 of the steering enhancement method 801, is a
human driver
manually operating a regular motorcycle steering handle 522 to steer the
trajectory of the vehicle by
applying a steering torque in the direction opposite to the desired trajectory
and roughly proportional to
the desired steering angle.
The driver 855 of the steering enhancement method 801, may also be a human
driver using a remote
Date Regue/Date Received 2022-07-08
controller to send a signal to the steering controller 850 corresponding to
the steering torque to apply to
the steering assembly 815 to control the trajectory and at least in part the
balance of the vehicle.
Therefore, the driver may steer the trajectory as a torque controlled steering
angle.
The driver 855 using the steering enhancement method 801 may be an autonomous
driving system
sending signal to the steering controller 850 corresponding to the steering
torque to apply to the
steering assembly 815 to control the trajectory and at least in part the
balance of the two wheel vehicle.
Therefore, the driver may steer the trajectory as a torque controlled steering
angle.
In one embodiment using the steering enhancement method 801, the driver 855
may receive a position
feedback, a force feedback, a signal feedback or a combination of theses from
the steering controller
850 enabling it to sense at least in part the state of the steering assembly
815.
In one embodiment, the driver 855 is a human driver manually steering a
steering handle 522 and
manually feeling the reaction torque and the position of the steering handle
522. This provide the driver
with a mean to sense the state of the steering controller 850 and the steering
assembly 815. This
feedback from the steering assembly increase the ability of the driver 855 to
manage the use of the
limited precession torque in the roll axis 901 available to stabilize the
vehicle.
The stability enhancement controller 809
The stability enhancement controller 809 steer the steering assembly 815 to
increase the stability of the
tilting assembly 602.
The stability enhancement controller 809 transmit a stability enhancement
steering 810 as a mechanical
forces, a signal or a combination of both to the steering controller 850 to
steer the steering assembly
815.
The stability enhancement controller 809 determine the stability enhancement
steering 810 based on
signals received from sensors.
In one embodiment, the stability enhancement controller 809 determine the
stability enhancement
steering 810 based on an estimated the tilt angle error 885.
In an embodiment, the stability enhancement controller 809 determine the tilt
angle error 885 as the
difference between the angle where no lateral forces are applied on the
tilting assembly 885 and the
actual tilt angle of the tilting assembly 885.
In an embodiment, the tilt angle error 885 is estimated from the gravity, the
centrifugal force and the
other forces sensed on the lateral axis of the tilting assembly. In the case
of the vehicle taking a turn
with a balanced tilt angle of the tilting assembly 602, the gravity and
centrifugal forces mostly cancel
one another in the lateral axis and the tilt angle error 885 estimated is
around zero. Furthermore, in the
case of the vehicle going in a straight line on a flat ground and with a
vertical angle of the tilting
assembly 602, the gravity is perpendicular to the lateral axis and the tilt
angle error 885 estimated is
around zero.
In an embodiment, the lateral forces on the tilting assembly are estimated
from the signal of a lateral
acceleration sensor 805 and a roll acceleration calculated from a roll rate
sensor 806. Theses two
sensors are attached to the tilting assembly 885. The lateral forces generated
by the roll acceleration are
Date Regue/Date Received 2022-07-08
removed to the measured lateral force to determine the tilt angle error 885.
The lateral acceleration
sensor 805 and the roll rate sensor 806 may be provided by typical MEMS
accelerometer sensor and
MEMS gyroscope sensor.
In an other embodiment, the tilt angle error 885 may be estimated with a
pendulum having it's axis of
rotation pivotally connected to the tilting assembly 885 and oriented in the
roll axis of the tilting
assembly 885. An angle sensor measuring the angle between the pendulum and the
tilting assembly 885
may provide an appropriate mean to determine the tilt angle error 885. The
distance between the centre
of mass and the axis of rotation of the pendulum may also be adjusted to
improve the estimation of the
tilt angle error 885. Spring and stopper limiting the angular range of motion
of the pendulum may also
be used to tune the sensor behaviour.
In an other embodiment, the tilt angle error 885 may be estimated by measuring
the lateral forces
applied on the tilting assembly with the flywheel assembly 100. The precession
forces from the
flywheel assembly 100 produced by the lateral forces applied on the tilting
assembly 602 and it's
flywheel assembly 100 can be measured with a force sensor. The force sensor
measuring the precession
forces is installed on the steering linkage 816 and may alternatively be
installed on the flywheel's axle
105. The measurement of the precession torque is further improved by removing
to it the forces from
the angular acceleration of the flywheel's gimbal 112 axis of rotation. A
known application of of a
similar method to determine the forces on the lateral axis of the tilting
assembly and the tilt angle error
885 is the gyro monorail from Louis Philip Brennan U5796893A.
In an embodiment, the stability enhancement controller 809 determined more
then one tilt angle error
885 and with different sensors to provide a redundancy.
In an embodiment, the stability enhancement controller 809 use two estimated
tilt angle error 885 to
determine the stability enhancement steering 810 command transmitted to the
steering controller 850.
In an embodiment, a micro-controller and multiple sensors are used by the
stability enhancement
controller 809 to determine the stability enhancement steering 810 applied.
In an embodiment, the sensor's signal, the signal's filtering, the estimation
of the tilt angle error 885
and the proportional correction can be tuned to optimize the performance, the
comfort, the level of
assistance or other aspects of the stability enhancement steering 810.
In an embodiment, the sensor signal, the signal filtering, the estimation of
the angle error 885 and the
level of assistance from the stability enhancement controller 809 is tuned and
optimized by the user and
one of the know automatic optimization and tuning method like artificial
intelligence and mathematical
optimization.
In an embodiment, the level of traction on the road is estimated with sensors
to determine an additional
traction assistance 883 applied by the stability enhancement steering 810 to
compensate with a roll
torque the the lateral slippage. The lateral slippage may be determined by
comparing the roll
acceleration measured by a MEMS gyroscope sensor with the lateral acceleration
of two MEMS
accelerometer located at two different height on the tilting assembly 602. The
difference between the
reading of the two MEMS accelerometer not coming from the roll acceleration
may be used to estimate
the lateral slippage to compensate with the stability enhancement steering 810
Date Regue/Date Received 2022-07-08
The steering assembly 815,
The steering assembly 815 provide the steering enhancement method 801 with a
mean to apply the
forces controlling the trajectory and the stability of the tilting wheeled
vehicle 601 thru the steering of
it's multiple steered components as a single steered assembly 899.
The steering assembly 815 is steered by the steering controller 850. The
steering controller 850
combine and assist the driver steering 855 and the stability enhancement
steering 810. The steering
controller 850 apply the combined and assisted steering to the steering
assembly 815. Thus, the steering
assembly 815 is concurrently and cooperatively steered by the driver steering
855 and the stability
enhancement steering 810 and the steering controller 850.
The steering assembly 815 steer it's at least one steered wheel 817 and it's
at least one flywheel's
gimbal 112 as a single assembly. The steering assembly 815 interconnect the
steering of the steered
wheel 817 and the steering of the flywheel's gimbal 112 with a steering
linkage 816. This allow the
steering of the steering assembly 815 to simultaneously steer it's steered
wheel 817 and it's flywheel's
gimbal 112 in a single steering action. This provide the driver 855 and the
stability enhancement
controller 809 with a simplified steering interface compared to an independent
steering of the steered
wheel 817 and the flywheel's gimbal 112.
