阅读说明：本技术 车辆变形控制方法和可变形车辆 (Vehicle deformation control method and deformable vehicle ) 是由 周诚 黎雄 熊坤 张东胜 张正友 于 2019-10-29 设计创作，主要内容包括：本申请涉及一种车辆变形控制方法和可变形车辆,所述车辆包括第一车轮和第二车轮；所述方法包括：当所述车辆处于第一车辆形态时,获取车辆变形指令；响应于所述车辆变形指令,分别驱动所述第一车轮和第二车轮朝第二车辆形态的车轮朝向进行转动；在所述车轮朝向的转动过程中,以第一车轮的单轮平衡保持所述车辆平衡；在以第一车轮保持所述车辆平衡时,驱动所述车辆行进以变形为所述第二车辆形态。本申请提供的方案可以使车辆在无需用户人工干预的情况下实现车辆形态的平稳切换,进而适应更多复杂的行驶场景。(The present application relates to a vehicle deformation control method and a deformable vehicle, the vehicle including a first wheel and a second wheel; the method comprises the following steps: when the vehicle is in a first vehicle form, acquiring a vehicle deformation instruction; in response to the vehicle deformation command, respectively driving the first wheel and the second wheel to rotate towards the wheel orientation of the second vehicle configuration; maintaining the vehicle in balance with a single wheel balance of a first wheel during rotation of the wheel orientation; while maintaining the vehicle in balance with the first wheel, driving the vehicle to travel to deform into the second vehicle configuration. The scheme provided by the application can enable the vehicle to realize the stable switching of the vehicle form under the condition of no need of manual intervention of a user, and further adapt to more complex driving scenes.)

1. A vehicle deformation control method, the vehicle including a first wheel and a second wheel; the method comprises the following steps:

when the vehicle is in a first vehicle form, acquiring a vehicle deformation instruction;

in response to the vehicle deformation command, respectively driving the first wheel and the second wheel to rotate towards the wheel orientation of the second vehicle configuration;

maintaining the vehicle in balance with a single wheel balance of a first wheel during rotation of the wheel orientation;

while maintaining the vehicle in balance with the first wheel, driving the vehicle to travel to deform into the second vehicle configuration.

2. The method of claim 1, wherein when the vehicle is in a first vehicle configuration, the ride accessories of the vehicle are in a first configuration; the method further comprises the following steps:

driving an riding auxiliary of the vehicle to change from the first form to a second form in response to the vehicle deformation command;

wherein the ride auxiliary of the first configuration matches a ride attitude in the first vehicle configuration; the ride auxiliary of the second configuration matches a ride attitude in the second vehicle configuration.

3. The method of claim 2, wherein when the ride aid comprises a vehicle seat, the vehicle seat is configured to include: the relative orientation of the seat relative to the vehicle and the relative spatial position of the seat relative to the vehicle.

4. The method of claim 2, wherein when the ride aid comprises an armrest apparatus, the configuration of the armrest apparatus comprises an armrest enabled state and an armrest stowed state.

5. The method of claim 1, wherein the first vehicle configuration is a configuration balanced with a travel drive of the first and second wheels, and the second vehicle configuration is a configuration balanced with a steering drive of the first wheel.

6. The method of claim 5, wherein maintaining the vehicle in balance with single wheel balancing of a first wheel during rotation of the wheel orientation comprises:

turning off the travel drive of the second wheel;

maintaining the vehicle balance with a travel drive of the first wheel while turning the first and second wheels from the wheel orientation of the first vehicle configuration toward the wheel orientation of the transitional vehicle configuration;

wherein the transient vehicle configuration is a critical configuration between a configuration balanced with a travel drive of the first wheel and a configuration balanced with a steering drive of the first wheel.

7. The method of claim 6, wherein the driving the vehicle to travel to deform to the second vehicle configuration while maintaining the vehicle in balance with the first wheel comprises:

driving the vehicle to travel by driving the first wheel while turning the first and second wheels from the wheel orientation of the transition vehicle configuration toward the wheel orientation of the second vehicle configuration;

maintaining balance with steering drive of the first wheel to deform to the second vehicle configuration during travel of the vehicle.

8. The method of claim 5, wherein when the vehicle is in a first vehicle configuration, a plane in which the first wheel lies and a plane in which the second wheel lies are parallel;

the first wheel and the second wheel are in the same plane when the vehicle is in a second vehicle configuration and traveling in a straight line.

9. The method of claim 1, wherein the first vehicle configuration is a configuration balanced with steering drive of the first wheel and the second vehicle configuration is a configuration balanced with traveling drive of the second wheel and first wheel.

10. The method of claim 9, wherein maintaining the vehicle in balance with single wheel balancing of a first wheel during rotation of the wheel orientation comprises:

driving the vehicle to travel by driving the first wheel while turning the first and second wheels from the wheel orientation of the first vehicle configuration toward the wheel orientation of the transitional vehicle configuration;

maintaining the vehicle in balance with the steering drive of the first wheel during travel of the vehicle;

wherein the transient vehicle configuration is a critical configuration between a configuration balanced with steering drive of the first wheel and a configuration balanced with traveling drive of the first wheel.

11. The method of claim 10, wherein driving the vehicle to travel to deform to the second vehicle configuration while maintaining the vehicle in balance with the first wheel comprises:

initiating a travel drive of the second wheel while turning the first and second wheels from the wheel orientation of the transition vehicle configuration toward the wheel orientation of the second vehicle configuration;

driving the vehicle to travel by driving the first wheel and the second wheel;

during the vehicle travel, maintaining balance with the travel drive of the first wheel to deform to the second vehicle configuration.

12. The method of claim 1, wherein the vehicle comprises a first in-wheel motor, a first steering motor, a second in-wheel motor, and a second steering motor; the first wheel hub motor is used for driving the first wheel to travel, and the first steering motor is used for driving the first wheel to steer; the second wheel hub motor is used for driving the second wheel to travel, and the second steering motor is used for driving the second wheel to steer.

13. A transformable vehicle comprising a first wheel, a second wheel, and a vehicle deformation control device; the vehicle deformation control device includes:

the deformation instruction acquisition module is used for acquiring a vehicle deformation instruction when the vehicle is in a first vehicle form;

the wheel orientation rotating module is used for respectively driving the first wheel and the second wheel to rotate towards the wheel orientation of the second vehicle form in response to the vehicle deformation instruction;

a vehicle self-balancing module for maintaining the vehicle in balance with a single wheel balance of a first wheel during rotation of the wheel orientation; and driving the vehicle to travel to deform into the second vehicle form while keeping the vehicle balanced with the first wheel.

14. A computer-readable storage medium, storing a computer program which, when executed by a processor, causes the processor to carry out the steps of the method according to any one of claims 1 to 12.

15. A computer device comprising a memory and a processor, the memory storing a computer program that, when executed by the processor, causes the processor to perform the steps of the method of any one of claims 1 to 12.

Technical Field

The application relates to the technical field of computers, in particular to a vehicle deformation control method and a deformable vehicle.

Background

Along with the development of science and technology, more and more trip instruments get into people's life, if small, control nimble and science and technology sense strong balance car. The balance vehicles on the market comprise two-wheel balance vehicles and single-wheel balance vehicles. The two-wheeled balance vehicle adopts two wheels which are fixed side by side for supporting, adopts the inverted pendulum principle for automatic balance, can realize the actions of starting, accelerating, decelerating, stopping and the like of the vehicle only by the change of the gravity center of a human body, and gradually becomes a mainstream walking tool. However, the current two-wheel balance car has higher requirements on the flatness of the running road, and can only detour on rough roads, so that the use of the two-wheel balance car is greatly limited.

Disclosure of Invention

In view of the above, it is necessary to provide a vehicle deformation control method and a deformable vehicle for solving the technical problem that the current two-wheeled balance vehicle is only suitable for a flat road surface.

A vehicle deformation control method, a vehicle including a first wheel and a second wheel; the method comprises the following steps:

when the vehicle is in a first vehicle form, acquiring a vehicle deformation instruction;

in response to the vehicle deformation command, respectively driving the first wheel and the second wheel to rotate towards the wheel orientation of the second vehicle configuration;

maintaining the vehicle in balance with a single wheel balance of a first wheel during rotation of the wheel orientation;

while maintaining the vehicle in balance with the first wheel, driving the vehicle to travel to deform into the second vehicle configuration.

A transformable vehicle comprising a first wheel, a second wheel, and a vehicle deformation control device; the vehicle deformation control device includes:

the deformation instruction acquisition module is used for acquiring a vehicle deformation instruction when the vehicle is in a first vehicle form;

the wheel orientation rotating module is used for respectively driving the first wheel and the second wheel to rotate towards the wheel orientation of the second vehicle form in response to the vehicle deformation instruction;

a vehicle self-balancing module for maintaining the vehicle in balance with a single wheel balance of a first wheel during rotation of the wheel orientation; and driving the vehicle to travel to deform into the second vehicle form while keeping the vehicle balanced with the first wheel.

A computer-readable storage medium, storing a computer program which, when executed by a processor, causes the processor to perform the steps of the above-described vehicle deformation control method.

A computer arrangement comprising a memory and a processor, the memory storing a computer program which, when executed by the processor, causes the processor to carry out the steps of the above-mentioned vehicle deformation control method.

The vehicle deformation control method, the storage medium, the computer device and the deformable vehicle can deform the vehicle from a current appearance form to another appearance form by respectively driving the first wheel and the second wheel to rotate from the wheel orientation of the first vehicle form to the wheel orientation of the second vehicle form when the vehicle deformation instruction is triggered; in the appearance form switching process, the vehicle balance can be kept through the first wheel single wheel, so that the smooth switching of the vehicle form can be realized without manual intervention of a user. The vehicles in different forms are suitable for different road conditions, so that the vehicles which can be freely switched among various vehicle forms can be self-adaptive to more complex driving scenes.

