WO2022112861A1

WO2022112861A1 - System for enabling safety balance and crash energy absorption in two-wheeled vehicles

Info

Publication number: WO2022112861A1
Application number: PCT/IB2021/057139
Authority: WO
Inventors: Anil Kumar Saxena
Original assignee: Individual
Current assignee: Individual
Priority date: 2020-11-28
Filing date: 2021-08-04
Publication date: 2022-06-02
Anticipated expiration: 2023-05-28

Abstract

The present disclosure relates to a self-balance and fall safe system for a two-wheeler vehicle. The system includes a set of IMUs to monitor orientational attributes of the vehicle while a set of encoders monitor positional attributes of the vehicle. The IMUs and the encoders are further operatively coupled to a set of motors which are in communication with a control unit. The control unit upon receiving orientational and positional attributes can provide control signals to the motors associated with the front wheel to propel or apply brake to the front by producing a torque in backward or forward direction, and to a second motor associated with the handle of the vehicle to balance the vehicle at zero speed or during start of propulsion from a lower to a higher speed. The control unit enables self-balance of the vehicle and provides a fall safe mechanism to protect the vehicle as well as the rider during any standing, propulsion and fall event.

Description

SYSTEM FOR ENABLING SAFETY BALANCE AND CRASH ENERGY ABSORPTION IN TWO-WHEELED VEHICLES

TECHNICAL FIELD

[1] The present disclosure relates to field of vehicle automation and safety system More particularly, it relates to a system for providing self-balance and safety in two-wheeled vehicles.

BACKGROUND

[2] Background description includes information that may be useful in understanding the present invention. It is not an admission that any of the information provided herein is prior art or relevant to the presently claimed invention, or that any publication specifically or implicitly referenced is prior art.

[3] Contemporary two-wheel vehicles include one standing platform and a middle handle that is set to move or turn the vehicle, so that a rider must use the hands and feet simultaneously to operate the vehicle in order to balance it. Balancing is solely dependent on the rider of the vehicle during normal operation such as moving straight, cornering, braking, standing etc. Factors concerning the weight distribution of the vehicle, road conditions and tread wear of the tires can also cause the vehicle to shake or vibrate while in use which are again monitored by the rider to maintain balance of the two wheel vehicle.

[4] Moreover, in two wheel vehicles rollover occurs when the vehicle overturns. One cause of rollover accidents is turning too sharply while moving too fast. During turning of the two-wheel vehicles, the body of the rider is thrown outwardly by virtue of centrifugal force and unexpected excessive turning magnitude may result in overturning of the vehicle causing huge crash with the ground releasing a high amount of energy as the vehicle was at high speed. However, these accidents can also occur when a two wheel vehicle is hit by another vehicle. During the rollover of the vehicle, the energy of the crash is solely taken by the vehicle, rider, and other vehicle or infrastructure involved. The rolling over event causes damage to the vehicle, rider, passenger, and other people involved.

[5] The control system of vehicles which do provide the feature of self-balance existing in present times has unstable operating conditions, high failure rate, and low accuracy and sensitivity during handling (prone to deviation), which results in poor rider experience. Such systems generally have a set of sensors that senses the road terrain ahead and provides an early warning system to alert the rider of any occurrence of losing balance of the vehicle. Such warnings are not always accurate and because of an absence of electro mechanical aspect in the vehicle, it is not physically possible to provide self -balance to the vehicle and maintain a fall safe mechanism. Without self-balancing in a two wheel vehicle, it would be difficult for a rider to ride or monitor difficult road, weather and driving conditions and hence these are one of the most important reasons for causing accidents in the two-wheel vehicles. Self-balancing and fall safe mechanism of the vehicle are highly important for the safe and efficient operation of the vehicle as well as safety of the rider.

[6] Further, existing two wheel vehicles generally have a primary propulsion system that powers the vehicle. Primary propulsion systems are generally engines associated with a gear box that normally drives the rear wheel, the power being sent to the driven wheel by belt, chain or shaft. During the initial start and balance phase, the primary propulsion system is not started and the vehicle cannot balance itself. The rider has to drag, push and pull the vehicle in and out of parking which might sometimes lead to skidding and falling of the vehicle and the rider. The presence of a secondary propulsion system that could facilitate movement of the vehicle at low speeds while moving in and out of parking as well as maintain a proper balance of the vehicle until the primary propulsion system takes full power is much in need.

[7] Hence, therefore, there is a requirement to develop a system for establishing self -balance and facilitating a safety mechanism in two wheel vehicles to prevent rollover and in case rollover occurs, to provide a safety mechanism to protect the vehicle and the rider.

OBJECTS OF THE PRESENT DISCLOSURE

[8] Some of the objects of the present disclosure, which at least one embodiment herein satisfies are as listed herein below.

[9] An object of the present disclosure is to provide a self-balancing system for two wheel vehicle.

[10] An object of the present disclosure is to provide a system for increasing safety during standing, propulsion, cornering, fall event, and the likes in two-wheeled vehicles/toys. [11] An object of the present disclosure is to provide an approach to reduce the rollover probabilities in a two wheel vehicle.

[12] An object of the present disclosure is to recover energy during braking and roll over of a two wheel vehicle.

[13] An object of the present disclosure is to protect the rider and avoid damage to the two wheel vehicle in case of an accident.

[14] An object of the present disclosure is to provide a remote-controlled facility to operate the two wheel vehicle even from a remote location.

[15] An object of the present disclosure is to provide a system that can enable a rider to select mode of stability.

[16] An object of the present disclosure is to provide a system that facilitates balancing of the two wheel vehicle corresponding to any or a combination of flat, rough and uneven surface beneath the vehicle.

[17] An object of the present disclosure is to provide a system that facilitates reduction of pitching and increase in traction to facilitate stability of the vehicle.

[18] An object of the present disclosure is to provide a two wheel vehicle that facilitates ride comfort.

SUMMARY

[19] The present disclosure provides for a self-balance and fall safety system for a two-wheeler vehicle.

