Description:TECHNICAL FIELD
[0001] The present subject matter relates generally to a vehicle and more particularly, to a vehicle stabilizing system for a vehicle.
BACKGROUND
[0002] Generally, a saddle type vehicle (hereinafter a vehicle) comprises of a frame assembly extending rearwardly from a head tube. Typically, a saddle type vehicle 5 includes a frame assembly, a steering assembly, and a wheel assembly. The steering assembly is connected to the wheel assembly. The steering assembly includes a steering column. The steering column passes through the head tube of the frame assembly. The frame assembly acts as a skeleton and a structural member for the vehicle that supports the vehicle loads. At least one front wheel is connected 10 to a front portion of the frame assembly through one or more front suspension(s). The head tube is generally configured to support the steering assembly and the handlebar. The frame assembly extends towards a rear portion of the vehicle. At least one rear wheel is connected to a frame assembly through one or more rear suspension(s). More specifically, the handlebar is mounted onto the steering 15 column. The user can steer the vehicle using the steering assembly.
[0003] Typically, it is difficult to balance a vehicle. It is important to enhance ride quality of the vehicle to delight the user. The vehicle ride quality depends upon a user’s experience in riding a vehicle. Balancing the saddle type vehicle becomes even more difficult under harsh riding conditions. 20
[0004] Wobbling or oscillations in the steering system are one of the most common issues encountered by users. This can occur due to various factors, including misalignment of the front wheel, bad road conditions, imbalanced wheel/tire, worn-out steering bearings, or improper suspension setup. Wobbling can compromise stability and create a hazardous riding experience. 25
[0005] During panic braking or when encountering large undulations on the road, such as humps or potholes, there is a risk of losing steering control on the saddle type vehicle. This loss of control can lead to uncontrolled oscillations in the steering system, which increases the likelihood of crashes or accidents.
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[0006] Riding over wet or icy road surfaces, muddy roads with potholes can cause the wheels to slide on application of brakes. In such situations, where the braking force alone may not be sufficient to prevent wheel lock-up as assist may be preferable to help the user balance the vehicle and stabilize the vehicle.
[0007] Furthermore, despite the presence of an Anti-lock Braking System (ABS) 5 in certain vehicles, there are instances where the wheel may still lock up, especially when the user applies very hard or panic brakes.
[0008] In these critical situations, it is essential to have mechanisms that help maintain stability and control over the vehicle. There is a need in the art for a strategy that can effectively slow down or stop, the risk of accidents and help in 10 maintaining overall safety of the vehicle and the user.
[0009] Therefore, there is an essential requirement for a solution that addresses the problem of potential loss of steering control in a vehicle operating condition like panic braking or encounters with large road undulations.
SUMMARY 15
[00010] Aspects of the present invention pertain to a vehicle stabilization system. The vehicle stabilization system comprises a plurality of sensors. The plurality of sensors is operatively connected to a control unit. The control unit is configured to one or more real time vehicle operating parameters from one or more of the plurality of sensors and activate one or more actuators to stabilize the vehicle by 20 applying a steering torque for a pre-defined duration on a steering column of the vehicle.
[00011] In an embodiment, the actuator includes a plurality of rotatable members. The plurality of rotatable members includes a first rotatable member, a second rotatable member and a third rotatable member. The first rotatable member is 25 comprised of a first portion and a second portion. The first portion of the first rotatable member operatively couples with the second rotatable member and the second portion of the first rotatable member operatively couples with the third rotatable member to enable torque transfer from the at least one actuator to the steering column. The third rotatable member is disposed on the steering column of 30
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the vehicle. The steering column is rotatable about a steering axis with the third rotatable member disposed on the steering column along the steering axis. The third rotatable member is adapted to operatively couple with the second rotatable member to enable transfer of torque from the first rotatable member to the third rotatable member. The first rotatable member is disposed on the at least one 5 actuators on an axis parallel to the steering axis of the steering column.