Drawings

FIG. 1 is a diagram of an exemplary vehicle deformation control method;

FIG. 2 is a schematic flow chart diagram of a vehicle deformation control method according to one embodiment;

FIG. 3a is a mechanical schematic diagram of the vehicle in one embodiment in a two wheel balance vehicle configuration;

FIG. 3b is a mechanical schematic of the vehicle in a bicycle configuration in accordance with one embodiment;

FIG. 3c is a mechanical schematic diagram of the vehicle in a transition vehicle configuration in one embodiment;

FIG. 4a is a mechanical schematic diagram of a vehicle with a ride vehicle accessory in a first configuration according to an embodiment;

FIG. 4b is a mechanical schematic diagram of the vehicle with the ride vehicle accessory in a second configuration in accordance with an embodiment;

FIG. 5a is a schematic view of an embodiment of a bicycle in a process of switching from a two-wheeled balance vehicle configuration to a bicycle-straight configuration;

FIG. 5b is a schematic view of the bicycle in one embodiment being switched from the bicycle-straight configuration to the two-wheeled balance vehicle configuration;

FIG. 5c is a schematic view of an embodiment of a cycle switching process between the two-wheel balance vehicle configuration and the bicycle straight-driving configuration;

FIG. 6 is a schematic flow chart diagram of a vehicle deformation control method in one particular embodiment;

FIG. 7 is a schematic flow chart diagram of a vehicle deformation control method in another exemplary embodiment;

FIG. 8 is a mechanical block diagram of a morphable vehicle in one embodiment;

FIG. 9 is a block diagram showing the construction of a vehicle deformation control apparatus according to one embodiment;

fig. 10 is a block diagram showing the construction of a vehicle deformation control apparatus in another embodiment;

FIG. 11 is a block diagram of a computer device in one embodiment.

Detailed Description

In order to make the objects, technical solutions and advantages of the present application more apparent, the present application is described in further detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present application and are not intended to limit the present application.

Fig. 1 is an application environment diagram of a vehicle deformation control method in one embodiment. Referring to fig. 1, the vehicle deformation control method is applied to a vehicle deformation control device 110. The vehicle deformation control device 110 is installed and disposed on a vehicle 120. The vehicle 120 may be a two-wheeled vehicle or a multi-wheeled vehicle, and includes at least a first wheel 1202 and a second wheel 1204. The vehicle 120 also includes a frame 1206, and a travel drive 1208 and a steering drive 1210 disposed on the frame 1206. The travel drive 1208 and the steering drive 1210 are electrically connected to the vehicle deformation control device 110, respectively. The travel drive 1208 may specifically include a first travel drive 1208a for driving the first wheel 1202 to travel and a second travel drive 1208b for driving the second wheel 1204 to travel. The steering drive 1210 may specifically include a first steering drive 1210a for urging the first wheel 1202 to turn towards and a second travel drive 1210b for urging the second wheel 1204 to turn towards.

In one embodiment, a vehicle includes a first in-wheel motor, a first steering motor, a second in-wheel motor, and a second steering motor; the first wheel hub motor is used for driving a first wheel to travel, and the first steering motor is used for driving the first wheel to steer; the second wheel hub motor is used for driving the second wheel to travel, and the second steering motor is used for driving the second wheel to steer.

The first travel drive 1208a may specifically be a first in-wheel motor, and the second travel drive 1208b may specifically be a second in-wheel motor. The first steering drive 1210a may specifically be a first steering motor and the second travel drive 1210b may specifically be a second steering motor.

In one embodiment, as shown in FIG. 2, a vehicle deformation control method is provided. The present embodiment is mainly exemplified by applying the method to the vehicle deformation control device 110 in fig. 1 described above. Referring to fig. 2, the vehicle deformation control method specifically includes the steps of:

s202, when the vehicle is in the first vehicle form, a vehicle deformation instruction is acquired.

The vehicle form refers to an external shape state of the vehicle in different use states. In embodiments provided herein, a vehicle may have a plurality of different vehicle configurations, including at least a first vehicle configuration and a second vehicle configuration. Vehicles with different vehicle forms can adapt to different road conditions. The vehicle deformation instruction is an instruction for triggering the vehicle to switch the vehicle form.

In one embodiment, the vehicle further comprises a control panel. The vehicle deformation instruction may be generated in accordance with a trigger operation of the driver on the control panel. The trigger operation may specifically be a touch operation, a cursor operation, a key operation, or a voice operation. The touch operation can be touch click operation, touch press operation or touch slide operation, and the touch operation can be single-point touch operation or multi-point touch operation; the cursor operation can be an operation of controlling a cursor to click or an operation of controlling the cursor to press; the key operation may be a virtual key operation or a physical key operation, etc.

Specifically, when the vehicle deformation control instruction is acquired, the vehicle deformation control device determines a first vehicle form in which the vehicle is currently located. The vehicle deformation control device switches the vehicle from a current first vehicle form to another second vehicle form by controlling and changing the rotation speed of the first wheel and the second wheel and the orientation of the first wheel and the second wheel relative to the vehicle frame.

In one embodiment, the vehicle deformation instruction may be generated automatically triggered by the vehicle deformation control device. The vehicle also includes an environment sensing assembly. The environment sensing assembly is used for sensing environmental conditions around the vehicle, such as road conditions, crowding degree of people and the like. The environment sensing component can be image acquisition equipment such as a camera and a vehicle event data recorder. The vehicle deformation control device analyzes whether the vehicle form needs to be switched according to the road condition information collected by the environment sensing assembly, and automatically triggers a vehicle deformation instruction when the vehicle form needs to be switched. For example, when the vehicle is going to travel from a narrow flat road to a wide rough road, the vehicle deformation control device controls the vehicle to deform from the current vehicle configuration suitable for the narrow flat road to the current vehicle configuration suitable for the wide rough road.

In one embodiment, the traffic information includes a real scene image. The vehicle deformation control device classifies the real scene images based on the pre-trained neural network model, and determines the current road condition type. The vehicle runs on the road sections with different road condition types based on different vehicle forms, and when the road condition types change, the vehicle deformation control device automatically triggers the vehicle deformation control command.

Neural Network models such as CNN (Convolutional Neural Network) model, DNN (Deep Neural Network) model, and RNN (Recurrent Neural Network) model, and the like. The neural network model used for road condition type classification of the real scene image in the embodiment may also be a combination of multiple neural network models.

The Convolutional neural network includes a Convolutional Layer (Convolutional Layer) and a pooling Layer (PoolingLayer). There are many convolutional neural network models, such as VGG (Visual Geometry Group Visual aggregation Group) network model, google network model or ResNet (energy efficiency assessment system) network model. The deep neural network comprises an input layer, a hidden layer and an output layer, and the layers are in a fully-connected relation. A recurrent neural network is a neural network that models sequence data, i.e., the current output of a sequence is also related to the previous output. The concrete expression is that the network memorizes the previous information and applies the previous information to the calculation of the current output, namely, the nodes between the hidden layers are not connected any more but connected, and the input of the hidden layer comprises not only the output of the input layer but also the output of the hidden layer at the last moment. A recurrent Neural Network model, such as the LSTM (Long Short-Term Memory Neural Network) model.

In one embodiment, the vehicle deformation control device sends the real scene image to the remote server, and the remote server analyzes and determines the current road condition type according to the real scene image based on the pre-trained neural network model, and returns the vehicle deformation instruction according to the road condition type. It is understood that when the type of the road condition is not changed, the remote server no longer returns the vehicle deformation instruction to the vehicle deformation control device.

In one embodiment, the vehicle deformation control device sends the real scene image to the remote monitoring terminal, the remote monitoring terminal displays the real scene image, monitoring personnel can analyze and determine the current road condition type according to the viewed real scene image, a vehicle deformation instruction is triggered at the remote monitoring terminal according to the road condition type, and the remote monitoring terminal forwards the vehicle deformation instruction to the vehicle deformation control device.

And S204, respectively driving the first wheel and the second wheel to rotate towards the wheel orientation of the second vehicle form in response to the vehicle deformation instruction.

The wheel orientation refers to the rotation angle direction of the wheel relative to the frame. In different vehicle configurations, the first wheel and the second wheel of the vehicle have different wheel orientations relative to the frame.

In one embodiment, when the vehicle is in the first vehicle configuration, the plane of the first wheel is parallel to the plane of the second wheel; the first wheel and the second wheel are in the same plane when the vehicle is in the second vehicle configuration and traveling in a straight line.

In embodiments provided herein, the vehicle configurations include at least a two-wheeled balance vehicle configuration and a bicycle configuration. The two-wheel balance vehicle shape refers to a shape that a plane where the first wheel is located is parallel to a plane where the second wheel is located. The bicycle configuration can be further divided into a bicycle straight-running configuration and a bicycle turning configuration. The bicycle straight running mode refers to a mode that the first wheel and the second wheel are located on the same plane. For convenience of description, the "same plane" when the first wheel and the second wheel are in the same plane is hereinafter referred to as a plane of the frame. In the turning state of the bicycle, an included angle between a plane where the first wheel is located and a plane where the frame is located is an acute angle, and a plane where the second wheel is located and the plane where the frame is located are in the same plane. The first vehicle configuration may be a two-wheel balance vehicle configuration and the second vehicle configuration may be a bicycle configuration. It is understood that the first vehicle configuration is relative to the second vehicle configuration. In another embodiment, the first vehicle configuration may also be a bicycle configuration and the second vehicle configuration may also be a two-wheeled balance vehicle configuration.

Specifically, when the first vehicle form is a two-wheel balance vehicle form, namely the vehicle needs to be switched from the two-wheel balance vehicle form to a bicycle form, the vehicle deformation control device responds to a vehicle deformation command to drive the first steering drive to rotate the first wheel from the current orientation of the plane where the first wheel is located and the plane where the frame is located to the target orientation parallel to the plane where the frame is located or at a preset acute angle, and drive the second steering drive to rotate the second wheel from the current orientation of the plane where the first wheel is located and the plane where the frame is located to the target orientation parallel to the plane where the frame is located.

When the first vehicle form is a bicycle form, namely the vehicle needs to be switched to a two-wheel balance vehicle form, the vehicle deformation control device responds to a vehicle deformation command, drives the first steering drive to rotate the first wheel from the current orientation of the plane parallel to or at a preset acute angle with the plane of the frame to the target orientation vertical to the plane of the frame, and drives the second steering drive to rotate the second wheel from the current orientation of the plane parallel to the plane of the frame to the target orientation vertical to the plane of the frame.

In one embodiment, when the wheel orientation time for starting to rotate the first wheel is the same as the wheel orientation time for starting to rotate the second wheel, the wheel orientation rotation speed of the first wheel is less than the wheel orientation rotation speed of the second wheel. When the wheel orientation time to start rotating the first wheel is later than the wheel orientation time to start rotating the second wheel, the wheel orientation rotation speed of the first wheel and the wheel orientation rotation speed of the second wheel may be the same.

And S206, in the rotation process of the wheel orientation, keeping the vehicle balance by the single-wheel balance of the first wheel.