The steering assembly 815 make the steered assembly 899 easier to control,
easier to sense and easier
to predict for the steering controller 850, the driver 855 and the stability
enhancement controller 809
because the component of the steering assembly are steered as an assembly. The
increased ability to
predict the impact from the steering of the components of the steered assembly
899 increase the
driver's control of the trajectory and the balance in some conditions.
The flywheel's gimbal 112
The flywheel's gimbal 112 of the steering assembly 815 is attached to at least
one flywheel assembly
100. The flywheel's gimbal 112 have it's gimbal's axis 845 pivotally attached
to the tilting assembly
602. The gimbal's axis 845 of the flywheel's gimbal 112 is substantially
perpendicular to a flywheel's
axle 105 of the flywheel assembly 100. The normal orientation of the gimbal's
axis 845 and the normal
orientation of it's corresponding flywheel's axle 105 are selected to transfer
a precession torque at least
in part in the roll axis of the tilting assembly 602 when the flywheel's
gimbal 112 is steered around it's
normal orientation. This provide the steering assembly 815 with a mean to
apply a roll torque from the
steering of the flywheel's gimbal 112 and to receive a steering torque from
the flywheel's gimbal 112
when a roll torque is applied on the tilting assembly 602.
Someone skilled in the art may find many combinations of normal orientation of
the gimbal's axis 845
and normal orientation of it's flywheel's axle 105 able to provide the
steering assembly 815 with a
mean to apply a precession torque at least in part in the roll axis of tilting
assembly 602 when steered
around it's normal orientation.
In one embodiment, the steering enhancement method 801 use a vertical normal
orientation of the axis
of the flywheel's gimbal 112 and a lateral normal orientation of it's
corresponding flywheel's axle 835.
In one other embodiment, the steering enhancement method 801 may use a lateral
normal orientation of
the axis of the flywheel's gimbal 112 and a vertical normal orientation of
it's corresponding flywheel's
axle 835 as a mean for the method to apply a roll torque on the tilting
assembly 602 when steered
Date Regue/Date Received 2022-07-08
around it's normal orientation.
The steering enhancement method 801 may use a steered assembly 899 with one or
more flywheel's
gimbal 112.
In one embodiment, two counter rotating flywheel assembly 100 located in two
different flywheel's
gimbal 112 are used to cancel one another's angular momentum in some
conditions. This is a technique
known in the art as exemplified in the patent US796893A.
The flywheel assembly 100
In it's normal operation, one or more flywheel assembly 100 are spinning
continuously over the
minimum speed required to apply a precession torque in the roll axis 901 when
the flywheel's gimbal
112 is steered with the steering enhancement method 801.
In one embodiment, the steering controller 850 use an angular momentum
controller 880 to adjust the
rotational velocity of the one or more flywheel assembly 100 following the
speed profile configured.
The speed profile configured may be changed based on the driver's
configuration, the limit set by the
factory setting and other vehicle's parameter.
The flywheel assembly 100 contain a flywheel's stator 104 and a flywheel's
rotor 106 rotating the
flywheel's rotating mass 118 around the flywheel's axle 105.
As seen in fig. 5, in one embodiment, the flywheel assembly 100 contain a
motor composed of a
flywheel's stator 104 and a flywheel's rotor 106 rotating the flywheel's
rotating mass 118 around the
flywheel's axle 105. The flywheel's rotating mass 118 is cowdally mounted on a
cylindrical flywheel's
rotor 106. The flywheel's rotor 106 is cowdally and rotatably mounted on a
flywheel's axle 105 and
around the flywheel's stator 104. The flywheel's stator 104 is coaxially
mounted to the flywheel's axle
105 and inside the flywheel's rotor 106. In this embodiment, the proposed
flywheel assembly 100 have
some similarity with the well known design of electric wheel hub motor but
with the difference that
this embodiment replace the tire of the typical hub motor's with a flywheel's
rotating mass 118. The
flywheel's stator 104 may contain sensors to measure the position and the
precession torque from the
flywheel's rotating mass 118. In one embodiment the flywheel's stator 104 use
the energy from the
battery or from the vehicle's regenerative braking to power the rotation of
the flywheel's rotating mass
118. Alternatively, the kinetic energy in the flywheel assembly 100 may be
used to power the vehicle.
The flywheel's electric motor is also used as a regenerative brake to stop the
flywheel's rotation if
necessary.
In one embodiment, the flywheel's motor may be any other suitable type of
motor like a hydraulic
motor, a pneumatic motor or a mechanical system. In one embodiment, the
wheel's or the engine
rotation may be mechanically linked to power the rotation of the flywheel's
rotating mass 118.
The flywheel's rotating mass 118 may be a uniform disc rotating around it's
axis. It may also be shaped
with more of it's weight at the periphery to increase the angular momentum
stored for a given mass,
angular velocity and diameter.
The flywheel's rotating mass 118 may be composed of alloy steel, aluminum
alloy, carbon fibre, glass
fibre or any other know material meeting the specific requirements.
Date Regue/Date Received 2022-07-08
The flywheel's rotating mass 118 may be composed of composite material with
it's fibre oriented to
increase the mechanical strength in the direction for the forces involved.
The flywheel's rotating mass 118 may be made of composite with an additive
manufacturing process.
The flywheel's rotating mass 118 may be made of composite with a continuous
filament winding
process.
The flywheel's rotating mass 118 may be made of composite assembled by an
automated fibre
placement machine.
The steered wheel 817
The steered wheel 817 is the wheel directing the trajectory of the wheeled
vehicle.
In an embodiment, the steered wheel 817 is the front wheel of a regular
bicycle equipped with a tire
and a valve stem accessible from the side of the wheel to inflate the tire.
The front wheel of a most bicycle and motorcycle may be suitable to provide
the steered wheel 817 for
the application of the steering enhancement method 801. In one embodiment, the
spoke of the steered
wheel have been replaced by a disc to free the space inside the rim for the
flywheel assembly 100. In
one embodiment, the wheel facing cover 524 replacing the spoke are attached to
the rim with screws
and to the flywheel's axle 835 with bearings.
The steering enhancement method 801 can be used with one or more steered
wheel. In an embodiment,
the vehicle may use two front wheel tilting with the tilting assembly 602 and
steering the trajectory
together.
One embodiment may be a motorcycle using a front steered wheel and a rear
steered wheel linked
together by a steering linkage 816 to determine the vehicle's trajectory.
The increased stability and agility provided by the proposed method enable
more freedom in the
selection of the steering geometry steering the steered wheel 817 because the
method does not rely only
on the steering geometry and the driver's steering to balance the vehicle. The
steering enhancement
method 801 also rely on the flywheel assembly 100, the steering controller 850
and the stability
enhancement controller 809 controller to maintain the balance.
The steering enhancement method 801 can be used with the steered wheel 817
replaced by steered ski,
steered float or other similar devices to control the vehicle's trajectory.
The flywheel assembly 100 and the wheel may also include a drive train
assembly 512 mounted in
parallel with the flywheel assembly 100, inside the wheel or outside the wheel
to propel the wheel of
the vehicle.
The steering linkage 816
The steering assembly 815 use one or more steering linkage 816 to interconnect
the steering of it's one
or more flywheel's gimbal 112 with the steering of the one or more steered
wheel 817. The steered
Date Regue/Date Received 2022-07-08
components of the steering assembly 815 are refereed to as a steered assembly
899.