[00012] In an embodiment, one of the plurality of sensors is a real time torque detector to detect torque generated by the at least one actuators in real time. In an embodiment, the pre-defined duration of generation of the torque is in a range of 0 to 100 milliseconds. 10
[00013] In an embodiment, the first rotatable member, the second rotatable member and the third rotatable member are enclosed within a housing assembly. The housing assembly comprises a top cover and a bottom cover. The top cover and the bottom cover are configured to interface such that the plurality of rotatable members are within a cavity subtended by the top cover and the bottom cover.
[00014] In an embodiment of the vehicle stabilization system, a flange is provided on the bottom cover interfaces with a bottom side of the top cover.
[00015] In an embodiment, a plurality of first openings being disposed on the top cover and a plurality of second openings is disposed on the bottom cover. The plurality of first openings being of different diameters. At least one of the plurality of first openings are co-axial to at least one of the plurality of second openings.
[00016] In an embodiment, the at least one of the plurality of first openings being co-axial to the at least one of the plurality of second openings having same diameter.
[00017] In an embodiment, each of the plurality of rotatable members are mechanically coupled with at least one bearing for frictionless motion.
[00018] In an embodiment, each of the at least one bearing is seated within at least one annular portion is disposed within at least one of the plurality of first openings and at least one of the plurality of second openings
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[00019] In an embodiment, the plurality of sensors for capturing vehicle operation parameters comprise any or a combination of a speed sensor, a motor angle sensor, a steering angle sensor, a wheel slip sensor, a roll sensor, a GPS sensor and an IMU sensor. A pre-defined threshold is defined for an actuator angle, a wheel slip and a roll of the vehicle. The torque detector is positioned between the actuator rotatable 5 member and the steering column in a left side view of the vehicle.
[00020] In an embodiment, the actuator angle sensor is a potentiometer connected to a shaft of the actuator.
[00021] Yet another aspect of the present disclosure pertains to a vehicle stabilization method. The method comprises sensing by at least one of a plurality 10 of sensors at least one vehicle operation parameters and transmitting in real time, the sensed at least one vehicle operation parameters to a control unit. The control unit receives the sensed vehicle operation parameters and compares with a pre-defined threshold value stored for each of the at least one vehicle operation parameters. Based on the comparison, the method includes detecting a vehicle 15 unstable operation condition on any or a combination of the received at least one vehicle operation parameters is greater than the pre-defined threshold value and activating an actuator for a pre-defined duration to generate a torque.
BRIEF DESCRIPTION OF THE DRAWINGS
[00022] The detailed description of the present subject matter is described with 20 reference to the accompanying figures. Same numbers are used throughout the drawings to reference like features and components.
[00023] Fig. 1 illustrates a left side view of an exemplary two-wheeled vehicle, in accordance with an embodiment of the present subject matter.
[00024] Fig. 2a depicts positioning of the vehicle stabilization system 210 within 25 the vehicle 200 in accordance with an embodiment of the present invention.
[00025] Fig. 2b depicts a left side view of the frame assembly 201 illustrating the vehicle stabilization system 210, in accordance with the embodiment.
[00026] Fig. 3 illustrates a top view of a housing assembly within the steering assembly in accordance with an embodiment of the present invention. 30
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[00027] Fig. 4 is an exploded view of the housing assembly showing the axes of an at least one actuator for steering stabilization and steering.
[00028] Fig. 5 illustrates a flow chart of the decision flow for actuation of the steering stabilization.
DETAILED DESCRIPTION 5
[00029] The vehicle stabilization system is designed to provide an optimum torque to a steering assembly of a saddle type vehicle in a vehicle operating condition like vehicle passing over unmettled roads, panic braking, oscillations caused when the vehicle passes over road undulations and during emergency braking. Therefore, it is an object of the present invention to provide a vehicle stabilization system that 10 stabilizes the vehicle and reduces the chances of steering instability thereby improving the safety characteristics of the vehicle.
[00030] It is also an object of the invention to assist the user in maintaining better control over the vehicle, improving safety of the user and reducing the risk of accidents. 15
[00031] It is an object of the invention to provide stability to the vehicle on moving at slow speeds.