Wherein, under different vehicle forms, the strategies of the vehicle maintaining self-balance are different. In the two-wheel balance vehicle configuration, the vehicle can be kept in balance with the traveling drive of the first wheel and the second wheel. In the bicycle configuration, the vehicle may be balanced with the steering drive of the first wheel.

In one embodiment, the vehicle further comprises a balance induction assembly. The balance induction assembly is used for judging the posture state of the vehicle body, calculating a proper self-balance signal through a precise and high-speed central microprocessor, and transmitting the self-balance signal to the vehicle deformation control device. The balance sensing component can be a gyroscope (Solid-StateGyroscopes) sensor and the like. The number of the balance induction components can be freely set according to requirements, such as 3 or 5. The vehicle deformation control device responds to the self-balancing signal by controlling the traveling drive and the steering drive to maintain self-balancing when the vehicle travels downward in different vehicle forms and self-balancing when the vehicle is switched between the different vehicle forms.

Referring to fig. 3a, fig. 3a shows a block diagram of a vehicle in a two wheel balance vehicle configuration in one embodiment. In the two-wheel balance vehicle, the longitudinal axis of the overall gravity center of the driver and the vehicle is taken as a reference axis. The vehicle can move forwards, backwards or turn according to the inclined direction by the driver only by changing the inclined direction and angle of the body of the driver relative to the reference axis of the vehicle body, and the traveling speed is in direct proportion to the inclined degree of the body of the driver.

As shown in fig. 3a, in the two-wheeled balance vehicle, when the balance sensing component finds that the reference axis inclines towards the vehicle advancing direction, the vehicle deformation control device controls the first traveling driver 302a and the second traveling driver 302b in the vehicle to generate the same forward driving force according to the self-balancing signal, so as to balance the torque of the driver and the vehicle tilting forward on the one hand, and generate the acceleration for making the vehicle advance on the other hand. On the contrary, when the balance sensing assembly finds that the reference axis inclines towards the backward direction of the vehicle, the vehicle deformation control device controls the first traveling driver 302a and the second traveling driver 302b to generate the same backward driving force according to the self-balancing signal, so as to achieve the self-balancing effect of the vehicle. When the driver inclines the body gravity center towards the direction of the first wheel 304 or the second wheel 306 during the continuous forward or backward movement of the vehicle, the vehicle deformation control device controls the first traveling drive 302a and the second traveling drive 302b to generate driving forces with different magnitudes, and generates a centripetal force during turning by using the self weight and a component deviating from a reference axis, so that a rotating speed difference is generated between the first wheel 304 and the second wheel 306, and the steering effect is achieved. It will be appreciated that when the first wheel 304 is traveling forward and the second wheel 306 is traveling rearward, a pivot steering effect of the vehicle may be achieved.

Referring to FIG. 3b, FIG. 3b illustrates a block diagram of a vehicle in a bicycle configuration in one embodiment. As shown in fig. 3b, in the bicycle mode, when the driver inclines his/her body center of gravity toward the first wheel 304, the vehicle deformation control device controls the first travel drive 302a to increase the driving force for advancing the first wheel 304 or controls the second travel drive 302b to increase the driving force for advancing the second wheel 306 according to the self-balancing signal, so that the vehicle is accelerated. When the driver inclines the body center of gravity of the driver toward the direction of the second wheel 306, the vehicle deformation control device controls the first travel drive 302a to reduce the driving force for advancing the first wheel 302 or controls the second travel drive 302b to reduce the driving force for advancing the second wheel 306 according to the self-balancing signal, so that the vehicle is decelerated and advanced. When the gyroscope finds that the reference axis inclines towards the left side or the right side of the plane of the vehicle frame during the continuous advancing process of the vehicle, the vehicle deformation control device controls the first advancing drive 302a to generate the driving force for advancing the first wheel 304 or controls the second advancing drive 302b to generate the driving force for advancing the second wheel 306 according to the self-balancing signal, and the self-balancing in the advancing process is realized by controlling the first steering drive 308a to rotate the first wheel 304 towards the vehicle inclining direction.

In one embodiment, the vehicle further comprises a handlebar for controlling the orientation of the first wheel. When the vehicle is in the bicycle configuration, the vehicle supports a manual balance driving mode in addition to the self-balancing driving mode described above. The driver can trigger different driving modes based on the control panel according to driving preferences. In the manual balance mode, a driver only needs to twist the handlebar to change the angle of the plane where the first wheel is located relative to the plane where the frame is located, and the second wheel is kept in the same plane with the frame, so that the vehicle can realize balance according to the rotation angle of the first wheel.

Specifically, during the switching of the vehicle from one vehicle configuration to another, the vehicle may be balanced in one-wheel travel drive of the first wheel or one-wheel steering drive of the first wheel. The vehicle deformation control device determines whether the vehicle reaches a transition vehicle form during rotation of the wheel orientation. Referring to FIG. 3c, FIG. 3c illustrates a block diagram of a vehicle in a transition vehicle configuration in one embodiment. The transitional vehicle configuration is a configuration in which the plane of the first wheel 304 is at a predetermined acute angle with respect to the plane of the frame, and the plane of the second wheel 306 is parallel to the plane of the frame. The preset acute angle is an angle value obtained by comprehensively considering the vehicle balance and the wheel orientation adjustment cost, specifically may be an empirical value obtained according to simulation and the like, specifically may be a fixed angle value, such as 60 °, or may be a preset angle interval value, such as [50 °, 70 ° ] and the like. The self-balancing strategy of the vehicle is changed at the position where the plane where the first wheel is located and the plane where the frame is located form a preset acute angle, so that the balance of the vehicle is not influenced, and the orientation angle adjustment of the wheels at the later stage is not influenced.

When the first vehicle configuration is the two-wheel balance vehicle configuration, the vehicle needs to be switched from the two-wheel balance vehicle configuration to the bicycle configuration. In the switching process, before the vehicle reaches the transition vehicle form, namely the wheel orientation of the first wheel is not rotated to the target orientation which forms a preset acute angle with the vehicle frame or the second wheel is not rotated to the target orientation which is parallel to the vehicle frame, the vehicle deformation control device controls the second travel driving to be closed, and the vehicle balance is kept by only depending on the first travel driving.

When the first vehicle configuration is the bicycle configuration, the vehicle needs to be switched from the bicycle configuration to the two-wheeled balance vehicle configuration. During the transition, the vehicle deformation control device continues to maintain balance with the first steer drive before the vehicle reaches the transient vehicle configuration.

And S208, driving the vehicle to move to deform to a second vehicle form when the first wheel keeps the vehicle balance.

Specifically, when the vehicle is switched from the two-wheel-balance-vehicle configuration to the transition-vehicle configuration, the vehicle deformation control means controls to keep the vehicle balanced solely by means of the first steering drive, and to drive the vehicle to travel by the first travel drive or the second travel drive. During the process, the wheel orientation is continuously rotated, and after the bicycle straight-ahead driving mode is switched, namely the wheel orientation of the first wheel and the second wheel is rotated to the wheel orientation of the bicycle mode, the first steering driving is continuously carried out to keep balance, so that the switching from the two-wheel balance vehicle mode to the bicycle straight-ahead driving mode is completed in a self-balancing state.

When the first vehicle form is the bicycle form, after the transient vehicle form is reached, the vehicle deformation control device controls to keep balance with the first travel drive until the vehicle is switched to the two-wheel balance vehicle form, that is, when the wheels of the first wheel and the second wheel are oriented toward the wheels turned to the two-wheel balance vehicle form, the vehicle deformation control device starts the second travel drive to keep balance with the first travel drive and the second travel drive, thereby completing the switching from the bicycle form to the two-wheel balance vehicle form in a self-balancing state. It is noted that steps S204, S206 and S208 are performed in parallel.

In the vehicle deformation control method, when the vehicle deformation instruction is triggered, the first wheel and the second wheel are respectively driven to rotate from the wheel orientation of the first vehicle form to the wheel orientation of the second vehicle form, so that the vehicle can be deformed from the current appearance form to another appearance form; in the appearance form switching process, the vehicle balance can be kept through the first wheel single wheel, so that the smooth switching of the vehicle form can be realized without manual intervention of a user. The vehicles in different forms are suitable for different road conditions, so that the vehicles which can be freely switched among various vehicle forms can be self-adaptive to more complex driving scenes.

In one embodiment, when the vehicle is in the first vehicle configuration, the ride accessories of the vehicle are in the first configuration; the vehicle deformation control method further includes: in response to a vehicle deformation instruction, driving an riding auxiliary of the vehicle to change from a first form to a second form; the riding auxiliary piece in the first form is matched with the riding posture in the first vehicle form; the ride auxiliary of the second configuration matches the ride attitude in the second vehicle configuration.

The riding accessories refer to devices provided on the vehicle to improve convenience and comfort of a driver driving the vehicle, such as an armrest device, a seat, and the like. The ride vehicle accessory can have different configurations including at least a first configuration and a second configuration. In embodiments provided herein, the first configuration of the ride vehicle accessory may be an appearance configuration that is compatible with a first vehicle configuration, and the second configuration of the ride vehicle accessory may be an appearance configuration that is compatible with a second vehicle configuration. The form of the ride auxiliary changes in response to a change in the form of the vehicle. For example, when the vehicle switches from the first vehicle configuration to the second vehicle configuration, the corresponding ride accessory switches from the first configuration to the second configuration.

Based on the riding accessories with different shapes, the driver can form different riding postures. That is, the driver has different riding postures on the vehicle in different vehicle forms. The riding posture refers to the body postures of the driver such as the face orientation, the arm stretching state, the trunk standing upright or sitting up when driving the vehicle.

Specifically, when the vehicle is in the first vehicle form, the vehicle deformation control device switches the riding accessories that drive the vehicle according to the vehicle deformation instruction from a first form that is appropriate for the riding posture in the first vehicle form to a second form that is appropriate for the riding posture in the second vehicle form. When the vehicle is in the second vehicle form, the vehicle deformation control means drives the riding accessories of the vehicle to switch from the second form adapted to the riding posture of the second vehicle form to the first form adapted to the riding posture in the first vehicle form in accordance with the vehicle deformation instruction.