The sum of the forces applied on the steered assembly 899 and from the steered
assembly 899
determine the steering of the steered assembly 899. The steered assembly 899
is steered by the forces
from the steering controller 850, from the flywheel's gimbal 112 and from the
steered wheel 817.
In one embodiment, one or more steering linkage 816 may be provided by two or
more steering motor
142 having their position and steering force linked to one another. This may
enable the use of a steering
motor 142 as a steering linkage 816 and as a steering motor 142 at the same
time.
The one or more steering linkage 816 orient the at least one flywheel's gimbal
112, the at least one
steered wheel 817 and the at least one steering controller 850 to be
substantially centered when one of
them is centered.
The steering linkage 816 orient the steering of the one or more flywheel's
gimbal 112 to generate a roll
torque on the tilting assembly 602 oriented substantially toward the right
when the vehicle is steered
toward the left and a roll torque on the tilting assembly 602 oriented
substantially toward the left when
the vehicle is steered toward the right. Whereby, the roll torque from the
combined steering of the at
least one flywheel's gimbal 112 and the at least one steered wheel 817 are
enhancing the others effect
on the stability and the agility of the vehicle.
When the tilting assembly 602 roll because an external lateral force is
applied to it while the vehicle
travel forward, the flywheel's gimbal 112 apply a steering torque that steer
the one or more steered
wheel 817 to direct the tilting wheeled vehicle 601 into the roll, therefore
generating a roll torque on
the tilting assembly 602 compensating at least in part for the external
lateral force. This may contribute
at least in part to increase the stability of the tilting assembly 602. In an
embodiment, this effect
contribute at least in part to the stability of the vehicle.
The one or more steering linkage 816 interconnecting the components of the
steered assembly 899 can
be suitably provided from the group consisting of belt with pulleys, gears,
interconnected hydraulic
actuator, interconnected electromechanical actuators, interconnected universal
joint, connecting rod
connected to steering arm or any other suitable mean to link the steering of
the steered assembly 899.
The steering ratio 860
The steering ratio 860 is the ratio between the displacement of a steered
component and the
corresponding displacement of an other steered component linked to it. The
steering ratio 860 may be
adjusted to be positive or negative. The steering ratio 860 may be adjusted
manually with a steering
ratio adjustment 888. The steering ratio 860 may be adjusted by a command sent
to a steering ratio
actuator 862. The steering ratio 860 may be adjusted automatically by a
steering ratio actuator 862
controlled based on the appropriate vehicle parameter such as it's speed and
it's weight.
An embodiment may adjust the steering ratio 860 of the manually operated
steering input 890, the
steered wheel 705 or the flywheel's gimbal 112 to improve the steering
feedback or the the control of
the steering assembly 815.
Date Regue/Date Received 2022-07-08
The gimbal's ratio adjustment 863
The steering ratio 860 of the flywheel's gimbal 112 may be adjusted by a
gimbal's ratio adjustment
863.
The gimbal's ratio adjustment 863 may be remotely adjusted by a steering ratio
actuator 862 to increase
the steering ratio 860 when the vehicle travel at low speed or standstill and
to provide increase the roll
torque from a given displacement of the steered assembly 899. Furthermore,
this may reduced the
steering displacement of the steered wheel 705 and the manually operated
steering input 890 necessary
to apply the required roll torque to balance the vehicle at low speed.
In an embodiment, the gimbal's ratio adjustment 863 is automatically adjusted
based on the vehicle's
speed.
In an embodiment, the gimbal's ratio adjustment 863 is adjusted with a
steering ratio actuator 862
changing the effective length of the torque arm of the flywheel's gimbal 112.
This decrease the amount
of steering done by the steered wheel 705 and the manually operated steering
input 890 to apply the
required roll torque to balance the vehicle at low speed.
The steering controller 850
The steering controller 850 is a mean to steer the steered assembly 899 based
on the received driver
steering 855, the received stability enhancement steering 810 and the steering
controller assistance 892.
The steering controller 850 have similarities with the known use of electric
power steering seen in
some car.
The steering controller 850 may use one or a combination of electronic or
mechanical analog
controller, microcontroller, FPGA or any other suitable means to determine the
assistance to be applied
by a steering actuator 818.
The steering actuator 818 is a device actuating the steered assembly 899 based
on the steering
controller assistance 892 and the other force applied to it. The steering
actuator 818 may be a steering
motor 142, a mechanical actuator 851 or a combination of the two type. By
example, in one
embodiment, the steering actuator 818 is provided by the combination of a
mechanical actuator
transmitting the forces from the manually operated steering input 890 to the
steered assembly 899 and a
steering motor 142 converting the steering controller assistance 892's signal
into a steering torque from
the steering motor 142 applied to the steered assembly 899.
The steering controller 850 is a mean to enhance the received driver steering
855 and the received
stability enhancement steering 810 with a steering controller assistance 892.
The steering controller 850
apply a linearization gain 881 to the received driver steering 855 and the
received stability
enhancement steering 810 and add the result to the determined steering
controller assistance 892. The
steering controller 850 also determine a centring assistance 882 and a
traction assistance 883 to add to
the determined steering controller assistance 892.
In an embodiment, the steering controller 850 linearize the steering response
of the steered assembly
899 based on a vehicle speed sensor's 808, a steering position sensor 954, the
steering ratio 860, the
angular momentum stored in the flywheel assembly 100 and other parameter
affecting the steering
Date Regue/Date Received 2022-07-08
response.
In one embodiment, to linearize the response of the steering controller
assistance 892, the linearization
gain 881 is reduced at high vehicle speed.
One embodiment may supplement the steering controller assistance 892 with a
centring assistance 882.
The centring assistance 882 may be adjusted based on the vehicle's speed. The
centring assistance 882
increase the comfort and maintain the steering assembly around the centered
position when no steering
input is applied by the driver 855. This improve the ability of the tilting
assembly to remain upright
because it maintain the steered assembly 899 away from the limit where it
cannot apply a precession
torque in the roll axis 901 to balance the tilting assembly.
The centring assistance 882 supplement the steering controller assistance 892
with a steering force
away from the centred steering position. The steering torque steering away
from the centered steering
position is similar to the known force generated by the steering geometry of
regular motorcycle
travelling at forward speed in its stable range. This steering assistance away
from the centered position
generate a self centring effect when it's profile is adjusted properly because
it produce a compensating
tilt angle error 855 steering the direction toward the centred position.
In one embodiment, the centring assistance 882 from the steering controller
850 may be increased
when the vehicle is at lower speed or in parking mode to increase the self
balancing ability of the
vehicle.
Many types of steering oscillation may be reduced by the steering controller
850 used as a steering
damper 820. The steering controller 850 may measure the torque from the
steered assembly 899 and
limit it with a steering damper assistance 820 if an undesirable force is
detected. The torque from the
steered assembly 899 may be determined by comparing the angular acceleration
of the steered
assembly 899 with the steering torque applied to it. The type of oscillation
of steered assembly 899 are
well known by people in the field and the method to identify and limit them
are also known.
The steering motor 142 of the steering controller 850 apply the determined
steering controller
assistance 892 to the steered assembly 899. The steering motor 818 may also be
used as a brake or a
generator to absorb the steering kickback or oscillation from steering
assembly when necessary.