[00032] Moreover, the vehicle stabilization system can also provide assistance in scenarios where the wheel stops rotating and slides instead of rolling, even when the user applies the brakes on low-traction road surfaces like wet or icy roads. It is 20 also an object of the invention to provide a vehicle stabilization system that assists the user while riding the vehicle on low traction surfaces such as wet or icy roads, or muddy roads.
[00033] Exemplary embodiments are described with reference to the accompanying drawings. Wherever convenient, the same reference numbers are 25 used throughout the drawings to refer to the same or like parts. While examples and features of disclosed principles are described herein, modifications, adaptations, and other implementations are possible without departing from the spirit and scope of the disclosed embodiments. It is intended that the following detailed description be considered as exemplary only, with the true scope and spirit 30 is indicated by the following claims.
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[00034] The embodiments of the present invention will now be described in detail with reference to a vehicle stabilization system along with the accompanying drawings. However, the present invention is not limited to the present embodiments. The present subject matter is further described with reference to accompanying figures. It should be noted that the description and figures merely 5 illustrate principles of the present subject matter. Various arrangements may be devised that, although not explicitly described or shown herein, encompass the principles of the present subject matter. Moreover, all statements herein reciting principles, aspects, and examples of the present subject matter, as well as specific examples thereof, are intended to encompass equivalents thereof. 10
[00035] Fig. 1 illustrates a left side view of an exemplary two-wheeled vehicle 200, in accordance with an embodiment of the present subject matter. Arrows provided in the top right corner of each figure depicts direction with respect to the vehicle, wherein an arrow F denotes front direction, an arrow R indicates rear direction, an arrow Up denotes upward direction, and an arrow Dw denotes 15 downward direction. The vehicle 200 includes a frame assembly 201 that extends rearward from a head tube 201A. The frame assembly 201 extends along a longitudinal direction F-R of the vehicle 200. The frame assembly 201 includes a mainframe comprising a main tube 201B extending rearward from a rear portion of the head tube 201A and a down tube 201C that extends rearwardly downward 20 from the head tube 201A. The frame assembly 201 may further comprise a sub-frame formed by a pair of rear tubes that extend obliquely rearward from the main frame. An engine assembly 100 may be mounted to the main frame of the frame assembly 201.
[00036] A front portion of a swing arm 115 is swingably connected to the frame 25 assembly 201 and a rear portion of the swing arm 115 rotatably supports a rear wheel 120. The rear wheel 120 is functionally coupled to the engine assembly 100 through a transmission system/member 125. In a preferred embodiment, the transmission system 125 includes a chain drive coupled to an output of manual gear transmission. However, the transmission system 125 may include an 30 automatic transmission or continuously variable transmission. Further, the swing
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arm 115 is coupled to the frame assembly 201 through one or more rear suspension(s) (not shown). In the present embodiment, a mono-shock rear suspension connects the swing arm 115 to the frame assembly 201. Similarly, a pair of front forks 130 supports a front wheel 135 and is steerably supported by the head tube 201A. A handlebar assembly 140 is connected to an upper portion of the 5 pair of front forks 130. Further, a front fender 145 covers at least a portion of the front wheel 135 and the front fender assembly 145 is mounted to the front forks 130.
[00037] A fuel tank 150 is mounted to the main tube 201B of the frame assembly 201 and disposed rearwardly of the handlebar assembly 140. A seat assembly 10 including a user seat 155 and a pillion seat 160 is disposed rearwardly of the fuel tank assembly 150 and is supported by the rear tubes. A pair of user foot pegs 165 is disposed on either sides and is mounted to the frame assembly 201 of the vehicle that supports user foot. A rear fender 170 is disposed upwardly of the rear wheel 120 covering at least a portion of the rear wheel 120. 15
[00038] Furthermore, the vehicle 200 includes various electrical and electronic systems including a starter motor (not shown), a headlamp 175, a vehicle control unit, and a tail lamp 180. In addition, the vehicle includes safety systems including a synchronous braking system (not shown), and an anti-lock braking system (not shown). 20
[00039] Fig. 2a depicts positioning of the vehicle stabilization system 210 within the vehicle 200 in accordance with an embodiment of the present invention. The Figs 2a and 2b are discussed together hereinbelow for the sake of brevity. Fig. 2b depicts a left side view of the frame assembly 201 illustrating the vehicle stabilization system 210, in accordance with the embodiment. 25
[00040] An aspect of the present invention pertains to the vehicle stabilization system 210. The vehicle stabilization system 210 comprises a plurality of sensors 220-1, 220-2. The plurality of sensors 220-1, 220-2 are operatively connected to a control unit 230. The control unit 230 is configured to receive at least one real time vehicle operating parameters from at least one of the plurality of sensors 220-1, 30
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220-2 and activate at least one actuator 240 to stabilize the vehicle 200 by applying a steering torque for a pre-defined duration on a steering column 212 of the vehicle.