In one embodiment, the vehicle may further include other riding accessories that change appearance following the change of the vehicle configuration, such as two balance wheels symmetrically disposed on both sides of the second wheel, pedals symmetrically disposed on both sides of the frame, and the like. When the vehicle is in a two-wheel balance vehicle state, the balance wheels are lifted to be separated from the ground and gathered towards the direction close to the first wheels, namely, the vehicle is in a storage state; the pedals are gathered in the direction close to the frame, namely, the pedals are also in a storage state. When the vehicle is in the bicycle form, the balance wheel is unfolded towards the direction back to the second wheel and is lowered to be close to the ground, namely, the balance wheel is in an enabling state; the pedals are deployed in a direction away from the frame, i.e. also in an enabled state. When the vehicle is in the first vehicle form, the vehicle deformation control device drives the balance wheels and the pedals to switch from the storage state to the enabling state according to the vehicle deformation instruction. When the vehicle is in the second vehicle form, the vehicle deformation control device drives the balance wheels and the pedals to switch from the enabled state to the stored state according to the vehicle deformation instruction.

In one embodiment, the vehicle may further include other riding accessories that do not need to change appearance according to the change of the vehicle form, such as spare wheels arranged on the frame, a spare power supply, a horn, a sunshade, and the like.

In this embodiment, the riding auxiliary is arranged on the vehicle, and the form of the riding auxiliary is controlled to be adaptive to the change of the vehicle form and change, so that the riding auxiliary can meet the riding posture requirements of users in different vehicle forms, and the vehicle can be close to the actual application scene in all directions in the wheel orientation and the riding auxiliary, thereby further widening the vehicle application scene.

In one embodiment, when the ride vehicle accessory comprises a vehicle seat, the vehicle seat is configured to include: the relative orientation of the seat relative to the vehicle and the relative spatial position of the seat relative to the vehicle.

With reference to fig. 4a, fig. 4a shows a block diagram of a vehicle with a ride aid in a first configuration in one embodiment. As shown in fig. 4a, when the ride vehicle accessory includes a seat, the seat 402 is disposed on the frame 406 by a seat drive 404. The seat driver 404 may be embodied as a cam motor or the like. Seat 402 is located between first wheel 408 and second wheel 410. The vehicle deformation control device can adjust the rotation angle of the seat 402 with respect to the frame 406 by the seat driver 404. As shown in fig. 4a, in the two-wheel balance vehicle configuration, the seat 402 may be located at an intermediate position between the first wheel 408 and the second wheel 410.

Referring to fig. 4b, fig. 4b shows a block diagram of the vehicle with the ride vehicle accessory in a second configuration in one embodiment. As shown in fig. 4b, in the bicycle configuration, the seat can be located proximate to the first wheel 408. As shown in fig. 4a and 4b, the vehicle further comprises a sliding device 412 arranged on the bracket. The sliding device 412 may be a worm gear mechanism or the like. The saddle 402 can slide on the slide 412. The vehicle deformation control device can adjust the relative position of the seat 402 between the first wheel 408 and the second wheel 410 via the slide 412. The specific sliding distance may be a preset value, or may be a dynamically generated distance value according to the height of the driver, riding preferences, and the like.

For convenience of description, in the two-wheeled balance vehicle, the axial direction of the seat in the first form is regarded as a direction perpendicular to the plane of the vehicle frame, and the axial direction of the seat in the second form is regarded as a direction parallel to the plane of the vehicle frame.

Specifically, when the first vehicle configuration is a two-wheel balance vehicle configuration, namely the vehicle is switched from the two-wheel balance vehicle configuration to a bicycle configuration, the relative orientation of the seat relative to the vehicle is rotated from the orientation perpendicular to the plane of the frame in the current axial direction to the target orientation parallel to the plane of the frame, and the relative spatial position of the seat relative to the vehicle slides from the current position to the direction close to the first wheel. When the first vehicle form is a bicycle form, namely the vehicle is switched to a two-wheel balance vehicle form from the bicycle form, the relative orientation of the seat relative to the vehicle is rotated from the current orientation in which the axis direction of the seat is parallel to the plane of the frame to the target orientation in which the plane of the frame is vertical, and the relative spatial position of the seat relative to the vehicle slides from the current position to the direction close to the first wheel.

In the embodiment, the vehicle is provided with the seat, and the direction of the seat relative to the vehicle and the relative spatial position of the seat are controlled to change in a self-adaptive manner according to the change of the vehicle form, so that the seat can meet the riding posture requirements of users in different vehicle forms, and the vehicle can be close to an actual application scene in all directions in the direction of wheels, the direction of the seat and the position of the vehicle, and the application scene of the vehicle is further widened.

In one embodiment, when the ride aid includes an armrest apparatus, the configuration of the armrest apparatus includes an armrest enabled state and an armrest stowed state.

As shown in fig. 4a and 4b, the handrail device 414 includes a handrail 4142, a telescoping device 4144 and a handrail drive 4146. The telescoping device 4144 may be specifically a four-bar linkage or the like. The vehicle deformation control device drives the telescoping device 4144 to telescope through the armrest drive 4146, and the telescoping device 4144 drives the armrest 4142 to switch between the armrest enabling state and the armrest storage state. As shown in fig. 4a, in the two-wheeled balance vehicle configuration, the armrest is in the first configuration, i.e., the armrest stowed position. As shown in fig. 4b, in the bicycle configuration, the armrest is in the second configuration, i.e., the armrest enabled state. The armrest-enabled state refers to a state in which the armrest is operable by the driver, and may also be referred to as a deployed state. Based on the deployed armrest, the driver may control the wheel orientation of the first wheel. The armrest stowed state is a state in which the armrest is not manipulated by the driver, and may be referred to as a stowed state.

Specifically, when the first vehicle form is a two-wheel balance vehicle form, that is, the vehicle is switched from the two-wheel balance vehicle form to a bicycle form, the vehicle deformation control device drives the telescopic device to stretch towards the direction of the second wheel through the handrail driving, so that the telescopic device drives the handrail to be switched from the handrail storage state to the handrail enabling state. When the first vehicle form is a bicycle form, namely the vehicle is switched to a two-wheel balance vehicle form from the bicycle form, the vehicle deformation control device drives the telescopic device to retract towards the direction of the first wheel through handrail driving, so that the telescopic device drives the handrail to be switched to a handrail storage state from a handrail enabling state.

In the embodiment, the vehicle is provided with the armrest device, and the shape of the armrest is controlled to be adaptive to the change of the vehicle shape, so that the armrest can meet the riding posture requirements of users in different vehicle shapes, and the vehicle can be close to the actual application scene in all directions in the wheel orientation and the armrest shape, thereby further widening the vehicle application scene.

In one embodiment, the first vehicle configuration is a configuration in which the traveling drive of the first wheel and the second wheel is balanced, and the second vehicle configuration is a configuration in which the steering drive of the first wheel is balanced.

As described above, the vehicle configuration may be subdivided into the two-wheel balance vehicle configuration, the bicycle turning configuration, and the bicycle straight configuration according to the strategy for maintaining balance and the difference in the vehicle appearance configuration. The two-wheel balance vehicle configuration is balanced with the traveling drive of the first wheel and the second wheel, and the bicycle configuration is balanced with the steering drive of the first wheel. In the present embodiment, the first vehicle configuration is a two-wheel balance vehicle configuration.

In another embodiment, the first vehicle configuration is a configuration in which steering drive of the first wheel is balanced, and the second vehicle configuration is a configuration in which traveling drive of the second wheel and the first wheel is balanced. That is, the first vehicle mode is a bicycle-straight running mode, and the second vehicle mode is a two-wheel balance vehicle mode.

The second vehicle configuration is a bicycle straight-ahead configuration. In the vehicle form switching process, the vehicle also has a single-wheel balance vehicle form. The transition vehicle configuration described above is a vehicle configuration at a critical point in time for switching from the single wheel balance vehicle configuration to the bicycle turning configuration. In other words, the one-wheel balance vehicle configuration is a vehicle configuration in which the intermediate period during which the vehicle switches from the two-wheel balance vehicle configuration to the transition vehicle configuration is located, and the bicycle turning configuration is a vehicle configuration in which the intermediate period during which the vehicle switches from the bicycle straight-ahead configuration to the transition vehicle configuration is located.

In the single wheel balance vehicle configuration, the vehicle is balanced in a first travel drive. In the bicycle turning configuration, the vehicle is balanced with a first steering drive. It is worth noting that the wheel orientation and other appearance of a vehicle in a single wheel balance vehicle configuration and a vehicle in a bicycle turning configuration at some point in time may be the same, but with a different strategy for maintaining balance.

In one embodiment, maintaining vehicle balance with single wheel balance of the first wheel during rotation of the wheel orientation comprises: turning off the travel drive of the second wheel; maintaining vehicle balance with the first wheel's travel drive while turning the first and second wheels from the first vehicle configuration wheel orientation toward the transition vehicle configuration wheel orientation; wherein the transient vehicle configuration is a critical configuration between a configuration in which the traveling drive of the first wheel is balanced and a configuration in which the steering drive of the first wheel is balanced.

Wherein the operation states of the travel drive and the steering drive include an off state, a drive state, and a hold state, respectively. The off state refers to a state in which power is lost and does not work. In the off state, the travel drive and the steering drive do not generate a driving force to the wheels but can allow the driver to change the rotational speeds of the wheels by an external force. The driving state is a state in which a driving force can be applied to the wheel to change the rotational speed of the wheel. In the driving state, the rotation speed of the wheel may be a preset rotation speed value, such as 50RPM (Revolutions Per second), or may be a rotation speed value dynamically determined according to real-time road conditions or driving habits of a driver, and the like. The holding state is a state in which the wheel speed is held at 0 RPM. In the holding state, the travel drive and the steering drive suppress the change in the wheel rotation speed by applying a driving force or a braking force to the wheels. In other words, in the holding state, the driver cannot change the wheel rotation speed by an external force.

Referring to fig. 5a, fig. 5a shows a schematic view of the process of switching the vehicle from the two wheel balance vehicle configuration to the bicycle straight configuration in one embodiment. As shown in fig. 5a, when the vehicle needs to be switched from the two-wheel balance vehicle mode to the bicycle straight-driving mode, the vehicle is switched from the two-wheel balance vehicle mode, the single-wheel balance vehicle mode, the transition vehicle mode and the bicycle turning mode to the bicycle straight-driving mode in sequence.