The steering motor 142 of the steering controller 850 may be a torque motor
operated as a torque
controlled motor to enable the torque from the manually operated steering
input 890 or the torque from
the steered assembly 899 to steer the steered assembly 899 with a reduced
interference from the
steering controller 850.
The steering motor 142 of the steering controller 850 may also be operated as
a torque controlled motor
with a steering feedback assistance 884 from the steering controller
assistance 892 based on the angular
speed and acceleration measured by the steering position sensor 954. The
feedback loop may be used to
limit the effect of the forces from the steered assembly 899. The steering
feedback assistance 884
affecting the steering motor 142 may increase the linearization gain and apply
a steering controller
assistance 892 in the direction opposite to the angular speed and acceleration
detected by the steering
position sensor 954. The steering feedback assistance 884 is used in one of
the embodiment to control
the level of feedback from the road transmitted to the driver 855 thru the
manually operated steering
input 890. The steering feedback assistance 884 is also used as a damper to
limit the steering
oscillations at some vehicle's speed.
Date Regue/Date Received 2022-07-08
In one embodiment, while the vehicle move at low speed, the increased steering
friction from the tire
rubbing on the ground are compensated by the steering feedback assistance 884.
In this embodiment, at
low vehicle speed, the steering feedback assistance 884 increase the
linearization gain 881 and apply an
increased steering controller assistance 892 in the direction opposite to the
angular velocity and
acceleration detected by the steering position sensor 954.
In one embodiment, the steering motor 142 of the steering controller 850 is
operated as a torque
controlled motor with an adjustable steering feedback assistance 884. The
method used in this
embodiment act like a PID loop reducing the speed and acceleration of the
steering motor 142. where P
is the torque, I is the speed and D is the acceleration of the steering motor
142. In one embodiment,
theses PID coefficient of the steering feedback assistance 884 are
automatically adjusted by the steering
controller 850 based on the vehicle's speed as determined by a predetermined
profile.
In some embodiment, the steering controller 850 also adjust the steering ratio
of the equipped
components and the level of steering damping.
In the case where the driver steering 855 torque is manually applied to the
steering controller 850, the
steering controller 850 may measure the driver steering 855 torque with a
steering torque sensor 953,
and multiply it's measure with the linearization gain 881 to determine the
corresponding steering
controller assistance 892. The corresponding steering controller assistance
892 is applied by a steering
motor 142 to the steered assembly 899 with the other steering controller
assistance 892. The steering
torque manually applied to the steering controller 850 may also be
mechanically transferred to the
steered assembly 899 by a mechanical actuator 851 to provide a redundant
pathway for the driver to
apply a steering torque. This enable the driver to steer the trajectory and to
balance of the vehicle with
a manually operated steering input 890 even in the case of a failure of the
steering controller's
assistance 892.
The steering controller 850 and it's steering controller assistance 892 may be
made with components
similar the well known electrical power steering from cars. This means that
the steering assembly 815
failure to augment the manually applied steering torque still permits the
vehicle to be steered manually
by the driver steering 855. This also mean the detailed components and inner
working of device
providing driver's assistance are well known by expert in the field.
One embodiment use a steering controller 850 to apply a linearization gain 881
to the driver's steering
command 898 measured and the stability enhancement steering 810 signal to
determine the
corresponding steering controller assistance 892. In this embodiment, the
steering controller 850 also
apply a centring assistance 882 a traction assistance 883, a steering feedback
assistance 884 and a
steering damper assistance 820. This embodiment also contain a mechanical path
for the manually
applied driver's steering command 898 to be transferred to the steered
assembly 899.
One embodiment use a steering handle 522 similar to the one used on typical
bicycle as the manually
operated steering input 890 to receive the manually applied driver's steering
command 898.
Many other type of interface such as side handle, steering wheel, foot
steering and joystick may
provide a suitable mean for the driver to transfer driver's steering command
898 to the steering
controller 850.
As known for car and other type of vehicle, a steer by wire system may also be
used as an intermediate
Date Regue/Date Received 2022-07-08
step between the driver 855 and the steering controller 850.
In the case where the driver's steering command 898 is a signal sent to the
steering controller 850, the
signal may be interpreted as the measured steering torque of the previously
described embodiment.
The steering controller 850 may use multiple steering actuator 818
transmitting steering forces from
different steering motor 142 and mechanical actuator 851 at the same time.
In one embodiment, the steering controller 850 have it's components located in
different location. In
this embodiment the steering motor is located inside the vehicle and the
manually operated steering
input 890 is located outside the vehicle to receive the driver's steering
command 898. Therefore, this
embodiment have a steered assembly 899 steered by a mechanical actuator 851
receiving a manually
operated steering input 890 and by a steering motor 142 controlled by a
steering controller assistance
892.
The steering controller 850 may use more then one steering motor 142 to apply
the steering forces. In
the case where two or more motor are used, theses motor may also be used as a
steering linkage 816
interconnecting the steered position of elements of the steered assembly 899.
In this case, the steering
ratio between theses motor used as a steering linkage 816 and their position
may be interconnected by a
typical PID loop where P is difference in their position I is the speed and D
is the acceleration.
The steering motor 142 can be a purely mechanical system like a hydraulic or
pneumatic actuator or a
electromechanical system like a torque motor, a dc motor or a stepper motor in
a direct drive
configuration or via a suitable geared transmission.
The steering controller assistance 892 may be provided by a more simple system
providing an
assistance with only some of the proposed functionalities. In one embodiment,
the more complex
assistance described may be offerd only when desired. By example, in one
embodiment, the steering
controller assistance 892 may offer assistance from the stability enhancement
controller 809 only when
asked by the driver 855.
An embodiment using the steering enhancement method 801 may be adjusted to be
used with a reduced
stability enhancement steering 810 and with only the force amplification of
the steering controller 850
when the vehicle operate in some conditions. This would enable the driver 855
to have more control
over the steering applied to the steered assembly 899 but with a reduced
steering controller assistance
892 in theses conditions.
The steering motor 818 may be connected to the steered assembly 899 by belt
and pulley, steering rod,
gears or an equivalent.
In one embodiment, a timing belt is used to connect a high torque electrical
motor, used as the steering
motor 818 of the steering controller 850, to the steered assembly 899. This
enable the system with a
favourable reduction ratio, a backlash free operation, a low cogging torque, a
low noise operation and
an easy installation.
The driver ratio adjustment 861
A driver ratio adjustment 861 may be used to adjust the steering ratio 860
between the manually
operated steering input 890 and the steering assembly 815.
Date Regue/Date Received 2022-07-08
In an embodiment, the said driver ratio adjustment 861 may be manually
adjusted to the driver 855
preference.
The said driver ratio adjustment 861 may be automatically adjusted by a
steering ratio actuator 862
based on the vehicle speed or other parameter suitable to improve the driver
855 experience. This may
be used by example to reduce displacement of the manually operated steering
input 890 made by the
steered assembly 899 to balance the vehicle at low speed.
The driver ratio adjustment 861 may be provided by a system as seen in one
embodiment or made like
other known power steering system using an electrically variable gear ratio.
The flexible steering input 891
The manually operated steering input 890 link the driver 855 with the steering
controller 850 and the
steered assembly 899. In an embodiment, the rapid position change of the
steering assembly 899 are
transferred to the driver 855 and may be uncomfortable. The rapid position
change of the steered
assembly 899 may be caused by bump on the road, collision on the tilting
assembly, head-shake and
tankslapper-style oscillations or strong assistance from the steering
controller 850. The flexible steering
input 891 may be installed between the manually operated steering input 890
and the steering controller
850 to allow some flexibility between the position of theses parts. The
flexible steering input 891 may
be manually adjusted or automatically adjusted based on the road conditions or
user preference.