[00041] In an embodiment, the at least one actuator 240 includes a plurality of rotatable members 302, 304, 306. The plurality of rotatable members 302, 304, 306 include a first rotatable member 302, a second rotatable member 304 and a third 5 rotatable member 306. The first rotatable member 302 includes a first portion 302-1 and a second portion 302-2. The first portion 302-1 of the first rotatable member 302 operatively couples with the second rotatable member 304 and the second portion 302-2 of the first rotatable member operatively couples with the third rotatable member 306 to enable torque transfer from the at least one actuator to the 10 steering column. Torque is transferred from the second portion 302-2 of the first rotatable member 302. The second rotatable 304 is disposed on the shaft of the at least one actuator 240. The at least one actuator 240 is mechanically coupled to the second rotatable member 304. The second rotatable member 304 transfers torque to the second portion 302-2 of the first rotatable member 302. The first rotatable 15 member 302 receives torque from the second rotatable member 304 through the second portion 302-2 of the first rotatable member 302. The second portion 302-2 of the first rotatable member 302 interfaces with the third rotatable member 306 to enable a transfer of torque. The third rotatable 306 member is disposed on the steering column 212 of the vehicle. The steering column 212 is rotatable about a 20 steering axis 214 with the third rotatable member 306 disposed on the steering column 212 along the steering axis 214. The third rotatable 306 member is adapted to operatively couple with the second rotatable member 304 to enable transfer of torque from the first rotatable member 302 to the third rotatable member 306. The first rotatable member 302 is disposed on the at least one actuator 240 on an axis 25 242 parallel to the steering axis 214 of the steering column 212.
[00042] Fig. 2b depicts a left side view of the frame assembly 201 illustrating the vehicle stabilization system 210, in accordance with the embodiment. A plurality of sensors 220-n for capturing vehicle operation parameters are provided within the vehicle. The sensors 220-n can comprise any or a combination of a speed 30 sensor, a motor angle sensor, a steering angle sensor, a wheel slip sensor, a roll
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sensor, a GPS sensor and an IMU sensor. A pre-defined threshold is defined for an actuator angle, a wheel slip and a roll of the vehicle 200. A control unit 230 receives the inputs from the plurality of sensors 220-n and on any of the actuator angle, the wheel slip, the roll being deviant from the pre-defined threshold activates the torque delivery by the at least one actuator 240. 5
[00043] In an embodiment, one of the plurality of sensors 220-n is a real time torque detector to detect torque generated by the at least one actuator 240 in real time. In an embodiment, the pre-defined duration of generation of the torque is in a range of 0 to 100 milliseconds.
[00044] In an embodiment, the first rotatable member 302, the second rotatable 10 member 304 and the third rotatable member 306 are enclosed within a housing assembly 300. Fig. 3 illustrates a top view of a housing assembly 300 in accordance with an embodiment of the present invention. The housing assembly 300 may be composed of one or more portions that make up body of the housing assembly 300.