In the drawings, a "straight line segment with a double-headed arrow" represents travel driving in a driving state, and a "curved line segment with a double-headed arrow" represents steering driving in a driving state. It will be appreciated that when a wheel is identified with both straight and curved line segments, the representation is in a driving state for both the travel drive and the steering drive for controlling the wheel. When a straight line segment and a curve segment are not marked on one vehicle, the vehicle represents that the travel drive for controlling the wheel is in a closed state, and the steering drive is in a holding state. The text fields identified next to the straight line segments and curved line segments characterize the effect of the corresponding travel or steer drive. For example, the "balance + drive" field next to a straight line segment characterizes the corresponding travel drive for both driving the vehicle to travel and controlling the vehicle to remain balanced. As another example, a "balance" field next to a curve segment characterizes the corresponding steer drive for maintaining vehicle balance, but not for driving the vehicle forward.

Specifically, the vehicle deformation control device controls the vehicle to freely switch between different vehicle forms by adjusting the working states of the traveling drive and the steering drive, and ensures self-balance of the vehicle in the switching process. Under the two-wheel balance car state, the first travel driving and the second travel driving are both in a driving state, and the first steering driving and the second steering driving are both in a holding state.

When the first vehicle form is a two-wheel balance vehicle form, the vehicle deformation control device controls the first travel drive to reduce the driving force to the first wheel and controls the second travel drive to reduce the driving force to the second wheel according to the vehicle deformation instruction so as to control the vehicle to decelerate. The vehicle phase change control unit monitors whether the vehicle speed decreases to a threshold value. The threshold is a preset maximum vehicle speed value, such as 5RPM, 0RPM, etc., for determining that the vehicle can be switched from the two-wheel balance vehicle mode to the single-wheel balance vehicle mode.

And when the rotating speed of the first wheel and the second wheel, namely the vehicle speed of the vehicle is reduced to a threshold value, the vehicle deformation control command controls the second traveling drive to be switched off, the first steering drive is driven to rotate the first wheel to the wheel orientation of the transitional vehicle form, and the second steering drive is driven to rotate the second wheel to the wheel orientation of the transitional vehicle form, so that the vehicle is switched from the two-wheel balance vehicle form to the single-wheel balance vehicle form. The threshold value is a preset maximum vehicle speed value for determining that the vehicle can be switched from the two-wheel balance vehicle mode to the single-wheel balance vehicle mode. That is, in the single wheel balance vehicle mode, the first travel drive is in a driving state, the second travel drive is in a closing state, and both the first steering drive and the second steering drive are in a driving state. Under the single-wheel balance vehicle state, the vehicle responds to a self-balancing signal by means of a first traveling drive, and the first traveling drive drives a first wheel to advance or retreat so as to keep the vehicle balanced.

It should be noted that, when the vehicle is switched from the two-wheeled motorcycle configuration to the one-wheeled motorcycle configuration, the vehicle deformation control unit turns off the second travel drive, instead of switching the second travel drive from the drive state to the hold state, and the off state allows the driver to change the vehicle speed by applying an external force manually, which is safer than the hold state.

In this embodiment, self-balancing of the vehicle in the vehicle form switching process can be ensured by adjusting the working parameters of the four degrees of freedom of the first travel drive, the first steering drive, the second travel drive and the second steering drive.

In one embodiment, while maintaining vehicle balance with the first wheel, driving the vehicle to travel to deform to the second vehicle configuration comprises: driving the vehicle to travel by driving the first wheel while turning the first and second wheels from the wheel orientation of the transition vehicle configuration toward the wheel orientation of the second vehicle configuration; during vehicle travel, steering drive with the first wheel is balanced to deform to the second vehicle configuration.

Specifically, when the vehicle is switched from the two-wheel balance vehicle state to the single-wheel balance vehicle state and the single-wheel balance vehicle state reaches the transition vehicle state, the vehicle phase change control unit controls the second steering drive to be switched from the driving state to the holding state according to the vehicle deformation instruction, so that the vehicle is switched from the single-wheel balance vehicle state to the bicycle turning state. That is, in the bicycle turning mode, the first travel drive is in the driving state, the second travel drive is in the off state, the first steering drive is in the driving state, and the second steering drive is in the holding state. Under the turning state of the bicycle, the vehicle responds to a self-balancing signal by virtue of a first steering drive, and the first steering drive drives a first wheel to swing left and right so as to keep the balance of the vehicle. At this time, the first travel drive generates a driving force acting on the first wheel, and the vehicle is driven to travel forward.

In one embodiment, the vehicle phase change control unit may also switch the vehicle from the single wheel balance car configuration to the bicycle turning configuration by controlling to turn off the first travel drive, to turn on the second travel drive, and to switch the second steering drive from the driving state to the holding state. That is, in the bicycle turning mode, the first travel drive is in the off state, the second travel drive is in the driving state, the first steering drive is in the driving state, and the second steering drive is in the holding state. At this time, the second travel drive generates a driving force acting on the second wheel, and the vehicle is driven to move forward.

After the bicycle is switched to the bicycle turning state, the vehicle deformation control device controls the first steering drive to continuously rotate the first wheel towards the wheel orientation of the bicycle straight-going form until the bicycle straight-going form is switched to. During this process, the vehicle still relies on the first steer drive to keep the vehicle balanced. That is, the bicycle straight running mode and the bicycle turning mode have the same running driving and steering driving operation states, but the first running driving operation parameters are different. When the vehicle is switched to the bicycle turning configuration and the bicycle turning configuration is still in the transition vehicle configuration, the first steering drive controls the first wheel to swing within a smaller angle interval (e.g., [50 °, 55 ° ]) in response to the self-balancing signal so as to keep the vehicle balanced. When the vehicle is switched from the transition vehicle mode to the bicycle straight-driving mode, the first steering drive controls the first wheel to swing according to a preset larger angle range (such as [40 degrees, 140 degrees ]), so as to keep the vehicle balanced.

In the present embodiment, by adjusting the operating parameters of the four degrees of freedom of the first travel drive, the first steering drive, the second travel drive, and the second steering drive, it is possible to control the vehicle to switch from the first vehicle configuration in which the travel drives of the first wheel and the second wheel are balanced to the second vehicle configuration in which the steering drives of the first wheel are balanced, and to ensure self-balancing of the vehicle during the switching. The control logic is simple and accurate, and the vehicle deformation efficiency is improved.

In one embodiment, maintaining vehicle balance with single wheel balance of the first wheel during rotation of the wheel orientation comprises: driving the vehicle to travel by driving the first wheel while turning the first and second wheels from the wheel orientation of the first vehicle configuration toward the wheel orientation of the transition vehicle configuration; during the running of the vehicle, keeping the vehicle balanced by the steering drive of the first wheel; wherein the transient vehicle behavior is a critical behavior between a behavior of maintaining balance with steering drive of the first wheel and a behavior of maintaining balance with traveling drive of the first wheel.

Referring to fig. 5b, fig. 5b shows a schematic view of the process of switching the vehicle from the bicycle straight configuration to the two wheel balance vehicle configuration in one embodiment. As shown in fig. 5b, when the vehicle needs to be switched from the bicycle straight running mode to the two-wheel balance vehicle mode, the vehicle is switched from the bicycle straight running mode, the bicycle turning mode, the transition vehicle mode, and the single-wheel balance vehicle mode to the two-wheel balance vehicle mode in sequence.

Specifically, the vehicle deformation control device controls the vehicle to freely switch between different vehicle forms by adjusting the working states of the traveling drive and the steering drive, and ensures self-balance of the vehicle in the switching process. In the straight-ahead driving state of the bicycle, the first traveling drive is in a closed state, the second traveling drive is in a driving state, the first steering drive is in a driving state, and the second steering drive is in a holding state.

When the first vehicle form is the bicycle straight-going form, the vehicle deformation control device keeps the working states of the advancing drive and the steering drive unchanged according to the vehicle deformation instruction, and the vehicle can be switched to the bicycle turning form only by controlling the first steering drive to rotate the first wheel and the second wheel towards the vehicle direction of the transition vehicle form. That is, in the bicycle turning mode and the bicycle straight running mode, the running drive and the steering drive are both in the same working state, but the first running drive specifically has different working parameters. In the process of switching the vehicle from the bicycle straight-driving mode to the transition vehicle mode, the vehicle controls the first wheel to rotate according to a preset larger angle range through the first traveling drive to keep the vehicle balanced. When the vehicle is switched to the bicycle turning form and the bicycle turning form is still stopped in the transition vehicle form, the vehicle responds to the self-balancing signal through the first traveling drive to control the first wheel to rotate in a smaller angle interval so as to keep the vehicle balanced.

In this embodiment, self-balancing of the vehicle in the vehicle form switching process can be ensured by adjusting the working parameters of the four degrees of freedom of the first travel drive, the first steering drive, the second travel drive and the second steering drive.

In one embodiment, while maintaining vehicle balance with the first wheel, driving the vehicle to travel to deform to the second vehicle configuration comprises: initiating a travel drive of the second wheel while turning the first and second wheels from the wheel orientation of the transition vehicle configuration toward the wheel orientation of the second vehicle configuration; driving the vehicle to travel by driving the first wheel and the second wheel; during vehicle travel, the travel drive with the first wheel is balanced to deform to the second vehicle configuration.

Specifically, when the vehicle reaches the transition vehicle state, the vehicle deformation control means controls the first traveling drive to reduce the driving force to the first wheel to control the vehicle to decelerate. The vehicle phase change control unit monitors whether the vehicle speed decreases to a threshold value. When the speed of the vehicle is reduced to a threshold value, the vehicle phase change control unit drives the first steering drive to rotate the first wheel to the wheel orientation in the form of the two-wheel balance vehicle, and switches the second steering drive from the holding state to the driving state, and then can drive the second steering drive to rotate the second wheel to the wheel orientation in the form of the two-wheel balance vehicle, so that the vehicle is switched from the single-wheel balance vehicle form to the two-wheel balance vehicle form.

Under the single-wheel balance car state, the first traveling drive is in a driving state, and then the first wheel and the second wheel are controlled to continue to rotate towards the wheel direction of the double-wheel two-wheel balance car state, the second traveling drive is in a closing state, and the first steering drive and the second steering drive are both in a driving state. Under the single-wheel balance vehicle state, the vehicle responds to a self-balancing signal by means of a first traveling drive, and the first traveling drive drives a first wheel to advance or retreat so as to keep the vehicle balanced.