Therefore, the flexible steering input 891 is a mean to provide the driver 855
with an improved comfort
and protection from the rapid steering of the steered assembly 899 during
event such as impact and lost
of traction.
The flexible steering input 891 may be one of or a combination of spring, gas
spring, rubber, torsion
bar, compliant mechanism or any other known equivalent.
In an embodiment, the flexibility of the flexible steering input 891 can be
manually adjusted by the
user.
In an embodiment, the flexible steering input 891 may be automatically
adjusted by the steering
controller's 850.
In an embodiment, the flexible steering input 891 may be adjusted in a way
similar to the known use of
active suspension but with the objective of reducing the drivers steering when
rapid position change of
the steered assembly 899 are generated from uneven the road surface or other
similar conditions.
Operation of the steering enhancement method 801
The figure 7 schematize the general operation of the steering enhancement
method 801 as a whole.
The driver 855 and the stability enhancement controller 809 have their
steering combined by the
steering controller 850. The steering enhancement method 801 enable to driver
855 to operate the
system with steering command similar to the one used to steer a regular
motorcycle going forward in
it's stable speed range. This mean the driver can steer and counter steer to
maintain the balance and
Date Regue/Date Received 2022-07-08
direct the trajectory at the same time. Unlike other system using an
assistance and gyroscope, this
control method can be operated with more predictable steering response and a
more simple
conventional steering control. Therefore, the system provide more control,
more safety and some level
of natural redundancy.
In one embodiment, the driver 855 may apply on the manually operated steering
input 890 a torque in
the opposite direction of the desired trajectory to steer the vehicle. This
mean the driver 855 may steer
the steering assembly 815 as a driver would steer typical bike, travelling at
a forward speed in its stable
range. This also mean, the driver's may apply a constant steering torque to
the right to causes an initial
steer angle to the right, a lean to the left, and eventually a steady-state
lean to the left, a steer angle to
the left, and thus a turn to the left. This also mean the driver steering 855
may gradually remove the
steering torque applied to the steering assembly 815 to return the trajectory
to a straight line.
One embodiment of a regular motorcycle equipped with the proposed steering
enhancement method
801 and travelling at low speed or standstill may be balanced without to put a
foot on the ground
because the steering of the steered assembly 899 by the steering controller
850 and the stability
enhancement controller 809,will produce a balancing roll torque even at theses
speed. Furthermore, the
steering of the steering assembly 899 done to balance the vehicle may be done
at least in part
automatically by the stability enhancement controller 809 and the steering
controller 850.
Furthermore the steering from the precession of the flywheel assembly 100 in
the flywheel's gimbal
112 may steer the steered wheel 705 to counteract at least in part the lateral
forces on the tilting
assembly 602 by steering the vehicle into the fall when the vehicle travel
forward at sufficient speed.
The multiple embodiment presented show some possible combinations of the
elements enabling the use
and operation of the steering enhancement method 801. Someone skilled in the
art should be able to
determine multiple combinations, orientation and adjustments of the elements
present in the proposed
method to suit other application or improvement to the steering enhancement
method 801.
The inertial compensation method 802
The proposed inertial compensation method 802 enable roll unstable vehicles
600 to compensate at
least in part for the centrifugal forces 900 present while taking a turn. The
compensation of the
centrifugal forces 900 with the inertial compensation method 802 reduce the
risk of tipping over for
non tilting vehicle 603. The compensation for the centrifugal forces 900 with
the inertial compensation
method 802 reduce the lean angle necessary to compensate for the centrifugal
forces on the tilting
assembly 602 when used on tilting vehicle 601.
The non tilting vehicle 603 using the proposed inertial compensation method
802 may be a typical
narrow track vehicle like narrow tandem car or small single occupant vehicle.
When a typical non
tilting vehicle 603 is taking a turn, a weight transfer on the wheel at the
outside of the turn of the
vehicle is necessary to generate a roll torque compensating for the roll
torque 900 from the centrifugal
force's. In a typical non tilting vehicle 603, the weight transfer cannot
compensate the centrifugal force
with more then 100% of the weight of the vehicle applied on the wheel at the
outside of the turn and
without to risk a vehicle rollover. This limit the maximum roll torque 900
from the centrifugal force's a
vehicle can safely compensate and the corresponding speed and agility of
theses vehicles.
Most tilting wheeled vehicle 601 are suitable for the application of the
proposed inertial compensation
Date Regue/Date Received 2022-07-08
method 802. Typical tilting wheeled vehicle 601 tilt the tilting assembly 602
to counteract the
centrifugal forces with the gravity forces applied on the tilting assembly and
maintain the balance while
the vehicle is taking a turn. Typical tilting wheeled vehicle 601 usually
require time to initiate the
leaning before to take a turn and time to stop leaning before to stop turning.
The time required to
control the leaning angle before and after the turn can, in some situation,
reduce the agility and the
safety. A lost of traction while the vehicle is leaning and taking a turn can
also be problematic because
the lost of traction may suddenly remove the centrifugal forces counteracting
the gravitational forces
applied on the centre of mass of the vehicle and cause a fall. The maximum
speed at witch a tilting
wheeled vehicle 601 can take a turn may also be limited by the maximum tilt
angle allowed before the
vehicle or the passenger touch the ground. The use of the inertial
compensation method 802 to reduce
the lean angle required to counteract the centrifugal forces increase the
maximum steer angle possible
at a given speed and reduce the time required to control the inclination while
taking a turn.
The proposed inertial compensation method 802 use one or more flywheel
assembly 100 with it's axis
of rotation oriented at least in part in the lateral axis of the vehicle. The
axis of rotation of the flywheel
assembly 100 used in that method rotate at least in part in the yaw axis with
the vehicle when the
vehicle is taking a turn. In this method, a total angular momentum in the
backward direction 903 is
stored in the one or more flywheel assembly 100 to generate a precession
torque in the roll axis 901
compensating at least in part for the centrifugal force's roll torque 900 when
the vehicle is taking a
turn. The roll torque compensating at least in part for the centrifugal forces
is produced by the flywheel
assembly 100 spinning backward because it's angular momentum produce a
precession torque in the
roll axis 901 toward the inside of the turn when the vehicle and it's flywheel
assembly 100 rotate in the
yaw axis. The proposed inertial compensation method 802 compensate for the
centrifugal forces with
the precession torque in the roll axis 901 produced by the rotation of the
vehicle and it's flywheel's
axle 105 in the yaw axis when the vehicle is taking a turn while moving in the
forward direction.
The proposed inertial compensation method 802 also adjust the total angular
momentum in the
backward direction 903 stored in the one or more flywheel assembly 100 with a
angular momentum
controller 880 to compensate at least in part the increased centrifugal
force's roll torque 900 when the
vehicle travel at higher speed.
In one embodiment, the flywheel assembly 100 used to apply this method is
attached to the vehicle and
it's axis of rotation is oriented laterally to provide a mean to use the
inertial compensation method 802.
One embodiment also increase the total angular momentum in the backward
direction 903 stored in the
flywheel assembly 100 when the speed of the vehicle increase to compensate at
least in part for the
increased centrifugal force's roll torque 900 generated when taking a turn.