[20] An aspect of the present disclosure pertains to a self-balance and fall safe fall safety system for a two-wheeler vehicle. The system may include a first set of motors operatively coupled to a front wheel assembly of the vehicle, and a second motor operatively coupled to a handle of the vehicle. A first Inertial Measurement unit (IMU) connected to a frame of the vehicle, and a second IMU connected to a front fork of the vehicle. The first IMU, and the second IMU are configured to monitor orientational attributes of the vehicle, and correspondingly generate a first set of signals. A first encoder operatively coupled to the first set of motors and connected to the front wheel assembly, and the first encoder is configured to provide incremental position measurement of the front wheel assembly, and a second encoder coupled to the second motor and connected to the handle. The second encoder being configured to provide an absolute position of the handle. A control unit in communication with the first IMU, the second IMU, the set of first motors, the second motor, the first encoder, and the second encoder, and the control unit comprises of one or more processors. The one or more processors operatively coupled with memory, the memory storing instructions executable by the one or more processors to receive the first set of signals pertaining to the orientational attributes monitored by the first IMU and the second IMU. Receive a second set of signals pertaining to the measured incremental position provided by the first encoder, and the absolute position provided by the second encoder. Extract a first set of attributes from the received first and the second set of signals. Determine a second set of attributes based on the extracted first set of attributes, and correspondingly transmit a first set of control signals to the first set of motor. The second set of attributes pertains to rotational parameters of the front wheel assembly. Determine a third set of attributes based on the first set of attributes, and correspondingly transmit a second set of control signals to the second motor. The third set of attributes pertains to angular parameters of the handle.

[21] In an aspect, the orientational attributes may include inclination of any or a combination of the front wheel assembly, the front fork, the handle, and the frame of the vehicle with respect to a surface beneath the vehicle, and steering angle of the handle, and the rotational parameters of the front wheel may include rotational speed, direction, and torque, and wherein the angular parameters of the handle may include optimum steering angle , steering angle rate, optimum trail angle, and trail angle rate.

[22] In an aspect, the system may include a third motor operatively coupled to mid section frame of the vehicle having a chain with cover and a steel cable, and the control unit may be configured to transmit a third set of control signals to the third motor based on the determined optimum trail angle of the vehicle, and correspondingly control trail angle of the vehicle.

[23] In an aspect, the system may include a plurality of drives operatively coupled to the first set of motors, and the second motors. The plurality of drives may be configured to transfer electrical power to any or a combination of the first set of motors, and the second motors based on the first set of control signals and the second set of control signals. [24] In an aspect, the system may include a set of batteries operatively coupled to the plurality of drives and configured to provide electrical power to the plurality of drives. The plurality of drives may be configured to charge the set of batteries during braking of the vehicle.

[25] In an aspect, the vehicle may include a safety wheel assembly at predefined position on the frame of the vehicle. The safety wheel assembly may be encased in a brittle plastic body which may shatter and break corresponding to contact with a surface beneath the vehicle during roll-over condition and skidding of the vehicle. The safety wheel assembly may be configured to touch the surface beneath the vehicle once the brittle plastic cover shatters and breaks.

[26] In an aspect, the vehicle may include a plurality of horns configured symmetrically on both sides of the vehicle. The plurality of horns may create an envelope around the vehicle to protect components of the system and may maintain a centre of gravity of the vehicle in front of the vehicle.

[27] In an aspect, the vehicle may include a brake resistor configured with the front wheel assembly and the first set of motors, to dissipate excess energy recovered by the first set of motors during any or a combination of braking and roll over of the vehicle.

[28] Further in an aspect, the system may include a communication module operatively coupled to the control unit, and configured to communicatively couple the system with one or more mobile computing devices associated with user of the vehicle, and the one or more mobile computing devices may facilitate the user to operate the vehicle.

[29] In an aspect, the third set of attributes may be updated to transmit an updated second set of control signals to the second motor coupled to the handle to move the handle from a first position to a second position with respect to the frame to facilitate balancing of the two wheel vehicle corresponding to any or a combination of flat, rough and uneven surface beneath the vehicle.

[30] In an aspect, the plurality of batteries coupled to the plurality of drives associated with the first and the second motors may include a second propulsion unit, the second propulsion unit providing propulsion to the two wheel vehicle when a first propulsion unit of the two wheel vehicle may be off corresponding to a speed of the two wheel vehicle lesser than a first threshold speed.

[31] In an aspect, the plurality of batteries coupled to the plurality of drives associated with the first set of motors, and the second motor may correspond to a second propulsion unit of the vehicle, and propulsion to the vehicle may be provided by any or a combination of the second propulsion unit, and a first propulsion unit associated with a rear wheel assembly and engine of the vehicle.

[32] In an aspect, the first propulsion unit may be started and the second propulsion unit may provide propulsion to the vehicle corresponding to a speed greater than the first threshold speed and less than a second threshold speed.

[33] Furthermore, in an aspect, when the second propulsion unit may be turned off, the third set of attributes may be updated to transmit an updated second set of control signals to the second motor coupled to the handle corresponding to a speed greater than the second threshold speed.

[34] In an aspect, the second set of attributes may be updated to transmit the updated first set of control signals to the first set of motors coupled to the front wheel assembly corresponding to a speed greater than the second threshold speed, and the updated first set of control signals received by the first set of motors may provide reduction of pitching and increase in traction to facilitate stability of the vehicle.

[35] In an aspect, the two wheel vehicle may include any or a combination of scooter, motorcycle, electric bicycle and toy 2 wheeler.

BRIEF DESCRIPTION OF THE DRAWINGS

[36] In the figures, similar components and/or features may have the same reference label. Further, various components of the same type may be distinguished by following the reference label with a second label that distinguishes among the similar components. If only the first reference label is used in the specification, the description is applicable to any one of the similar components having the same first reference label irrespective of the second reference label. [37] FIGs. 1A and IB illustrate exemplary network architecture in which or with which proposed system can be implemented, in accordance with an embodiment of the present disclosure.

[38] FIG. 2 illustrates an exemplary architecture of a control unit 102 of the proposed system 100, in accordance with an embodiment of the present disclosure.

[39] FIGs. 3A-3F illustrate a generic representation of the electro-mechanical components of the proposed system 100, in accordance with an embodiment of the present disclosure.

[40] FIG. 4Adepicts an exemplary flow diagram illustrating working examples of the proposed system 100, in accordance with an embodiment of the present disclosure.

[41] FIG. 4B illustrates a block diagram control schematic of the system 100 in accordance with an embodiment provided in the disclosure.