And after the vehicle is switched to the two-wheel balance vehicle state, the vehicle deformation control device controls to start the second advancing drive and respectively switches the first steering drive and the second steering drive from the driving state to the holding state. Under the form of a double-wheel two-wheel balance vehicle, the vehicle depends on a first traveling drive and a second traveling drive to jointly correspond to a self-balancing signal, the first traveling drive drives a first wheel to advance according to the self-balancing signal, and the second traveling drive drives a second wheel to advance according to the self-balancing signal to keep the vehicle balanced.

In the embodiment, by adjusting the operating parameters of the four degrees of freedom of the first travel drive, the first steering drive, the second travel drive and the second steering drive, the vehicle can be controlled to be switched from the first vehicle form in which the steering drive of the first wheel is balanced to the second vehicle form in which the travel drives of the second wheel and the first wheel are balanced, and the self-balance of the vehicle in the switching process is ensured. The control logic is simple and accurate, and the vehicle deformation efficiency is improved.

In one specific embodiment, the vehicle capable of executing the vehicle deformation control method provided by the present application has functions of vehicles of various forms, at least an electric bicycle function and a two-wheel balance vehicle function, and has six degrees of freedom (df). The degree of freedom refers to the number of variables whose values are not limited when a certain statistic is calculated, and in this embodiment, the degree of freedom refers to the number of variables for controlling a vehicle to maintain a certain vehicle form or to switch between different vehicle forms. The two degrees of freedom are realized by controlling the rotating speed of the wheel by the hub motor, the two degrees of freedom are realized by controlling the orientation of the wheel by the steering motor, one degree of freedom is realized by controlling the shape of the armrest by the armrest motor, and the other degree of freedom is realized by controlling the shape of the saddle by the saddle motor. The complete machine controller (namely the vehicle deformation Control device) of the vehicle realizes six-axis linkage through an EtherCAT (Ether-Control Automation Technology, Ethernet Control Automation Technology) bus, and ensures the synchronism of the motion.

Taking the vehicle shown in fig. 4a or 4b as an example to implement the vehicle deformation control method provided by the present application, the specific implementation steps are as follows: referring to fig. 5c, fig. 5c shows a schematic process diagram of the vehicle cycling between the first vehicle configuration and the second vehicle configuration in one embodiment. As shown in fig. 5c, the single wheel balance car can be further divided into a static state and a dynamic state according to the running state of the single wheel balance car. The static state of the single-wheel balance vehicle refers to the state of the vehicle in the process of switching the vehicle from the two-wheel balance vehicle state to the intermediate vehicle state. The intermediate vehicle form refers to a form that a plane where the first wheel is located is perpendicular to a plane where the frame is located, and a plane where the second wheel is located is parallel to the plane where the frame is located. The single-wheel balance vehicle dynamic state refers to a state where a vehicle is located in the process of switching the vehicle from the intermediate vehicle state to the transition vehicle state. Under the static state of the single-wheel balance vehicle and the dynamic state of the single-wheel balance vehicle, the vehicle is driven by the first travel to keep balance.

As shown in fig. 5c, if the first vehicle configuration is the two-wheel balance vehicle configuration, the vehicle cycle switching process between the first vehicle configuration and the second vehicle configuration is as follows: the two-wheel balance vehicle form (1) → the single-wheel balance vehicle static form (2) → the single-wheel balance vehicle dynamic form (3) → the bicycle turning form (4) → the bicycle straight form (5) → the bicycle turning form (6) → the single-wheel balance vehicle form (7) → the two-wheel balance vehicle form (1).

(1) The vehicle is in a two-wheel balance vehicle shape.

In this configuration, as shown in table 1 below, the first in-wheel motor and the second in-wheel motor are both in a driving state, and the first in-wheel motor and the second in-wheel motor respectively respond to the self-balancing signal from the gyro sensor to control the balance and the traveling of the vehicle. The first steering motor, the second steering motor, the armrest motor, and the seat motor are all in a hold state.

In the state, the vehicle determines the current vehicle body posture according to the gyroscope sensing signal, and adjusts the rotating speed of a hub motor in the balance vehicle according to the vehicle body posture, so as to realize vehicle starting, advancing, backing, steering, accelerating, decelerating or in-situ balance.

TABLE 1

Degree of freedom	Working state	Degree of freedom	Working state	Degree of freedom	Working state
						First in-wheel motor	Drive the	First steering motor	Holding	Armrest motor	Holding
Second in-wheel motor	Drive the	Second steering motor	Holding	Saddle motor	Holding

(2) The vehicle is switched from the two-wheel balance state to the middle vehicle state and is in the single-wheel balance vehicle static state.

When a user triggers a vehicle deformation instruction, the vehicle is controlled to decelerate to be static, the second steering motor is started in the static state, the second steering motor controls the second wheel to rotate for 90 degrees, and the first wheel and the second wheel transition from a parallel state to a vertical state.

In this configuration, the second in-wheel motor of the vehicle is in the off state, and the second steering motor is in the driving state, as shown in table 2 below. In the process, the first hub motor is still in a driving state to respond to a self-balancing signal from the gyroscope sensor to realize the balance of the vehicle body.

TABLE 2

Degree of freedom	Working state	Degree of freedom	Working state	Degree of freedom	Working state
						First in-wheel motor	Drive the	First steering motor	Holding	Armrest motor	Holding
Second in-wheel motor	Close off	Second steering motor	Drive the	Saddle motor	Holding

(3) The vehicle is switched from the middle balance state to the transition vehicle state, and is in the single-wheel balance vehicle dynamic state.

In this configuration, the vehicle is started with the first steering motor, the first wheel is controlled to rotate toward the wheel in the transition vehicle configuration by the first steering motor, and the second steering motor is in the holding state, so that the second wheel is held in an orientation parallel to the plane of the vehicle frame, as shown in table 3 below. The axes of the two-wheel motors are acute angles, and the deformable vehicle is always in a static balance state at the moment.

In the process, the first wheel with a certain steering angle moves back and forth within a small amplitude range under the driving of the first hub motor according to a self-balancing signal of the gyroscope sensor so as to keep the balance of the vehicle body.

TABLE 3

Degree of freedom	Working state	Degree of freedom	Working state	Degree of freedom	Working state
						First in-wheel motor	Drive the	First steering motor	Drive the	Armrest motor	Holding
Second in-wheel motor	Close off	Second steering motor	Holding	Saddle motor	Holding

At this point, the vehicle is no longer in static balance, but is in a motor balance state, i.e., balance is maintained during cornering. The vehicle is in a maneuvering state under the driving of the first wheel. The speed and direction of the vehicle to turn forward may be predetermined.

It should be emphasized that, in the actual switching process of the vehicle configuration, since the rotation of the first in-wheel motor and the rotation of the second steering motor based on the self-balancing algorithm can be performed simultaneously, and the self-balancing of the vehicle is not affected, the processes of switching the vehicle from the two-wheel balancing configuration to the intermediate vehicle configuration and switching the vehicle from the intermediate balancing configuration to the transition vehicle configuration can be performed simultaneously, that is, the first wheel does not need to start to rotate until the second wheel completely rotates to the direction perpendicular to the vehicle frame, but the first wheel and the second wheel start to rotate simultaneously after receiving the vehicle deformation instruction and decelerating to the standstill. Therefore, the static state of the single-wheel balance car and the dynamic state of the single-wheel balance car exist in parallel.

(4) The vehicle is switched from the transition vehicle state to the bicycle straight-going state and is in the bicycle turning state.

In this embodiment, as shown in table 4 below, the vehicle starts the armrest motor to switch the armrest from the storage state to the enabled state, and starts the seat motor to move the seat provided between the first wheel and the second wheel on the vehicle frame in a direction approaching the first wheel. The working states of the hub motor and the steering motor can be kept unchanged relative to the dynamic state of a single-wheel balance vehicle.

TABLE 4

Degree of freedom	Working state	Degree of freedom	Working state	Degree of freedom	Working state
						First in-wheel motor	Drive the	First steering motor	Drive the	Armrest motor	Drive the
Second in-wheel motor	Close off	Second steering motor	Holding	Saddle motor	Drive the

In the process, the vehicle gradually transits from the single-wheel balance vehicle state to the bicycle turning state. In the single-wheel balance vehicle form, the maneuvering and balancing of the vehicle are both mainly realized by the movement of the first wheel. In the transition to the bicycle turning configuration, the maneuvering of the vehicle is still primarily effected by the movement of the first wheel, while the balancing of the vehicle is primarily effected by the steering of the first wheel. The balance mode is converted from balance of a balance vehicle mode to balance of a turning state of the bicycle, and the single-wheel balance vehicle and the turning state bicycle are the same in autonomous configuration, so that smooth transition of vehicle forms can be performed.

(5) The vehicle is in a bicycle straight-going configuration.

As shown in table 5 below, in this configuration, the vehicle switches the armrest motor and the seat motor to the holding state after completing the configuration adjustment of the armrest and the seat. The working states of the hub motor and the steering motor can be kept unchanged relative to the turning state of the bicycle.

TABLE 5

The vehicle gradually corrects the wheel orientation of the first wheel to be coplanar with the plane of the frame. In the straight-ahead driving state of the bicycle, the vehicle can be balanced by utilizing the caster effect, but different from the traditional bicycle, the vehicle realizes motor control by relying on the first hub motor and realizes steering control and balance control by relying on the first steering motor.

(6) The vehicle is switched from the bicycle straight-driving state to the transition vehicle state and is in the bicycle turning state.

When the vehicle deformation command is triggered again, the vehicle activates the armrest motor to switch the armrest from the disabled state to the stowed state, and activates the seat motor to move the seat from a position adjacent the first wheel back to a position between the first wheel and the second wheel. Meanwhile, the vehicle controls the first wheel to rotate towards the wheel orientation of the transition vehicle form through the first steering motor. In the process, the first in-wheel motor enables the vehicle to be in a motor state; the first steering motor moves to keep the vehicle in balance. The working state of the vehicle with 6 degrees of freedom in this configuration can be referred to the table 4 above.

(7) And the vehicle is switched from the transition vehicle state to the two-wheel balance vehicle state and is in the single-wheel balance vehicle state.

When the vehicle reaches the transition vehicle configuration, the vehicle gradually changes the self-balancing strategy. In the turning mode of the bicycle, the maneuvering of the vehicle is mainly realized by the movement of the first wheel, and the balancing of the vehicle is mainly realized by the steering of the first wheel. In the single wheel balance vehicle mode, the maneuvering and balancing of the vehicle are mainly realized by the movement of the first wheel. The vehicle is the reverse process of step (4) in this process. Finally, the vehicle smoothly transits from the turning state of the bicycle to the state of the single-wheel balance vehicle. The operating states of the vehicle with 6 degrees of freedom in this configuration can be referred to tables 3 and 2 above.