One embodiment use a flywheel assembly 100 spinning forward and an other
flywheel assembly 100
spinning backward to control the total angular momentum in the backward
direction 903. In this
embodiment, to increase the total angular momentum in the backward direction
903, the angular
momentum controller 880 may slow down the flywheel assembly 100 spinning in
the forward
direction. As done with typical hybrid or electric vehicle, the electric motor
sniping the flywheel
assembly 100 can be used to transfer and receive energy stored as kinetic
energy in the flywheel's
rotating mass 118.
In one embodiment, the total angular momentum in the backward direction 903
can be increased based
on the measured forward speed of the vehicle by increasing the rotational
velocity of the flywheel
assembly 100 spinning backward.
Date Regue/Date Received 2022-07-08
In one embodiment, the total angular momentum in the backward direction 903 is
adjusted based on the
vehicle speed sensor's 808. In this embodiment, an angular momentum controller
880 adjust the speed
of the flywheel rotating mass 118 to apply the proposed inertial compensation
method 802. This
embodiment transfer energy between the drive train assembly 512, the vehicle's
battery 513 and the
flywheel assembly 100 to control total angular momentum in the backward
direction 903 stored in the
flywheel assembly 100.
The proposed inertial compensation method 802 may use a flywheel assembly 100
rotatably linked
with the propulsion motor or a wheel to ensure the flywheel's angular momentum
increase
proportionally with the vehicle's speed.
The inertial compensation method 802 may be used in vehicle using ski, steered
float or similar devices
to steer the trajectory of the vehicle.
The inertial compensation method 802 may be used on boat, snowmobile, personal
watercraft and other
types of vehicle to improve their dynamic stability.
Operation of the Inertial compensation method 802
The proposed inertial compensation method 802 may be operated as a regular
vehicle but with
improved dynamic characteristics and improved power characteristics like
regenerative braking and
maximum peak power output.
The dynamics enhancements methods 800
The dynamics enhancements methods 800 combine steering enhancement method 801
and the inertial
compensation method 802 to combine the advantages of each and may share the
components used by
one another.
A tilting vehicle 601 may be equipped with flywheel assembly 100 oriented and
spinning in the proper
direction and speed to be used for the application of steering enhancement
method 801 and for the
application of the inertial compensation method 802 a the same time. One or
more flywheel assembly
100 may be steered by the flywheel's gimbal 112 to be used for the application
of the steering
enhancement method 801 while being used to control the total angular momentum
in the backward
direction 903 for the application of the inertial compensation method 802.
This enable the dynamics
enhancements methods 800 to apply the balancing forces and to reduce the lean
angle necessary to take
a turn at the same time. Therefore, the dynamics enhancements methods 800
provide an increased
agility, stability and control with the combination of the steering
enhancement method 801 and the
inertial compensation method 802 while using at least one flywheel assembly
100 in combination for
the two methods.
A flywheel assembly 100 used to apply the steering enhancement method 801 can
be used or not at the
same time to apply the inertial compensation method 802. A flywheel assembly
100 can be used to
apply the inertial compensation method 802 but without necessarily be used for
the steering
enhancement method 801. The proposed dynamics enhancements methods 800 enable
someone skilled
with vehicle dynamics to determine the amount of flywheel assembly 100, the
angular momentum
stored in the flywheel assembly 100 and the use of it by based on the vehicle
design, the required
Date Regue/Date Received 2022-07-08
stability, the required agility and level of control desired.
One proposed embodiment apply the dynamics enhancements methods 800 with more
then one
flywheel assembly 100 spinning in substantially opposite direction when
vehicle travel at low speed to
lower at least in part the total angular momentum in the backward direction
903. This embodiment also
reduce the angular momentum of the flywheel assembly 100 spinning in the
forward direction when
vehicle travel at higher speed to increase at least in part the total angular
momentum in the backward
direction 903 and decrease the required lean angle. This embodiment also steer
the flywheel's gimbal
112 of the flywheel assembly 100 as proposed with the steering enhancement
method 801 to apply a
roll torque on the tilting wheeled vehicle 601. In this embodiment, the
steering controller 850 use the
measured speed of the vehicle to adjust the speed of each flywheel assembly
100 to produce the total
angular momentum in the backward direction 903 required to use the angular
momentum compensation
method 802. This embodiment also determine the angular momentum in the steered
flywheel assembly
100 to adjust the linearization gain 881 applied by the steering controller
850. This embodiment use the
stability enhancement controller 809 to adjust the centring assistance 882 to
compensate for the tilt
angle error 885 generated by the precession torque in the roll axis 901 based
on the total angular
momentum in the backward direction 903 stored in the flywheel's assembly 100
and the corresponding
reduced lean angle.
Presentation of Embodiment from FIG 2
A typical electric bicycle visible in FIG. 2 is used as the tilting vehicle
601 equipped with the system
required to apply the steering enhancement method 801.
As seen in FIG. 6, in this embodiment, the control box 140 containing the
steering motor 142 of the
steering controller 850 is attached to the bicycle's head tube to steer the
front fork 514. The steering
controller 850 use a steering motor 142 with it's rotary output shaft 144
connected with a belt and a
pulley to the fork 514 to steer the fork 514.
In this embodiment, the fork 514 is used as the steering linkage 816 to
interconnect the steering of the
steered wheel 705 with the steering of the flywheel assembly 100 located
inside the front wheel. The
bicycle fork also act as the flywheel's gimbal 112 changing the orientation of
the flywheel's axle 105
to apply a precession torque in the roll axis 901 of the tilting vehicle 601.
In this embodiment, the bicycle stem is equipped with a steering torque sensor
953 and is considered as
a part of the steering controller 850. The steering handle 522 act as the
manually operated steering
input 890 and is also considered to be part of the steering controller 850.
The steering handle 522 and
the bicycle stem equipped with a steering torque sensor 953 are a mean to
provide the steering
controller 850 with a manually operated steering input 890. The driver's
steering torque 857 applied by
the driver 855 on the steering handle 522 is measured by the steering torque
sensor 953. The steering
controller 850 use the steering torque sensor's 953 measurements to determine
it's contribution to the
steering controller assistance 892.
In this embodiment, the control box 140 containing a part of the steering
controller's 850 components
also contain the stability enhancement controller 809 and it's components. The
control box 140 also
contain a steering position sensor 954 connected to measure the steering angle
of the steered assembly
899. The steering controller's 850 use magnets on the side of the wheel and a
hall sensor on the front
fork 514 measuring the rotation of the magnet as a mean for the vehicle speed
sensor's 808 to
Date Regue/Date Received 2022-07-08
determine the speed of the vehicle. The steering controller's 850 use multi
turn encoder on the steering
motor 142 as a mean for the steering position sensor 954 to detect the
steering angle.
This embodiment use two wheel facing cover 524 to rotatably connect the rear
wheel 508 on the rear
wheel's axle of the bicycle. In this embodiment, the rear wheel 508 does not
contain any flywheel
assembly 100.
This embodiment use two wheel facing cover 524 rotatably connecting the front
wheel 506 on the front
flywheel's axle 105 of the bicycle. In this embodiment, the front flywheel's
axle 105 is connected to
the fork 514. The flywheel's axle 105 is a component of the flywheel assembly
100 located inside the
front wheel 506 and between the two facing cover 524. The flywheel's rotating
mass 118 normally spin
in the forward direction. The flywheel's rotating mass 118 can rotate freely
relative to the front wheel
506.