DETAILED DESCRIPTION

[42] In the following description, numerous specific details are set forth in order to provide a thorough understanding of embodiments of the present invention. It will be apparent to one skilled in the art that embodiments of the present invention can be practiced without some of these specific details.

[43] The present disclosure provides for a system for self-balancing and enhancing safety in two-wheeled vehicles/toys.

[44] Exemplary embodiments will now be described more fully hereinafter with reference to the accompanying drawings, in which exemplary embodiments are shown. These exemplary embodiments are provided only for illustrative purposes and so that this disclosure will be thorough and complete and will fully convey the scope of the invention to those of ordinary skill in the art. The invention disclosed can, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. Various modifications will be readily apparent to persons skilled in the art. Thus, the present invention is to be accorded the widest scope encompassing numerous alternatives, modifications and equivalents consistent with the principles and features disclosed. [45] In an embodiment, the present disclosure provides for a self-balance and fall safe system for a two-wheeler vehicle. The self-balance and fall safe mechanism can be achieved with the help of a first set of motors that can be connected to a front wheel assembly of the vehicle, a second motor can be connected to a handle of the vehicle. A first IMU can be connected to a frame of the vehicle, a second IMU can be connected to a front fork of the vehicle, and a first encoder can be operatively coupled to the first set of motors and connected to the front wheel assembly, a second encoder can be coupled to the second motor and can be connected to the handle which can be in communication with a control unit configured to provide balance, control and safety measures to the two wheel vehicle. The first IMU, and the second IMU can be configured to monitor orientational attributes of the vehicle to generate a first set of signals. The first encoder can be configured to provide incremental position measurement of the front wheel assembly, and, the second encoder can be configured to provide an absolute position of the handle. Thecontrol unit can include following functionalities such as: to receive the first set of signals pertaining to the orientational attributes monitored by the first IMU and the second IMU, and to receive a second set of signals pertaining to the measured incremental position provided by the first encoder, and the absolute position provided by the second encoder. From the received first and the second set of signals, the control unit can extract a first set of attributes which can be any or a combination of orientation and positional attributes of the vehicle and then can determine (a)a second set of attributes pertaining to rotational parameters of the front wheel assembly based on the extracted first set of attributes, and can correspondingly transmit a first set of control signals to the first set of motor, (b) a third set of attributes pertaining to angular parameters of the handle based on the first set of attributes, and can correspondingly transmit a second set of control signals to the second motor.

[46] In an embodiment the orientational attributes can include inclination of any or a combination of the front wheel assembly, the front fork, the handle, the frame of the vehicle with respect to a surface beneath the vehicle, and steering angle of the handle.

[47] In an embodiment, the rotational parameters of the front wheel can be includes any or combination of rotational speed, direction, and torque, and the angular parameters of the handle can include any or combination of optimum steering angle, steering angle rate, optimum trail angle, and trail angle rate. [48] In an embodiment, the system can include a third motor that can be operatively coupled to a mid- section frame of the vehicle having a chain with cover and a steel cable.

[49] In an embodiment, the control unit can be configured to transmit a third set of control signals to the third motor based on the determined optimum trail angle of the vehicle, and correspondingly control trail angle of the vehicle.

[50] In an embodiment, the system can include a plurality of drives operatively coupled to the first set of motors, and the second motors. The plurality of drives can be configured to transfer electrical power to any or a combination of the first set of motors, and the second motors.

[51] Further in an embodiment the system can include a set of batteries that can be operatively coupled to the plurality of drives, The set of batteries can provide electrical power to the plurality of drives, and the plurality of drives can be configured to charge the set of batteries during braking of the vehicle.

[52] In an embodiment the vehicle can include a safety wheel assembly at predefined position on the frame of the vehicle. The safety wheel assembly can be encased in a brittle plastic body which can shatter and break corresponding to a contact with the ground during roll-over condition and skidding of the vehicle and the safety wheel assembly can touch the ground once the brittle plastic cover shatters and breaks.

[53] In an embodiment, the vehicle can include a plurality of horns configured symmetrically on both sides of the vehicle in another embodiment. The plurality of horns can create an envelope around the vehicle to protect components of the system, and can maintain a centre of gravity of the vehicle in front of the vehicle.

[54] In yet another embodiment, the vehicle can include a brake resistor configured with the front wheel assembly and the first set of motors, to dissipate excess energy recovered by the first set of motors during any or a combination of braking and roll over of the vehicle.

[55] Further in an embodiment, the system can include a communication module operatively coupled to the control unit, and configured to communicatively couple the system with one or more mobile computing devices associated with user of the vehicle can to facilitate the user to operate the vehicle. [56] Furthermore, in an embodiment, the third set of attributes can be updated to transmit an updated second set of control signals to the second motor coupled to the handle to move the handle to facilitate balancing of the two wheel vehicle corresponding to any or a combination of flat, rough and uneven surface beneath the vehicle.

[57] In an embodiment, the plurality of batteries coupled to the plurality of drives associated with the first and the second motors can include a second propulsion unit. The second propulsion unit can provide propulsion to the two wheel vehicle when a first propulsion unit of the two wheel vehicle can be off corresponding to a speed of the two wheel vehicle less than a first threshold speed.

[58] Further, in another embodiment, the plurality of batteries coupled to the plurality of drives associated with the first set of motors, and the second motor can correspond to a second propulsion unit of the vehicle. In an embodiment the propulsion to the vehicle can be provided by any or a combination of the second propulsion unit, and a first propulsion unit associated with a rear wheel assembly and engine of the vehicle.

[59] In yet another embodiment, the first propulsion unit when just can started, the second propulsion unit can provide propulsion to the vehicle corresponding to a speed greater than the first threshold speed and less than a second threshold speed.

[60] Furthermore, in an embodiment, when the second propulsion unit is turned off, the third set of attributes can be updated to transmit an updated second set of control signals to the second motor coupled to the handle corresponding to a speed greater than the second threshold speed.

[61] In an embodiment, the second set of attributes can be updated to transmit the updated first set of control signals to the first set of motors coupled to the front wheel assembly corresponding to a speed greater than the second threshold speed can to provide reduction of pitching and increase in traction to facilitate stability of the vehicle.