After the single-wheel balance vehicle enters the single-wheel balance vehicle state, the vehicle is controlled to decelerate, when the vehicle speed is reduced to a threshold value, the vehicle controls the first wheel to continue to rotate towards the wheel direction of the double-wheel two-wheel balance vehicle state through the first steering motor, the second steering motor is started to rotate the second wheel towards the wheel direction of the double-wheel two-wheel balance vehicle state, and the single-wheel balance vehicle state is gradually changed into the two-wheel balance vehicle state.

The embodiment provides a control method for mutual switching of a vehicle between a two-wheel balance vehicle state and a bicycle straight-driving state, and the vehicle is enabled to keep balanced and stable in a deformation process by controlling parameters of multiple degrees of freedom. The control method improves the autonomy of the vehicle, combines the advantages of vehicles in different forms, avoids the movement defect in a single form, and can realize the balance control autonomously under the condition of not being influenced by external force. The balance control strategy is not limited by the change of dynamic characteristics during form switching, the moving range of the vehicle can be expanded, and the technological sense of the vehicle is also increased.

As shown in fig. 6, in one specific embodiment, a vehicle deformation control method includes:

s602, when the vehicle is in a first vehicle form, acquiring a vehicle deformation instruction; when the vehicle is in the first vehicle configuration, the ride accessories of the vehicle are in the first configuration.

S604, responding to the vehicle deformation instruction, and respectively driving the first wheel and the second wheel to rotate towards the wheel orientation of the second vehicle form; the first vehicle mode is a mode in which the traveling drive of the first wheel and the second wheel is balanced, and the second vehicle mode is a mode in which the steering drive of the first wheel is balanced.

S606, driving the riding auxiliary parts of the vehicle to change from the first form to the second form; the riding auxiliary piece in the first form is matched with the riding posture in the first vehicle form; the riding auxiliary member of the second form is matched with the riding posture of the second vehicle form; when the riding accessory comprises a seat, the seat is configured to include: the relative orientation of the seat relative to the vehicle and the relative spatial position of the seat relative to the vehicle; when the riding aid includes an armrest apparatus, the configuration of the armrest apparatus includes an armrest enabled state and an armrest stowed state.

S608, during the rotation of the wheel toward, the travel drive of the second wheel is turned off.

S610, when the first wheel and the second wheel are rotated from the wheel orientation of the first vehicle form toward the wheel orientation of the transition vehicle form, maintaining the vehicle balance with the traveling drive of the first wheel; wherein the transient vehicle configuration is a critical configuration between a configuration in which the traveling drive of the first wheel is balanced and a configuration in which the steering drive of the first wheel is balanced.

And S612, driving the vehicle to move by driving the first wheel when the first wheel and the second wheel rotate from the wheel orientation of the transition vehicle form to the wheel orientation of the second vehicle form.

And S614, in the vehicle running process, keeping balance by the steering driving of the first wheel so as to deform to the second vehicle form.

According to the vehicle deformation control method, when a vehicle deformation instruction is triggered, the first traveling drive, the first steering drive, the second traveling drive and the second steering drive are adjusted to work parameters with four degrees of freedom, so that the first wheel and the second wheel can be respectively driven to rotate from the direction of the wheel in the first vehicle form to the direction of the wheel in the second vehicle form, the vehicle can be switched from the first vehicle form in which the traveling drives of the first wheel and the second wheel are balanced to the second vehicle form in which the steering drives of the first wheel are balanced without manual intervention of a user, self balance of the vehicle in the switching process is guaranteed, and the vehicle can smoothly transit from a narrow and flat traveling scene to a wide and rugged form scene. Meanwhile, the shape of the riding auxiliary is controlled to be adaptive to the change of the vehicle shape, so that the vehicle can be close to the actual application scene in all directions in the direction of the wheels and the riding auxiliary, and the application scene of the vehicle is further widened.

In another specific embodiment, as shown in fig. 7, a vehicle deformation control method includes:

s702, when the vehicle is in a first vehicle form, acquiring a vehicle deformation instruction; when the vehicle is in the first vehicle configuration, the ride accessories of the vehicle are in the first configuration.

S704, respectively driving the first wheel and the second wheel to rotate towards the wheel orientation of the second vehicle form in response to the vehicle deformation instruction; the first vehicle mode is a mode in which steering drive of the first wheel is balanced, and the second vehicle mode is a mode in which traveling drive of the second wheel and the first wheel is balanced.

S706, driving the riding auxiliary of the vehicle to change from the first form to the second form; the riding auxiliary piece in the first form is matched with the riding posture in the first vehicle form; the riding auxiliary member of the second form is matched with the riding posture of the second vehicle form; when the riding accessory comprises a seat, the seat is configured to include: the relative orientation of the seat relative to the vehicle and the relative spatial position of the seat relative to the vehicle; when the riding aid includes an armrest apparatus, the configuration of the armrest apparatus includes an armrest enabled state and an armrest stowed state.

S708, during the rotation of the wheel toward, the travel drive of the second wheel is turned off.

And S710, driving the vehicle to move by driving the first wheel when the first wheel and the second wheel rotate from the wheel orientation of the first vehicle form to the wheel orientation of the transition vehicle form.

S712, in the process of vehicle running, keeping the vehicle balanced by the steering drive of the first wheel; wherein the transient vehicle behavior is a critical behavior between a behavior of maintaining balance with steering drive of the first wheel and a behavior of maintaining balance with traveling drive of the first wheel.

S714, when the first wheel and the second wheel are turned from the wheel orientation of the transition vehicle form to the wheel orientation of the second vehicle form, the travel drive of the second wheel is started.

And S716, driving the vehicle to move by driving the first wheel and the second wheel.

And S718, in the vehicle running process, keeping balance by the running driving of the first wheel so as to deform to the second vehicle form.

According to the vehicle deformation control method, when the vehicle deformation instruction is triggered, the first traveling drive, the first steering drive, the second traveling drive and the second steering drive are adjusted to work parameters with four degrees of freedom, so that the first wheel and the second wheel can be respectively driven to rotate from the direction of the wheel in the first vehicle form to the direction of the wheel in the second vehicle form, the vehicle can be switched from the first vehicle form keeping balance in the steering drive of the first wheel to the second vehicle form keeping balance in the traveling drive of the second wheel and the first wheel without manual intervention of a user, self balance of the vehicle in the switching process is guaranteed, and the vehicle can smoothly transit from a wide and rugged traveling scene to a narrow and flat form scene. Meanwhile, the shape of the riding auxiliary is controlled to be adaptive to the change of the vehicle shape, so that the vehicle can be close to the actual application scene in all directions in the direction of the wheels and the riding auxiliary, and the application scene of the vehicle is further widened.

Fig. 2, 6 and 7 are schematic flow charts of a vehicle deformation control method in one embodiment. It should be understood that although the various steps in the flowcharts of fig. 2, 6 and 7 are shown in order as indicated by the arrows, the steps are not necessarily performed in order as indicated by the arrows. The steps are not performed in the exact order shown and described, and may be performed in other orders, unless explicitly stated otherwise. Moreover, at least some of the steps in fig. 2, 6, and 7 may include multiple sub-steps or multiple stages that are not necessarily performed at the same time, but may be performed at different times, and the order of performing the sub-steps or stages is not necessarily sequential, but may be performed alternately or alternatingly with other steps or at least some of the sub-steps or stages of other steps.

In one embodiment, as shown in fig. 8, a transformable vehicle 800 is provided that includes a vehicle transformation control device 802 (not shown), a first wheel device 804, a second wheel device 806, an armrest device 808, and a seat device 810.

Therein, the first wheel arrangement 804 includes a first wheel 8042, a first travel drive 8044, and a first steer drive 8046. The first travel drive 8044 may specifically be a first in-wheel motor, and the first steering drive 8046 may specifically be a first steering motor. The first travel drive 8044 and the first steering drive 8046 are electrically connected to the vehicle deformation control apparatus 802, respectively. Vehicle deformation control device 802 is driven by first in-wheel motor

The first wheel 8042 travels, and the first wheel 8042 is driven to turn by the first steering motor.

Second wheel arrangement 806 includes a second wheel 8062, a second travel drive 8064, and a second steering drive 8066. Second travel drive 8064 may specifically be a second in-wheel motor, and second steer drive 8066 may specifically be a second steer motor. The second travel drive 8064 and the second steering drive 8066 are electrically connected to the vehicle deformation control device 802, respectively. The vehicle deformation control device 802 drives the second wheel 8062 to travel through the second in-wheel motor, and drives the second wheel 8062 to steer through the second steering motor.

Transformable vehicle 800 also includes a gyro sensor (not shown). The gyro sensor is used for sensing the body attitude of the transformable vehicle 800 and generating a self-balancing signal according to the body attitude. Vehicle deformation control device 802 controls at least one of first travel drive 8044, first steering drive 8046, second travel drive 8064, and second steering drive 8066 to maintain vehicle balance in response to a self-balancing signal.

The handrail device 808 includes a handrail 8082, a handrail drive 8084, a retractor 8086, and a slide 8088. The handrail drive 8084 can be specifically a worm and gear mechanism or the like. The telescopic device 8086 may be a four-bar linkage or the like. The slide 8088 may be embodied as a rack and pinion or the like. The armrest drive 8084 is electrically connected to the vehicle deformation control device 802. The vehicle deformation control device 802 controls the armrest driving device 8084 to generate a driving force acting on the telescopic device 8086, and the telescopic device 8086 extends up and down under the driving force to drive the armrest 8082 to extend and retract back and forth, so that the armrest enabling state and the armrest accommodating state are switched.

The vehicle deformation control device 802 controls the armrest drive 8084 to generate a driving force acting on the telescopic device 8086, and the intermediate rotating disc in the telescopic device 8086 rotates under the driving force, so that the angle control of the armrest 8082 can be realized by the rotation of the intermediate rotating disc. Meanwhile, the handrail drive 8084 drives the sliding device 8088 to slide, and the sliding of the sliding device 8088 can realize the adjustment of the relative spatial distance between the second wheel 8062 and the first wheel 8042 on one hand and the adjustment of the inclination angle of the support of the handrail 8082 relative to the gravity axis of the deformable vehicle 800 on the other hand.