As visible in FIG. 5. the flywheel assembly 100 contain a flywheel's axle 105
with bearing 108
attached to bearing holder 109. The bearing holder 109 rotatably attach the
flywheel's rotating mass
118 and the flywheel's rotor 118 on the flywheel's axle 105. The flywheel's
stator 104 is fixed on the
flywheel's axle 105 and apply the electromagnetic forces rotating the
flywheel's rotor 106 and the
flywheel's rotating mass 118.
The electric bicycle provide the electrical power from it's battery to the
stability enhancement
controller 809, the flywheel assembly 100 and the stability enhancement
controller 809.
A drive train assembly 512 is mounted on the vehicle chassis 502 to drive the
rear wheel 508.
As explained in the description of the stability enhancement method 801 and as
seen in the FIG 7, the
steering controller 850 supplement the driver steering 855 with a steering
controller assistance 892 that
may also be configured to include a stability enhancement steering 810, a
centring assistance 882, a
steering damper assistance 820 and a traction assistance 883.
Presentation of Embodiment from FIG 3
A typical electric bicycle visible in FIG. 3 is used as the roll unstable
wheeled vehicles 600 equipped
with the system required to apply the inertial compensation method 802.
This embodiment use two wheel facing cover 524 to rotatably connect the front
wheel 506 on the front
axle of the fork 514. In this embodiment, the front wheel does not contain any
flywheel assembly 100.
This embodiment use two wheel facing cover 524 rotatably connecting the rear
wheel 508 on the rear
flywheel's axle 105 of the bicycle. In this embodiment, the rear flywheel's
axle 105 is attached to the
vehicle chassis 502. The flywheel's axle 105 is a component of the flywheel
assembly 100 located
inside the rear wheel 508 and between the two facing cover 524. The flywheel's
rotating mass 118 spin
in the backward direction. The flywheel's rotating mass 118 can rotate freely
relative to the rear wheel
506.
The angular momentum controller 880 is located in the control box 140. The
angular momentum
controller 880 adjust the total angular momentum in the backward direction 903
by adjusting the
Date Regue/Date Received 2022-07-08
angular velocity of the flywheel's rotating mass 118 in the rear wheel. The
angular momentum
controller 880 is electrically connected to the electric bicycle's battery
513. The angular momentum
controller 880 use magnets on the facing cover 524 and a hall sensor as a mean
for the vehicle speed
sensor's 808 to detect the speed of the vehicle. The inertial compensation
method 802 use the steering
controller 850 with some of the functions used in the embodiment of figure 2
but without the
precession torque from the steering of the front flywheel since no flywheel
assembly 100 is installed in
the front wheel of this embodiment.
In this embodiment, the steering controller 850 contain the angular momentum
controller 880 adjusting
the total angular momentum in the backward direction 903 and reducing the lean
angle required to take
a turn.
The driver may operate this embodiment as a regular electric bicycle but with
a reduced lean angle
when taking a turn.
The driver may program or adjust the total angular momentum in the backward
direction 903
automatically applied by the angular momentum controller 880 based on the
vehicle speed sensor's
808.
Presentation of Embodiment from FIG 4
The embodiment of FIG. 4 combine features of the embodiment shown in FIG. 2
and FIG. 3 to enable
an electric bicycle with the application the dynamics enhancements methods
800.
In this embodiment, the control box 140 contain a part of the steering
controller's 850 components
including the stability enhancement controller 809 and it's angular momentum
controller 880. Theses
components are in operative communication with one another.
Signals from many sensor described to apply the steering enhancement method
801 and the inertial
compensation method 802 and shared by the steering controller 850.
This embodiment use two wheel facing cover 524 rotatably connecting the front
wheel 506 on the front
flywheel's axle 105 of the bicycle. In this embodiment, the front flywheel's
axle 105 is attached to the
fork 514. The front flywheel's axle 105 is a component of the flywheel
assembly 100 located inside the
front wheel 506 and between the two facing cover 524. The flywheel's rotating
mass 118 in the front
wheel 506 normally spin in the forward direction. The flywheel's rotating mass
118 in the front wheel
506 can rotate freely relative to the front wheel 506.
This embodiment use two rear wheel facing cover 524 rotatably connecting the
rear wheel 508 on the
rear flywheel's axle 105 of the bicycle. In this embodiment, the rear
flywheel's axle 105 is attached to
the vehicle chassis 502. The rear flywheel's axle 105 is a component of the
rear flywheel assembly 100
located inside the rear wheel 508 and between the two rear facing cover 524.
The rear flywheel's
rotating mass 118 normally spin in the backward direction. The rear flywheel's
rotating mass 118 can
rotate freely relative to the rear wheel 506.
In this embodiment, the angular momentum controller 880 of the steering
controller 850 adjust the total
angular momentum in the backward direction 903 when the speed of the vehicle
increase to improve
Date Regue/Date Received 2022-07-08
the dynamic stability and reduce the leaning angle. The angular momentum
controller 880 also ensure
enough angular momentum spinning in the forward direction is stored in the
front flywheel 506 to
allow the desired level of enhancement from the stability enhancement method
801.
Presentation of Embodiment from FIG. 8 to 11
The embodiment of FIG. 8 and 11 combine features required for the application
of the dynamics
enhancements methods 800 in a motorcycle. This embodiment present other means
to provide
dynamics enhancements methods 800 with the required functions for it's
application.
This motorcycle use a steering assembly 815 containing two flywheel assembly
100 located inside the
vehicle chassis 502. Each flywheel assembly 100 is located inside a flywheel's
gimbal 112. The front
flywheel assembly 100 normally rotate forward and the rear flywheel assembly
100 normally rotate
backward. The flywheel assembly 100 and the flywheel's gimbal 112 are oriented
to apply a precession
torque in the roll axis 901 on the motorcycle when the steering assembly 815
is steered.
The two flywheel's gimbal 112 are steered in opposite direction by a counter-
rotating gimbal steering
linkage 134 and are mutually centred. A steering motor 142 is located in the
control box 140. The
control box is connected to the vehicle chassis 502. A motor steering linkage
132 interconnect the
steered position of the steering motor 142 with the steered position of the
flywheel's gimbal 112. The
steering motor 142 steer the motor steering linkage 132 with a steering motor
arm 145. The steering
motor arm 145 have one end connected to the rotary output shaft 144 of the
steering motor 142. The the
rotary output shaft 144 of the steering motor 142 have it's shaft protruding
outside the centre of the top
of the control box 140. The second end of the steering motor arm 145 is
pivotally connected to the
motor steering linkage 132.
To operate this embodiment, a driver 855 use the manually operated steering
input 890 to steer and
balance the vehicle. The manually operated steering input 890 contain a
steering handle 522. The
steering handle 522 is equipped with a steering torque sensor 953 sending
signal to the steering
controller 850.
The multiple steering linkage 816 ensure the roll torque from the steering of
the multiple components
contribute to one another by being in the same direction and in the direction
opposite to the steered
trajectory. The multiple steering linkage 816 also ensure the steering torque
from the components of the
steered assembly 899 steer away from the roll of the tilting assembly 602.
This embodiment may also be equipped with flywheel assembly 100 installed
inside the front wheel
506 and the rear wheel 508 like the one in the figure 4.