[62] In yet another embodiment the two wheel vehicle can be any or a combination of scooter, motorcycle, electric bicycle and toy 2 wheeler. [63] FIGs. 1A and IB illustrate exemplary network architecture in which or with which proposed system can be implemented, in accordance with an embodiment of the present disclosure.

[64] As illustrated in FIG. 1A, in an embodiment of the present disclosure, the proposed self-balancing and safety system 100 (also referred to as system 100, herein) for two-wheeler vehicles (collectively referred to as vehicles 108 or individually referred to as vehicle 108, hereinafter) can include a control unit 102 that can be operatively coupled with the vehicle 108. The system 100 can include one or more computing devices 106 (collectively referred to as mobile computing devices 106 and individually referred to as mobile computing device 106 hereinafter) associated with a user 110 that can be communicatively coupled to the control unit 102 of the system lOOthrough a network 104. For example, the two-wheeler vehicles 108 can include any or a combination of scooter, motorcycle, electric bicycle, toy 2 wheeler and the like.

[65] In an embodiment, the system 100 can be implemented using any or a combination of hardware components and software components such as a cloud, a server, a computing device, a network device, and the like. Further, the system 100 can interact with one or more mobile computing devices 106 associated with the user 110 of the vehicle 108, and wherein the one or more mobile computing devices 106 can facilitate the user to operate the vehicle. For example, the one or more mobile computing devices 106 can be any or a combination of smart phone, smart tablet, laptop, smart key, a remote and the like. In an exemplary embodiment, the one or more mobile computing devices can have a start button associated with start of the vehicle 108 from a remote location.

[66] In an example, the user 110 associated with the mobile computing device 106 can be a rider or any person related to the vehicle 108.

[67] In another exemplary embodiment, the one or more mobile computing devices 106 can be configured to propel the vehicle 108. In yet another exemplary embodiment, the mobile computing devices 106 can enable the user 110 to select a desired stability mode as required. Further, in an exemplary embodiment, the mobile computing devices 106 can be configured to have buttons capable of performing any or a combination of operations such as moving vehicle 108 forward at low speed, taking a right and left turn, starting the engine, turning off engine, but not limited to the like. [68] Further, the system 100 can interact with the user 110 through the mobile computing device 106 using applications residing on the mobile computing device 106.

[69] In an embodiment, the system 100 can transmit control operations through one or more computing devices 106 communicatively coupled to the control unit 102 through the network 104 that can include any or a combination of a wireless network module, a dedicated network module and a shared network module.

[70] Furthermore, the network 104 can be implemented as one of the different types of networks, such as Intranet, Local Area Network (LAN), Wide Area Network (WAN), Internet, BLUETOOTH and the like. The shared network can represent an association of the different types of networks that can use a variety of protocols, for example, Hypertext Transfer Protocol (HTTP), Transmission Control Protocol/Internet Protocol (TCP/IP), Wireless Application Protocol (WAP), and the like.

[71] Further as illustrated in FIG. IB, the control unit 102 can be operatively coupled to an Inertial Measurement Unit 112 (interchangeably referred toas the IMU112 hereinafter), motors 114, encodersll6, drives 118, a first propulsion unit 120, a second propulsion unit 122, a power unit 124, safety wheel assembly unit 126, horns 128, brake resistors 130 and a communication module 132.

[72] In an exemplary embodiment, the IMU112 can include a first IMU 112-1 connected to a frame of the vehicle 108, and a second IMU 112-2 connected to a front fork of the vehicle 108, wherein the first IMU 112-1, and the second IMU 112-2 can be configured to monitor orientational attributes of the vehicle 108, and correspondingly generate a first set of signals. In an embodiment the IMU 112 can include any or a combination of 3-axis accelerometer, a 3-axis gyroscope, 3-axis magnetometer, Attitude Heading Reference system (AHRS) and the like. For example, theIMU112 can measure angular rate, force and magnetic field and when paired with sensor fusion software can combine data from multiple sensors to provide measures of orientation and heading.IMU112 can detect when the vehicle 108 is not balanced and theIMU112 coupled with the control unit 102 can determine degree of off balance and accordingly can make adjustments to remain self-balanced.

[73] In yet another exemplary embodiment, the motors 114 can include a first set of motors 114-1 operatively coupled to a front wheel assembly of the vehicle 108, and a second motor 114-2 operatively coupled to a handle of the vehicle 108. The motors 114can be brushless DC motors having twenty-six poles each. The high number of poles ensure very low cogging of the motor during a stabilizing event. In an exemplary implementation he first set of motors 114-1 can provide high torque to the front wheel. The front fork of the vehicle 108 can be controlled by the first set of motors 114-1. The first set of motors 114-1 can rotate the front fork along the steering axis and along the Y-axis.

[74] In an embodiment, the second motor 114-2 can choose an optimum steering angle and optimum trail angle during every driving condition to ensure the stability and safety of the rider. In an implementation, the first set of motors 114-1 associated with the front wheel assembly, function as a secondary propulsion unit 120 with primary propulsion unit 122 on the rear wheel. The first set of motors 114-1 can apply torque to rotate in both forward and backward direction. During low speed operation, if the vehicle 108 is falling on the left side, the motor 114-2 associated with the handle will turn the handle left first. Further, the first set of motors 114-1 associated with the front wheel can apply torque in forward direction to balance the vehicle 108. In another implementation, if the vehicle 108 is falling on the right side, the motor 114-2 associated with the handle can turn the handle right first. Then, the first set of motors 114-1 associated with the front wheel can apply torque in forward direction to balance the vehicle. In yet another implementation, during rollover event, the handle can turn towards the direction of fall to a pre-determined non-limiting angle of 90 degree. In still yet another implementation, the first set of motors 114-1 associated with the front wheel can apply brake during the rollover event to ensure rollover energy absorption. In further yet another implementation, at higher speed, the first set of motors 114- 1 associated with the front wheel can generate torque to have higher acceleration capability to reduce suspension bouncing during bumpy road.

[75] In an embodiment, the encoders 116can include a first encoder 116-1 operatively coupled to the first set of motors 114-1 and connected to the front wheel assembly. The first encoderll6-lcan be configured to provide incremental position measurement of the front wheel assembly. The encoders unit 116 can include a second encoder 116-2operatively coupled to the second motor 114-2 and connected to the handle. The second encoder 116-2 can be configured to provide an absolute position of the handle.