[00045] Referring now to Fig. 4 that illustrates an exploded view of the at least 15 one actuator 240 showing the axes of the at least one actuator 240 for vehicle stabilization. A housing assembly 300 encloses the actuator to form a protective casing. The at least one actuator 240 may be housed between the housing top cover 300-1 and the housing bottom cover 300-2. The first rotatable member 302 is disposed on a shaft of the actuating means within the at least one actuator 240. The 20 actuating means can be a servo motor or any other form of equipment to provide a rotary motion to the first rotatable member 302 about the axis 242. The first rotatable member 302 mechanically couples with the second rotatable member 304 to transfer a torque from the first rotatable member 302 to the second rotatable member 304. The second rotatable member 304 mechanically couples with the 25 third rotatable member 306. The rotatable members 302, 304, 306 are housed on load bearing members or bearings 308-n. Bearings 108-n are provided at the interfaces of the rotatable members and the top and bottom covers 300-1, 300-2. The first rotatable member 302 is rested upon on the bearing 308-1. Similarly, the second rotating member 304 and the third rotating member 306 rests upon the 30 bearings 308-2 and 308-3. One or more of such bearings may also be provided at
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all the interfacing surfaces to ensure rotatability. A flange 312 is provided on the bottom cover 300-2 interfaces with a bottom side of the top cover 300-1 of the housing assembly. A plurality of first openings are disposed on the top cover 300-1 and a plurality of second openings 310-1, 310-2, 310-3 being disposed on the bottom cover. The plurality of first openings are of different diameters. At least 5 one of the plurality of first openings are co-axial to at least one of the plurality of second openings 310-1, 310-2, 310-3. The at least one of the plurality of first openings being co-axial to the at least one of the plurality of second openings 310-1, 310-2, 310-3 having same diameter. Each of the plurality of rotatable members 302, 304, 306 are mechanically coupled with at least one bearing 308-1, 308-2, 10 308-3 for frictionless motion. The each of the at least one bearing 308-1, 308-2, 308-3 are seated within at least one annular portion 314-1, 314-2 that is disposed within at least one of the plurality of first openings and at least one of the plurality of second openings 310-1, 310-2, 310-3.
[00046] In an embodiment, the plurality of sensors 220-n for capturing vehicle 15 operation parameters comprise any or a combination of a speed sensor, a motor angle sensor, a steering angle sensor, a wheel slip sensor, a roll sensor, a GPS sensor and an IMU sensor. A pre-defined threshold is defined for an actuator angle, a wheel slip and a roll of the vehicle 200. The control unit 230 receives the inputs from the plurality of sensors 220-n and on any of the actuator angle, the wheel slip, 20 the roll being deviant from the pre-defined threshold activates the torque delivery by the at least one actuator 240.
[00047] In an embodiment, a torque detector is provided to monitor the torque of the at least one actuator 240 in real time to enable a feedback. The feedback ensures that the at least one actuator 240 provides the torque within the prescribed limit 25 and for the pre-defined duration of time. The torque detector may be positioned between the third rotatable member 306 and the steering column 212 in a left side view of the vehicle 200.
[00048] In an embodiment, the actuator angle sensor is a potentiometer connected to a driving shaft of the at least one actuator 240. 30
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[00049] Yet another aspect of the present disclosure pertains to a vehicle stabilization method 400. The method 400 comprises, sensing 402 by one or more of a plurality of sensors 220-1, 220-2 at least one vehicle operation parameters and transmitting in real time, the sensed one or more vehicle operation parameters to a control unit 230. The control unit 230 receives the sensed vehicle operation parameters and compares 408, 410, 412 with a pre-defined threshold value stored for each of the one or more vehicle operation parameters. Based on the comparison, the method 400 includes, at step 405, determining a vehicle unstable operation condition or negative determination of satisfaction of pre-defined conditions of any or a combination of the received one or more vehicle operation parameters. The negative determination is identified when the value of the vehicle operation parameters is greater than the pre-defined threshold value. The method 400 further includes, activating an actuator 240 for a pre-defined duration to generate a torque to balance the vehicle 200.
[00050] Fig. 5 illustrates a flow chart of the decision flow for autonomous actuation of the vehicle stabilization system 210. The method includes sensing, at step 402 by at least one of a plurality of sensors 220-1, 220-2 at least one vehicle operation parameters in real time. The method 400 further includes receiving at step 404, value of the at least one vehicle operation parameter by the control unit 230. The method 400 further includes comparing 408, 410, 412 by the control unit 230, the received one or more vehicle operation parameters with a pre-defined vehicle operation parameter value. The vehicle operation parameters received by the control unit 230 may be any or a combination of a wheel slip, a roll, a steering angle and a vehicle speed. The method 400 further includes determining 405, by the control unit whether the vehicle operation parameter values satisfies a predetermined set of conditions. Based on negative determination, at step 414, control unit 230 activates an actuator by for transmitting the predetermined torque by the actuator. Balancing 416, the vehicle 200 on successful transfer of torque to the steering column 212.