Seat assembly 810 includes a seat 8102 and a seat drive 8104. The seat driver 8104 may be specifically a cam mechanism or the like. The seat driver 8104 is electrically connected to the vehicle deformation control device 802. Vehicle deformation control apparatus 802 controls seat drive 8104 to generate a driving force acting on seat 8102, and changes a linear motion into a rotational motion, thereby realizing 90 ° rotation of seat 8102.

When the transformable vehicle 800 is transformed from a two-wheeled balance vehicle form to a bicycle straight-ahead form, the handrail 8082 is unfolded through the telescopic device 8086, the first wheel 8042 and the second wheel 8062 are steered by 90 degrees through the first steering drive 8046 and the second steering drive 8066 respectively to achieve coplanarity, the handrail drive 8084 drives the telescopic device 8086 to increase the inclination angle between the support of the handrail 8082 and the gravity axis of the vehicle, the second wheel 8062 drives the sliding device 8088 through the handrail drive 8084 to stretch the relative distance with the first wheel 8042, and the saddle 8102 is driven by the sliding device 8088 to rotate 90 degrees clockwise through the saddle drive 8104.

When the transformable vehicle 800 is transformed from the bicycle straight-ahead configuration to the two-wheel balance vehicle configuration, the handrail 8082 is retracted through the telescopic device 8086, the first wheel 8042 and the second wheel 8062 are respectively steered by 90 degrees through the first steering drive 8046 and the second steering drive 8066 to be parallel to the plane, the handrail drive 8084 drives the telescopic device 8086 to reduce the inclination angle between the support of the handrail 8082 and the gravity axis of the vehicle, the second wheel 8062 is retracted by the handrail drive 8084 driving the sliding device 8088 to be away from the first wheel 8042, and the saddle 8102 is driven by the sliding device 8088 to rotate 90 degrees counterclockwise through the saddle drive 8104.

The traditional deformable vehicle mainly adopts a mode of manually adjusting the orientation of wheels, and the fixation is finished by means of a mechanical clamping device, so that the deformation of the armrests and the saddle cannot be realized. Compare the tradition can only manually realize warping, and just the vehicle deformation mode that the wheel of simplicity turned to, the flexible vehicle that this embodiment provided, the handrail can realize automatic rising, and the saddle can realize that autogiration is in the middle of, possesses effectual manned effect, can have the advantage of bicycle and balance car concurrently, realizes the deformation task automatically.

It should be noted that any design of the exterior structure of the transformable vehicle provided by the present application is only based on the requirement of describing the vehicle transformation control method provided by the present application in a more accurate image, and the examples provided are not to be construed as limiting the vehicle structure. Those skilled in the art may adopt any other structure of the vehicle capable of executing the vehicle deformation control method provided by the present application as needed.

In one embodiment, as shown in fig. 9, there is provided a vehicle deformation control apparatus 802 comprising a deformation instruction acquisition module 8022, a wheel orientation rotation module 8024, and a vehicle self-balancing module 8026, wherein:

the deformation instruction obtaining module 8022 is configured to obtain a vehicle deformation instruction when the vehicle is in the first vehicle configuration.

The wheel orientation rotation module 8024 is configured to drive the second wheel and the first wheel to rotate towards the wheel orientation of the second vehicle configuration, respectively, in response to the vehicle deformation command.

A vehicle self balancing module 8026 for maintaining vehicle balance with single wheel balance of the first wheel during rotation of the wheel orientation; and driving the vehicle to move to deform into a second vehicle form when the first wheel keeps the vehicle balanced.

In one embodiment, when the vehicle is in the first vehicle configuration, the ride accessories of the vehicle are in the first configuration. As shown in fig. 10, vehicle deformation control apparatus 802 further includes a ride auxiliary control module 8028 for driving a ride auxiliary of the vehicle from a first configuration toward a second configuration in response to the vehicle deformation command; the riding auxiliary piece in the first form is matched with the riding posture in the first vehicle form; the ride auxiliary of the second configuration matches the ride attitude in the second vehicle configuration.

In one embodiment, when the ride vehicle accessory comprises a vehicle seat, the vehicle seat is configured to include: the relative orientation of the seat relative to the vehicle and the relative spatial position of the seat relative to the vehicle.

In one embodiment, when the ride aid includes an armrest apparatus, the configuration of the armrest apparatus includes an armrest enabled state and an armrest stowed state.

In one embodiment, the first vehicle configuration is a configuration in which the traveling drive of the first wheel and the second wheel is balanced, and the second vehicle configuration is a configuration in which the steering drive of the first wheel is balanced. Vehicle self balancing module 8026 is also used to turn off the travel drive of the second wheel; maintaining vehicle balance with the first wheel's travel drive while turning the first and second wheels from the first vehicle configuration wheel orientation toward the transition vehicle configuration wheel orientation; wherein the transient vehicle configuration is a critical configuration between a configuration in which the traveling drive of the first wheel is balanced and a configuration in which the steering drive of the first wheel is balanced.

In one embodiment, vehicle self balancing module 8026 is further configured to drive the vehicle to travel by driving the first wheel while turning the first and second wheels from the wheel orientation of the transition vehicle configuration toward the wheel orientation of the second vehicle configuration; during vehicle travel, steering drive with the first wheel is balanced to deform to the second vehicle configuration.

In one embodiment, when the vehicle is in the first vehicle configuration, the plane of the first wheel is parallel to the plane of the second wheel; the first wheel and the second wheel are in the same plane when the vehicle is in the second vehicle configuration and traveling in a straight line.

In one embodiment, the first vehicle configuration is a configuration in which steering drive of the first wheel is balanced, and the second vehicle configuration is a configuration in which traveling drive of the first wheel and the second wheel is balanced. Vehicle self balancing module 8026 is also for driving the vehicle to travel by driving the first wheel as the first wheel and the second wheel are rotated from the wheel orientation of the first vehicle configuration toward the wheel orientation of the transition vehicle configuration; during the running of the vehicle, keeping the vehicle balanced by the steering drive of the first wheel; wherein the transient vehicle behavior is a critical behavior between a behavior of maintaining balance with steering drive of the first wheel and a behavior of maintaining balance with traveling drive of the first wheel.

In one embodiment, vehicle self balancing module 8026 is further configured to initiate a travel drive of the second wheel when turning the first and second wheels from the wheel orientation of the transition vehicle configuration toward the wheel orientation of the second vehicle configuration; driving the vehicle to travel by driving the first wheel and the second wheel; during vehicle travel, the travel drive with the first wheel is balanced to deform to the second vehicle configuration.

The vehicle deformation control device may be configured to, when the vehicle deformation command is triggered, deform the vehicle from a current appearance form to another appearance form by driving the first wheel and the second wheel to rotate from the wheel orientation of the first vehicle form to the wheel orientation of the second vehicle form, respectively; in the appearance form switching process, the vehicle balance can be kept through the first wheel single wheel, so that the smooth switching of the vehicle form can be realized without manual intervention of a user. The vehicles in different forms are suitable for different road conditions, so that the vehicles which can be freely switched among various vehicle forms can be self-adaptive to more complex driving scenes.

FIG. 11 is a diagram illustrating an internal structure of a computer device in one embodiment. The computer device may specifically be the vehicle deformation control vehicle device 110 in fig. 1. As shown in fig. 11, the computer device includes a processor, a memory, and a network interface connected by a system bus. Wherein the memory includes a non-volatile storage medium and an internal memory. The non-volatile storage medium of the computer device stores an operating system and may also store a computer program that, when executed by the processor, causes the processor to implement the vehicle deformation control method. The internal memory may also have a computer program stored therein, which when executed by the processor, causes the processor to execute the vehicle deformation control method.

Those skilled in the art will appreciate that the architecture shown in fig. 11 is merely a block diagram of some of the structures associated with the disclosed aspects and is not intended to limit the computing devices to which the disclosed aspects apply, as particular computing devices may include more or less components than those shown, or may combine certain components, or have a different arrangement of components.

In one embodiment, the vehicle deformation control apparatus provided by the present application may be implemented in the form of a computer program that is executable on a computer device as shown in fig. 11. The memory of the computer device may store various program modules constituting the vehicle deformation control apparatus, such as a deformation instruction acquisition module, a wheel orientation rotation module, and a vehicle self-balancing module shown in fig. 9. The computer program constituted by the respective program modules causes the processor to execute the steps in the vehicle deformation control method of the respective embodiments of the present application described in the present specification.

For example, the computer device shown in fig. 11 may execute step S202 by a deformation instruction acquisition module in the vehicle deformation control apparatus shown in fig. 9. The computer device may perform step S204 by the wheel orientation rotation module. The computer device may perform steps S206 and S208 through the vehicle self-balancing module.

In one embodiment, a computer device is provided, comprising a memory and a processor, the memory storing a computer program which, when executed by the processor, causes the processor to perform the steps of the vehicle deformation control method described above. The steps of the vehicle deformation control method here may be steps in the vehicle deformation control methods of the respective embodiments described above.

In one embodiment, a computer-readable storage medium is provided, storing a computer program that, when executed by a processor, causes the processor to perform the steps of the vehicle deformation control method described above. The steps of the vehicle deformation control method here may be steps in the vehicle deformation control methods of the respective embodiments described above.

It will be understood by those skilled in the art that all or part of the processes of the methods of the embodiments described above can be implemented by hardware related to instructions of a computer program, and the program can be stored in a non-volatile computer readable storage medium, and when executed, can include the processes of the embodiments of the methods described above. Any reference to memory, storage, database, or other medium used in the embodiments provided herein may include non-volatile and/or volatile memory, among others. Non-volatile memory can include read-only memory (ROM), Programmable ROM (PROM), Electrically Programmable ROM (EPROM), Electrically Erasable Programmable ROM (EEPROM), or flash memory. Volatile memory can include Random Access Memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in a variety of forms such as Static RAM (SRAM), Dynamic RAM (DRAM), Synchronous DRAM (SDRAM), Double Data Rate SDRAM (DDRSDRAM), Enhanced SDRAM (ESDRAM), Synchronous Link DRAM (SLDRAM), Rambus Direct RAM (RDRAM), direct bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM).

The technical features of the above embodiments can be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the above embodiments are not described, but should be considered as the scope of the present specification as long as there is no contradiction between the combinations of the technical features.

The above examples only express several embodiments of the present application, and the description thereof is more specific and detailed, but not construed as limiting the scope of the present application. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the concept of the present application, which falls within the scope of protection of the present application. Therefore, the protection scope of the present patent shall be subject to the appended claims.