[76] The drives 118-1, 118-2 and 118-3 (individually referred to as drive 118 and collectively referred to as the drives 118) in another embodiment can include a plurality of drives operatively coupled to the first set of motors 114-1 and the second motors 114-2. The drives 118canbe configured to transfer electrical power to any or a combination of the first set of motors 114-1, and the second motors 114-2.The drives 118 can provide AC current to the motors unit 114 for providing different speed and torque at different conditions.

[77] In an embodiment, the first propulsion unit 120 can include an engine-gearbox, battery-motor, fuel cell and the like coupled to the rear wheel of the vehicle 108.

[78] In an embodiment, the system 100 can include a power unit 124that can include a plurality of batteries for providing power to the system 100. In an exemplary embodiment, the plurality of batteries can be but not limited to high voltage, high power, low energy content Lithium-ion batteries. The plurality of batteries can be charged from a plug associated with the vehicle 108.

[79] In an embodiment, the system 100 can provide a low voltage battery wherein a high power can be obtained by using a DC-DC step up converter with appropriate power, current rating to provide to the secondary propulsion unit 122.

[80] In an embodiment, the plurality of batteries can be coupled to the drives 118associated with the motors 114. The motors 114and drives 118 can recharge the power unit 124 during braking. In another embodiment, the power unit 124, the drives unit 118 and the motors unit 114correspond to a second propulsion unit 122 of the vehicle 108. The propulsion to the vehicle 108 can be provided by any or a combination of the second propulsion unit 122, and the first propulsion unit 124.

[81] The safety wheel assembly unit 126 can include a set of wheels encased in a brittle plastic body at a predefined position on the frame of the vehicle 108. In an exemplary embodiment, the brittle plastic body of the safety wheel assembly unit 126 can shatter and break corresponding to contact with a surface beneath the vehicle 108 during roll-over condition and skidding of the vehicle 108. In an exemplary implementation the safety wheel assembly unit 126can touch the surface beneath the vehicle 108 once the brittle plastic cover shatters and breaks.

[82] In an embodiment, the vehicle 108 can include the horns 128 that can include a plurality of horns connected on the front side part of fuel tank where knee of the rider comes during riding and extend to the front of headlight and can be positioned symmetrically on both sides of the vehicle 108. In an exemplary embodiment, the horns 120 can create an envelope around the vehicle 108 to protect components of the system 100, such as the drive, battery and the control unit 102 but not limited to it, and can maintain a centre of gravity of the vehicle. In yet another embodiment, the horns 120 can have a wheel attached which can contact the ground in case of rollover to create a envelop for the rider.

[83] In an embodiment, the brake resistors 130 can be configured with the front wheel assembly and the first set of motors 114-1. the brake resistor 130 can dissipate excess energy recovered by the first set of motors 114-1 during any or a combination of braking and roll over of the vehicle 108.

[84] In an implementation, in case of rollover, the safety wheels unit 126 can encounter the ground. The front wheel, during rollover, can be commanded to rotate by 90- degree angle in forward direction to provide for any or a combination of full and partial rolling contact on the ground during rollover to create a leg envelope between the vehicle 108 and the ground. The vehicle 108 can try to brake on the wheels during rollover. The energy released during roll over can be harnessed and can be fed back partially into the battery and remaining into the brake resistor. Thus, the system 100 can let the vehicle 108 dissipate energy in controlled manner, thereby reducing the effect of crash on the rider and the vehicle which can be a big advantage.

[85] Further, in an embodiment, the communication module 132 can be operatively coupled to the control unit 102and configured to communicatively couple the system 100 with the one or more mobile computing devices 106 associated with user llOof the vehicle 108 to facilitate the user llOto operate the vehicle 108 whether remotely or in the vicinity of the vehicle 108.

[86] FIG. 2 illustrates an exemplary architecture of a control unit 102 coupled to the system 100 in accordance with an embodiment of the present disclosure.

[87] As illustrated, the control unit 102 can include one or more processor(s) 202. The one or more processor(s) 202 can be implemented as one or more microprocessors, microcomputers, microcontrollers, digital signal processors, central processing units, logic circuitries, and/or any devices that manipulate data based on operational instructions. Among other capabilities, the one or more processor(s) 202 are configured to fetch and execute computer-readable instructions stored in a memory 204 of the monitoring unit 102. The memory 204 can store one or more computer-readable instructions or routines, which can be fetched and executed to create or share the data units over a network service. The memory 204 can include any non-transitory storage device including, for example, volatile memory such as RAM, or non-volatile memory such as EPROM, flash memory, and the like.

[88] The control unit 102 can also include an interface(s) 206. The interface(s) 206 can include a variety of interfaces, for example, interfaces for data input and output devices, referred to as EO devices, storage devices, transducers, actuators, and the like. The interface(s) 206 can facilitate communication of the control unit 102 with various devices coupled to the control unit 102. The interface(s) 206 can also provide a communication pathway for one or more components of the control unit 102. Examples of such components include, but are not limited to, processing units 208 and database 210.

[89] Further, the processing units 208 can be implemented as a combination of hardware and programming (for example, programmable instructions) to implement one or more functionalities of the processing units 208. The database 210 can include data that is either stored or generated because of functionalities implemented by any of the components of the processing units 208.

[90] In an example, the processing units 208 can include an attribute extraction unit 212, a mode selection unit 214, a comparator unit 216, a control signal generation unit 218, an alert generation unit 220, a torque generation unit 222, and other unit(s) 224. The other unit(s) 224 can implement functionalities that supplement applications or functions performed by the control unit 102 or the processing units 208.

[91] In an embodiment, the attribute extraction unit 212 of the control unit 102 can include processing units 208 that are responsible for extracting orientational attributes from the IMU 112and attributes of incremental position provided by the first encoder 116-1, and attributes pertaining to the absolute position provided by the second encoder 116-2 constituting the first set of attributes. The control signal generation unit 212 can then determine a second set of attributes pertaining to rotational parameters of the front wheel assembly based on the extracted first set of attributes, and can correspondingly transmit a first set of control signals to the first set of motors 114-1. The control signal generation unit 212 can then determine a third set of attributes pertaining to angular parameters of the handle based on the first set of attributes, and correspondingly transmit a second set of control signals to the second motor 114-2.For example, the vehicle can start from the side stand in a tilted position. The IMU 112 provides orientational attributes. Simultaneously, the encoders unit 116 can provide rotational attributes to the control signal generation unit 212. The control signal generation unit 212 can transmit a set of control signals to the first set of motors 114-1 coupled to the front wheel assembly and handle motor 114-2 which work together to get the vehicle 108 to balance after start button is pressed on the mobile computing device 106 acting as a remote key. The vehicle 108 can accordingly balance itself with any or a combination of handle towards forward direction and handle towards right or left front.