[00051] The preferred embodiment of the vehicle stabilization system 210 becomes operational at an instant of time when vehicle becomes unstable due to
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road undulations or emergency braking. In an embodiment, the vehicle stabilization system 210 includes a motor unit as the at least one actuator 240. The rotatable members 302, 304 and 306 are gears in a preferred embodiment. The sensors 220-1 and 220-2 may be IMU sensors and tilt sensors respectively. A control unit 230 detects the values received from the IMU sensors and tilt sensors 5 to actuate the motor unit to generate a torque for a duration of 3 milliseconds to provide assistance to the user. The torque generated is transmitted to the steering column 212 of the vehicle thereby having the effect of self locking the steering for a duration of 3 milliseconds that helps the user to ensure stability and prevents a fall of the user. 10
[00052] It is to be understood that typical hardware configuration of the control unit 230 disclosed in the present invention can include a set of instructions that can be executed to cause the control unit to perform the above-disclosed method.
[00053] The control unit 230 may include a processor which may be a central processing unit (CPU), a graphics processing unit (GPU), or both. The processor 15 may be one or more general processors, digital signal processors, application specific integrated circuits, field programmable gate arrays, servers, networks, digital circuits, analog circuits, combinations thereof, or other now known or later developed devices for analysing and processing data. The processor may implement a software program, such as code generated manually i.e., programmed. 20
[00054] The control unit 230 may include a storage unit (not shown). The storage unit of the control unit 230 may include a memory. The memory may be a main memory, a static memory, or a dynamic memory. The memory may include, but is not limited to computer readable storage media such as various types of volatile and non-volatile storage media, including but not limited to random access 25 memory, read-only memory, programmable read-only memory, electrically programmable read-only memory, electrically erasable read-only memory, flash memory, magnetic tape or disk, optical media and the like. The memory is operable to store instructions executable by the processor. The functions, acts or tasks illustrated in the figures or described may be performed by the programmed 30 processor executing the instructions stored in the memory.
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[00055] The control unit 230 may also include a disk or optical drive unit. The disk drive unit may include a computer-readable medium in which one or more sets of instructions, e.g., software, can be embedded. Further, the instructions may embody one or more of the methods or logic as described. In a particular example, the instructions may reside completely, or at least partially, within the memory or 5 within the processor during execution by the control unit. The memory and the processor also may include computer-readable media as discussed above. The present invention contemplates a computer-readable medium that includes instructions or receives and executes instructions responsive to a propagated signal so that a device connected to a network can communicate data over the network. 10 Further, the instructions may be transmitted or received over the network. The network includes wireless networks, Ethernet AVB networks, or combinations thereof. The wireless network may be a cellular telephone network. Further, the network may be a public network, such as the Internet, a private network, such as an intranet, or combinations thereof, and may utilize a variety of networking 15 protocols now available or later developed.
[00056] The control unit 230 may accept incoming content and send content to connected components via a communication channel such as Controller Area Network (CAN), Local Interconnect Network (LIN) and Bluetooth.
[00057] In an embodiment of the present invention, the electric motors are used 20 for providing the additional torque.
[00058] In a non-limiting example, under vehicle operating condition of cornering at a turn, the control unit 230 senses values from the at least one of the plurality of sensors (220-1, 220-2). Wheel slip values are received in real-time continuously. The control unit 230 actuates the at least one actuator 240 responsive to receipt on a combination of the received Wheel Slip, the roll parameter and the steering angle value.
[00059] In an embodiment, the control unit 230 is configured to actuate the at least one actuator 240 on the Roll Parameter range being above 6 degrees per second. The Roll parameter value will be small at high speeds and high at low speeds. In an embodiment, the Steering angle range may vary up to +40 degrees or -40
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degrees. In an embodiment, the control unit 230 actuates the at least one actuator 240 upon the cornering Wheel slip value being above 0.1.