The same embodiment may be used with ski or float instead of the actual wheels
while maintaining the
ability to apply the dynamics enhancements methods 800.
This embodiment and the possible one using ski and floats may be operated as a
regular motorcycle but
with the added control over the agility and stability.
Presentation of embodiment from FIG. 12 and 13
In the embodiment from figure 13 and 14, the embodiment from FIG. 8 to 11 is
equipped with a
steering ratio actuator 862. The steering ratio actuator 862 is connected to
the extremities of the motor
Date Regue/Date Received 2022-07-08
steering linkage 132 on the side of the flywheel's gimbal 112. This enable the
flywheel's gimbal 112 to
be steered with the rest of the steering assembly 850 while benefiting of an
adjustable steering ratio
860. The gimbal's ratio actuator 864 reduce the distance between the extremity
of the motor steering
linkage 132 and the gimbal's axis 845 to increase the steering ratio 860 of
the flywheel's gimbal 112
and increase the distance to reduce the steering ratio 860. The steering
controller 850 may use the
steering ratio actuator 862 to automatically increase the steering ratio 860
of the gimbal's ratio actuator
864 or to reduce it based on the configured driver's preference, the speed of
the vehicle and other
vehicle's parameter. This embodiment increase the gimbal steering ratio 860
when the vehicle is
travelling at low speed to increase the roll torque applied to balance when
the vehicle is steered while
travelling at low speed or standstill. In this embodiment, the steering
controller 850 increase the
linearization gain 881 applied on the steering controller assistance 892 and
increase the flywheel's
gimbal 112 steering ratio 860 when travelling at low speed to make the vehicle
more stable, easy to
operate and comfortable. The steering ratio actuator 862 may be a lead screw,
a rack and pinion, a
hydraulic pump, interconnected servo motor or any other known mean to adjust
the ratio between two
rotary motion.
Presentation of Embodiment from FIG 14
The motorcycle of FIG. 8 may be equipped with multiple steering motor 142 to
link and steer the
position of the components of the steered assembly 899. The use of multiple
steering motor 142 to
replace the mechanical steering linkage between the components may preserve
the ability to apply the
steering enhancement method 801, the inertial compensation method 802 and the
dynamics
enhancements methods 800. The synchronization of the multiple steering motor
142 and the high
power requirements necessary to achieve the linkage of the steered components
899 is possible with
proper tuning and sizing of the linked steering motor 142.
In some special conditions like collision and lost of traction, the use of
multiple steering motor may
enable the independent steering of the flywheel's gimbal 112 to apply a
precession torque in the roll
axis 901 without to affect the steering of the steered wheel 705.
Presentation of Embodiment from FIG 15 to 23
Referring to FIGS. 15 to 23 inclusively, in another embodiment of the
invention, a system is mounted
on a three-wheel motorcycle 560 to enable it with the application of the
dynamics enhancements
methods 800. The three-wheel motorcycle 560 includes a pair of rear wheels 508
mounted on a tilt
mechanism 562 connected to the rear end of the vehicle chassis 502. The three-
wheel motorcycle 560
is used as a tilting vehicle 601.
Each wheel of the pair of rear wheels 508 mounted on the tilt mechanism 562
contain a flywheel
assembly 100 located at the centre of it and normally rotating in the backward
direction.
The tilt mechanism 562 is suitably configured so as to tilt the rear wheels
508 parallel to the chassis
502 as the three wheel motorcycle 560 tilt relative to the ground and with the
rear wheels in contact
with the ground. The motion of the tilt mechanism 562 is visible in the FIG.
16, 18 and 20.
The three-wheel motorcycle 560 include a steered assembly 899 containing of a
front fork 514, a
front wheel 506 and a flywheel assembly 100 located inside the front wheel 506
and normally rotating
in the forward direction.
Date Regue/Date Received 2022-07-08
As illustrated in the enlarged views of figures 21, 22 and 23, the steering
handles 522 of the three-
wheel motorcycle 560 is mounted on a steering handle axle 564 pivotally
mounted on the vehicle
chassis 502 to enable the driver to steer the front fork 514 while being sit.
In this embodiment, the driver 855 is provided with a flexible steering input
891 from the steering
controller 850. The flexible steering input 891 is composed of a flexible
steering handle linkage 574
connecting the steering of the steering handle 522 with the steering of the
front fork 514.
The flexible steering input 891 is suitably configured for transmitting the
steering movement applied on
the steering handles 522 to the front fork 514 with at least a slight linear
flexibility there between. The
linear flexibility of the flexible steering handle linkage 574 may be provided
by a gas in a pneumatic
cylinder, an elastomer, a coil spring or any other component able to deform
itself and take back it's
original shape when the force is applied is removed. The flexibility of the
flexible steering handle
linkage 574 may be adjusted by the driver. The use of a pneumatic cylinder
with an adjustable pressure
may provide the driver with a mean to adjust the flexibility of the flexible
steering input 891.
In this embodiment, the flexible steering handle linkage 566 includes a first
end pivotally connected to
an adjustable fork leaver 568 extending laterally from the vehicle front fork
514. The adjustable fork
leaver 568 is configured for allowing the user to selectively adjust the
driver's ratio adjustment 861
between the steering handles 522 and the front fork 514. The second end of the
flexible steering handle
linkage 566 is pivotally connected to a steering handle lever 570 extending
laterally from the steering
handle axle 564. The driver's ratio adjustment 861 is illustrated as a sliding
nut adjustment 572 within
an elongated slot along the adjustable fork leaver 568.It is to be understood
that other known means
may be used to provide the driver with a driver's ratio adjustment 861.
General benefit of the method
On embodiment described in this document allow a simple integration of added
forces enhancing the
vehicle dynamic stability and the driver's steering.
Compared with many other system using flywheel and gyroscope to modify the
stablity, the proposed
method increase the ability to provide redundancy and to integrate it with the
driver's steering.
The proposed method also provide a simplified control and a reduced part count
compared to many
system using flywheel and gyroscope to increase the stability.
Compared to most system not using the precession from flywheels to balance the
vehicle, the proposed
method enable an increased assistance in low speed and reduced traction
conditions
The proposed method may be used to extend the range of application of vehicle.
It may enable the use
of a roof and door for an improved comfort and aerodinamic. It may also be
used to increase the safe
cornering speed and road conditions.
The proposed method may be used to limit the possibly catastrophic oscillation
mode of tilting vehicle
and ensure the collaborative steering of the system's components.
The proposed method may be used to enhance the balance or the steering of
vehicle on the water, on
Date Regue/Date Received 2022-07-08
the snow and moving at low speed or reverse.
The proposed facilitate the transition of rider since it provide an intuitive
steering similar to a regular
bicycle or motorcycle travelling forward in it's stable speed range.
The failure of the steering controller 850 or of the flywheel assembly 100 may
be safely recovered by
the driver using the same control mode to balance and steerthe vehicle but
with an increased steering
torque.
It is to be noted that present invention may be suitably sized and configured
so as to be implemented in
small or toy models of various wheeled vehicles, and in remotely controlled
and autonomous versions.
It is easy to imagine the proposed method used in small and effiscient
autonomus delivery vehicle or
personal transportation system.
Although the present invention has been described with embodiments thereof, it
can be modified,
without departing from the spirit and nature of the subjects means and
methods.
Date Regue/Date Received 2022-07-08