[92] In another embodiment, the control unit 102 can include a mode selection unit 214 that can be configured in case the vehicle 108 comes across a rough terrain. In relatively flat surface, it can be easier for the vehicle 108 to stand upright but for rough and uneven terrains, it can be safer to choose to stand in perpendicular handle position. Hence a third set of attributes can be updated to transmit an updated second set of control signals to the second motor 114-2 coupled to the handle to move the handle from a first position to a second position with respect to the frame to facilitate balancing of the two wheel vehicle corresponding to any or a combination of flat, rough and uneven surface beneath the vehicle.

[93] In an implementation, the rider can select which stability mode is desired when a rough terrain during parking is encountered. Once the mode is chosen, the control signal generation unit 218 can transmit a set of control signals to the torque generation unit 222 which can provide the required torque in any or a combination of forward and backward direction to the front wheel and any or a combination of clockwise and anti-clockwise direction to the front fork so that the vehicle 108 can balance itself.

[94] In an implementation, once the vehicle is out of parking, the rider can sit on the vehicle 108 like a normal two-wheeler. For example, the rider can choose to turn off control unit 102 that can provide balance mechanism. If the control unit 102 is turned off, the vehicle 108 can operate like a normal two-wheeler with standard controls for accelerator, clutch, gears, brake and handle.

[95] In yet another embodiment, if the control unit 102 is not turned off, the vehicle 108 can self-balance itself and then rider can sit on the vehicle 108. The vehicle 108 will try to balance based on the various internal conditions (such as handle angle, trail angle, wheel angle and the like) and external conditions (such as the texture of the ground terrain which can be flat, rough and uneven). If the vehicle 108 is unable to balance, the control generation unit 116 of the control unit 102 can be configured to transmit a warning control signal to an alert generation unit 220to provide a warning or an alert signal. The alert signal can be any or a combination of a sharp beep, an audio and visual signal.

[96] In an exemplary embodiment, during the initial start and balance phase, the primary propulsion unit 120cannot be in ignition state. In this stage, the motors unit 114 can be powered by the power unit 124. The mobile computing device 106 can be configured to operate the vehicle 108 by generating control signals by the control signal generation unit 218 of the control unit 102. The control signals can be transmitted by the communication module 122 to the vehicle 108 which can then propel the vehicle 108 forward at low speed, enable taking a right and left turn, enable starting the primary propulsion unit 120, and can enable turning off the primary propulsion unit 120. This is a huge advantage because it can provide a rider more stability and less chances of roll over during taking in and out of parking.

[97] In another embodiment, the control unit 102 can include a comparator unit 216which can be configured to compare the speed of the vehicle 108 with a pre-determined first threshold and a pre-determined second threshold speed and accordingly can decide on which propulsion unit to be activated. In an implementation, the first propulsion unit 120 of the vehicle 108can be off corresponding to a speed of the two wheel vehicle lesser than a first threshold speed. In the start stage, the propulsion can be there only by front wheel motors 114-1 up to a first threshold speed. If a rider chooses to brake, the vehicle 108 can function as a standard two-wheeler which applies a retarding torque at this stage. If the comparator unit 216 determines a speed below the first threshold speed and the control unit 102 is on, the rider can turn the vehicle 108 by pressing a thumb switch on the right and left for right and left turn respectively.

[98] In yet another embodiment, if the vehicle 108 is unable to balance itself, the alert signal generation unit 220 can generate an alert signal and leave the controls on the rider.

[99] In yet another embodiment, if the comparator unit 216 determines that the speed of the vehicle is greater than the first threshold speed and less than a second threshold speed, the first propulsion unit 120isturned on while riding even when the second propulsion unit 122 is still operating. At this time, the first set of motors 114-1 coupled to the front wheel assembly can continue to provide a torque till the primary propulsion unit 120 can be ready to propel the vehicle 108.

[100] In yet another embodiment, if the comparator unit 216 determines that the speed of the vehicle is greater than the second threshold speed and the second propulsion unit 122 is turned off, a second and a third set of attributes can be updated to transmit an updated first and a second set of control signals by the control signal generation unit 218 to the first set of motors 114-1 coupled to the front wheel assembly and the second motor 114-2 coupled to the handle respectively to provide reduction of pitching and increase in traction to facilitate stability of the vehicle.

[101] In yet another embodiment, if the comparator unit 216 determines that the speed of the vehicle is greater than the second threshold speed, the second propulsion unit 122 is turned off and only the first propulsion unit 120 is on, the vehicle 108 can still be balanced by the second motor 114-2 associated with the handle having a left and right switch. The balance of the vehicle 108 can be provided by an input signal obtained from the left and right switch pressed by the rider at speed greater than the second threshold.

[102] In another embodiment, the control unit 102 can include a communication module 122 can include any or a combination of a wireless network module, a dedicated network module and a shared network module. The communication module can be configured to any or a combination of protocols such as UDP/TCP Communication, serial communication and bus protocols thereby achieving Communication network configurability across various interfaces which can be yet another advantage of the proposed system.

[103] FIGs. 3A-3F illustrate a generic representation of the electro-mechanical components of the system 100 in accordance with an embodiment of the present disclosure.

[104] FIG. 3A, illustrates a front wheel assembly 300 with the first set of motors 114-1 coupled to the front wheel assembly. The vehicle 108can include a first set of motors 114-1 having two separate wheel motors attached to the front wheel assembly 300.The motor 114-1 can be but not limited to a brushless DC motor with twenty-six poles. The high number of poles can ensure very low cogging of the motor during a stabilizing event. The first set of motors 114-1 can be attached to the right and left side of the front wheel assembly 300. The first set of motors 114-1 can provide high torque to the front wheel. The front wheel assembly can also include a brake disk 302, motor encoder 116-1, stator coupler 304 and router coupler 306.

[105] FIG. 3B, illustrates horns 128 with safety wheels 126 and components. The horns 128 can start from the front side part of fuel tank where knee of the rider comes during riding. The horns 128 extend to the front of headlight and can be located symmetrically both on the right and the left side of the vehicle 108. The horns 128 can be used as a structure to support the drives 118, battery 316 and controller 308.

[106] In FIG. 3C rollover with safety wheel 126 and front handle 90 degree is illustrated. In case of rollover, the vehicle 108 has a safety wheel assembly 126 coupled to both sides of the front frame and rear end of the vehicle frame. The front side wheel assembly 312 can contact the ground plane 314 and can create a rider safety envelop 310. The safety wheels 126 can be configured to support the vehicle 108 in case of rollover condition. With the support of the safety wheels 126 and front wheel contact on the ground plane 314, the front wheel can stay in contact with the ground plane 314 either during rolling or skidding. The design of the vehicle horns 128 can provide unique design to ensure the center of gravity (CG) of the vehicle 108 to the front. By moving the vehicle 108 CG to the front can help the vehicle 108 to become more stable inherently as a result of design. The horns 128 can be symmetrical in design on both right and left side.

[107] FIG. 3D illustrates a second motor 114-2associated with the handle of the vehicle 108. In an implementation, at low speed, if the vehicle 108 is falling on a first side with respect to a rider, the second motor 114-2 can rotate the handle towards the first side. Then, the front wheel motor 114-1 can apply torque in forward direction to balance the vehicle 108. Similarly, if the vehicle 108 is falling on a second side with respect to the rider, the second motor 114-2 can rotate the handle towards the second side. Then, the front wheel motor 114-1 can apply torque in forward direction to balance the vehicle 108.

[108] FIG. 3E illustrates the trail angle motor 326 and its related components in the vehicle 108. The trail angle motor 326 (referred to as trail motor 326 herein) can be coupled with chain with cover 324 and a steel cable 320. The trail motor 326 can provide variable trail angle, while torsion spring with cover 322 can provide torsion to the vehicle 108. The trail angle motor 326 can measure in distance and angle between the point of the front wheel’s contact with the ground plane 314 and a line drawn through the axis of the steering head. Further, FIG. 3F illustrates the vehicle 108 during zero speed. The vehicle 108 can self balance with handle rotated to any or a combination of 90 degree and straight in accordance with an exemplary embodiment.

[109] FIG. 4A depicts an exemplary flow diagram illustrating working examples of the self-balancing vehicle system 100 in accordance with an embodiment of the present disclosure.

[110] As illustrated, in FIG. 4A, a MU body 402 and IMU handle 404 included in the IMU 112 can be connected to a Programmable Logic Controller (PLC) 410 through but not limiting to a low voltage (LV) line 412. The PLC 410 can control and can ensure the safety of the vehicle 108. The PLC 410 can control the drive, stability and safety features. The PLC 410 can be further powered through the LV line 412 by a low voltage (LV) battery 316-1. A wireless receiver 408 can also be coupled to the PLC 410 through the LV line 412. The PLC 410 can be further connected to drive 1 118-1, drive 2 118-2 and drive-3 118-3 through a communication network but without limiting to Ether CAT 416. A high voltage (HV) battery 316-2 can provide the drives unit 118 with high voltage AC current, through an HV line 414. The drive 1 118-1 can be further coupled with a first motor of the first set of motors 114-1 coupled to the front wheel assembly and the brake resistor 130 through the HV line 414. In fact, the brake resistor can be coupled to all the three drives 118-1, 118-2 and 118-3 through the HV line 414. Drive 2 118-2 can be coupled to a second motor of the first set of motors 114-1 coupled to the front wheel assembly through the HV line 414. While, the HV line 414 can transmit power to drive 3 118-3 that can be further coupled to the motor unit 114-2 of connected to the handle of the vehicle 108.

[111] FIG. 4B illustrates a block diagram control schematic of the system 100 in accordance with an embodiment provided in the disclosure.

[112] As illustrated, FIG. 4B illustrates a feedback control mechanism to achieve self- balancing of the two wheel vehicle 108. As illustrated, at block 420, a rider input and mode selector can be provided. The rider input and mode selector at block 420 can determine handle torque, front wheel torque and trail torque required for the vehicle 108. The handle torque, the front wheel torque, and the trail torque can be further provided to the vehicle 108 at block 430, to generate tilt angle, tilt angle rate, handle angle, handle angle rate, wheel speeds and trail angle. The tilt angle, the tilt angle rate, the handle angle, the handle angle rate, the wheel speeds and the trail angle can be further provided to ride torque generator at block 440 that processes the tilt angle, the tilt angle rate, the handle angle, the handle angle rate, the wheel speeds and the trail angle to generate required torque for the vehicle 108 in the form of raw trail torque, raw handle torque and raw front wheel torque which can be again fed back to the rider input and mode selector at block 420.

[113] While the foregoing describes various embodiments of the invention, other and further embodiments of the invention can be devised without departing from the basic scope thereof. The scope of the invention is determined by the claims that follow. The invention is not limited to the described embodiments, versions or examples, which are included to enable a person having ordinary skill in the art to make and use the invention when combined with information and knowledge available to the person having ordinary skill in the art.

ADVANTAGES OF THE PRESENT DISCLOSURE

[114] Some of the advantages of the present disclosure, which at least one embodiment herein satisfies are as listed herein below.

[115] The present disclosure provides a self-balance and fall safe system for a two wheeler vehicle.

[116] The present disclosure provides a self-balancing system for two wheel vehicle.

[117] The present disclosure provides with a system for increasing safety during standing, propulsion, cornering, fall event, and the likes in two-wheeled vehicles/toys.

[118] The present disclosure provides an approach to reduce rollover probabilities in a two wheel vehicle.

[119] The present disclosure provides for a mechanism to recover energy during braking and rollover of vehicle

[120] The present disclosure provides for a system to protect rider and avoid damage to the two wheel vehicle in case of an accident.

[121] The present disclosure provides a remote-controlled facility to operate the two wheel vehicle even from a remote location. [122] The present disclosure provides for a system that can enable a rider to select mode of stability.

[123] The present disclosure provides for a system that facilitates balancing of the two wheel vehicle corresponding to any or a combination of flat, rough and uneven surface beneath the vehicle.

[124] The present disclosure provides for a system that facilitates reduction of pitching and increase in traction to facilitate stability of the vehicle.

[125] The present disclosure provides for a two wheel vehicle that facilitates ride comfort.

Claims

aim:

1. A self-balance and fall safe system for a two-wheeler vehicle, said system comprising: a first set of motors operatively coupled to a front wheel assembly of the vehicle, and a second motor operatively coupled to a handle of the vehicle; a first Inertial Measurement Unit (IMU) connected to a frame of the vehicle, and a second IMU connected to a front fork of the vehicle, wherein the first IMU, and the second IMU are configured to monitor orientational attributes of the vehicle, and correspondingly generate a first set of signals; and a first encoder operatively coupled to the first set of motors and connected to the front wheel assembly, wherein the first encoder is configured to provide incremental position measurement of the front wheel assembly, and a second encoder coupled to the second motor and connected to the handle, wherein the second encoder is configured to provide an absolute position of the handle; a control unit in communication with the first IMU, the second IMU, the set of first motors, the second motor, the first encoder, and the second encoder, wherein the control unit comprises of one or more processors, wherein the one or more processors operatively coupled with memory, the memory storing instructions executable by the one or more processors to: receive the first set of signals pertaining to the orientational attributes monitored by the first IMU and the second IMU; receive a second set of signals pertaining to the measured incremental position provided by the first encoder, and the absolute position provided by the second encoder; extract a first set of attributes from the received first and the second set of signals; determine a second set of attributes based on the extracted first set of attributes, and correspondingly transmit a first set of control signals to the first set of motor, wherein the second set of attributes pertains to rotational parameters of the front wheel assembly; and determine a third set of attributes based on the first set of attributes, and correspondingly transmit a second set of control signals to the second motor, wherein the third set of attributes pertains to angular parameters of the handle.

2. The system as claimed in claim 1, wherein the orientational attributes comprise inclination of any or a combination of the front wheel assembly, the front fork, the handle, and the frame of the vehicle with respect to a surface beneath the vehicle, and steering angle of the handle, and wherein the rotational parameters of the front wheel comprise rotational speed, direction, and torque, and wherein the angular parameters of the handle comprise optimum steering angle, steering angle rate, optimum trail angle, and trail angle rate.

3. The system as claimed in claim 2, wherein the system comprises a third motor operatively coupled to a mid-section frame of the vehicle having a chain with cover and a steel cable and wherein the control unit is configured to transmit a third set of control signals to the third motor based on the determined optimum trail angle of the vehicle, and correspondingly control trail angle of the vehicle.

4. The system as claimed in claim 1, wherein the system comprises of a plurality of drives operatively coupled to the first set of motors, and the second motors, wherein the plurality of drives are configured to transfer electrical power to any or a combination of the first set of motors, and the second motors based on the first set of control signals and the second set of control signals.

5. The system as claimed in claim 3, wherein the system comprises a set of batteries operatively coupled to the plurality of drives, and configured to provide electrical power to the plurality of drives, and wherein the plurality of drives are configured to charge the set of batteries during braking of the vehicle.

6. The system as claimed in claim 1, wherein the system comprises a safety wheel assembly at predefined position on the frame of the vehicle, wherein the safety wheel assembly is encased in a brittle plastic body, wherein the brittle plastic body shatters and breaks corresponding to contact with a surface beneath the vehicle during roll over condition and skidding of the vehicle, and wherein the safety wheel assembly is configured to touch the surface beneath the vehicle once the brittle plastic cover shatters and breaks.

7. The system as claimed in claim 1, wherein the system comprises of a plurality of horns configured symmetrically on both sides of the vehicle, and wherein the plurality of horns creates an envelope around the vehicle to protect components of the system, and maintain a centre of gravity of the vehicle in front of the vehicle.

8. The system as claimed in claim 1, wherein the vehicle comprises a brake resistor configured with the front wheel assembly and the first set of motors, to dissipate excess energy recovered by the first set of motors during any or a combination of braking and roll over of the vehicle.

9. The system as claimed in claim 1, wherein the system comprises a communication module operatively coupled to the control unit, and configured to communicatively couple the system with one or more mobile computing devices associated with user of the vehicle, and wherein the one or more mobile computing devices facilitate the user to operate the vehicle.

10. The system as claimed in claim 1, wherein the third set of attributes are updated to transmit an updated second set of control signals to the second motor coupled to the handle to move the handle from a first position to a second position with respect to the frame to facilitate balancing of the two wheel vehicle corresponding to any or a combination of flat, rough and uneven surface beneath the vehicle.

11. The system as claimed in claimed in claim 5, wherein the plurality of batteries coupled to the plurality of drives associated with the first and the second motors comprises a second propulsion unit, said second propulsion unit providing propulsion to the two wheel vehicle when a first propulsion unit of the two wheel vehicle is off corresponding to a speed of the two wheel vehicle lesser than a first threshold speed.

12. The system as claimed in claimed in claim 5, wherein the plurality of batteries coupled to the plurality of drives associated with the first set of motors, and the second motor corresponds to a second propulsion unit of the vehicle, and wherein propulsion to the vehicle is provided by any or a combination of the second propulsion unit, and a first propulsion unit associated with a rear wheel assembly and engine of the vehicle.

13. The system as claimed as claim 12, wherein the first propulsion unit is started and the second propulsion unit provides propulsion to the vehicle corresponding to a speed greater than the first threshold speed and less than a second threshold speed.

15. The system as claimed in claim 13, wherein when the second propulsion unit is turned off, the third set of attributes are updated to transmit an updated second set of control signals to the second motor coupled to the handle corresponding to a speed greater than the second threshold speed.

14. The system as claimed in claim 13, wherein the second set of attributes are updated to transmit the updated first set of control signals to the first set of motors coupled to the front wheel assembly corresponding to a speed greater than the second threshold speed, and wherein the updated first set of control signals received by the first set of motors provides reduction of pitching and increase in traction to facilitate stability of the vehicle.

15. The system as claimed in claim 1, wherein the two-wheel vehicle is any or a combination of scooter, motorcycle, electric bicycle, and 2 wheeler toy.