[00060] A further embodiment includes a steering torque sensor to detect the torque supplied by the at least one actuator 240 that tracks the torque supplied and the duration of time for the supplied torque. In an embodiment, the control unit 230, may be provided a steering feedback based on the torque tracking.
[00061] A further embodiment includes identification of the difficult riding 5 conditions including oscillations and providing torque by the at least one actuator 240 to provide stability to the vehicle 200.
[00062] The present subject matter is described using a steering system of a two-wheeled vehicle, a three-wheeled or a four wheeled vehicle whereas the claimed subject matter can be used in any other type of application employing a steering, 10 with required changes and without deviating from the scope of invention. Further, it is intended that the disclosure and examples given herein be considered as exemplary only.
[00063] The torque provided to the steering column for durations of 0 to 100 milliseconds is an effective measure that assists the user in mitigating the effects 15 of high forces exerted on the steering system during harsh riding conditions.
[00064] The actuation of the vehicle stabilization system 210 stabilizes the vehicle and reduce the chances of steering instability caused by the oscillations. This leads to improved riding control and thereby reducing the risk of accidents, these measures contribute to enhanced safety on the road. 20
[00065] Moreover, the vehicle stabilization system 210 is advantageous and is invaluable in scenarios where the wheel stops rotating and slides instead of rolling, even when the user applies the brakes on low-traction road surfaces like wet or icy roads.
[00066] In view of the above, the claimed limitations as discussed above are not 25 routine, conventional, or well understood in the art, as the claimed limitations enable the above solutions to the existing problems in conventional technologies.
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[00067] The terms “an embodiment”, “embodiment”, “embodiments”, “the embodiment”, “the embodiments”, “one or more embodiments”, “some embodiments”, and “one embodiment” mean “one or more (but not all) embodiments of the invention(s)” unless expressly specified otherwise. The terms “including”, “comprising”, “having” and variations thereof mean “including but 5 not limited to”, unless expressly specified otherwise. The terms “a”, “an” and “the” mean “one or more”, unless expressly specified otherwise.
[00068] Finally, the language used in the specification has been principally selected for readability and instructional purposes, and it may not have been selected to delineate or circumscribe the inventive subject matter and is therefore 10 intended that the scope of the invention be limited not by this detailed description, but rather by any claims that issue on an application based here on. Accordingly, the embodiments of the present invention are intended to be illustrative, but not limiting, of the scope of the invention, which is set forth in the following claims.
[00069] While various aspects and embodiments have been disclosed herein, other 15 aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed herein are for purposes of illustration and are not intended to be limiting, with the true scope and spirit is indicated by the following claims.
[00070] A person with ordinary skills in the art will appreciate that the systems, 20 modules, and sub-modules have been illustrated and explained to serve as examples and should not be considered limiting in any manner. It will be further appreciated that the variants of the above disclosed system elements, modules, and other features and functions, or alternatives thereof, may be combined to create other different systems or applications. 25
[00071] While the present disclosure has been described with reference to certain embodiments, it will be understood by those skilled in the art that various changes may be made, and equivalents may be substituted without departing from the scope of the present disclosure. In addition, many modifications may be made to adapt a particular situation or material to the teachings of the present disclosure without 30
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departing from its scope. Therefore, it is intended that the present disclosure not be limited to the particular embodiment disclosed, but that the present disclosure will include all embodiments falling within the scope of the appended claims.
[00072] It is to be understood that the aspects of the embodiments are not necessarily limited to the features described herein. Many modifications and 5 variations of the present subject matter are possible in the light of above disclosure. Therefore, within the scope of claims of the present subject matter, the present disclosure may be practiced other than as specifically described.
[00073] It is to be understood that the aspects of the embodiments are not necessarily limited to the features described herein. Many modifications and 10 variations of the present subject matter are possible in the light of above disclosure. Therefore, within the scope of claims of the present subject matter, the present disclosure may be practiced other than as specifically described. , Claims:We claim:
1. A vehicle stabilization system (210), the vehicle stabilization system comprising:
a plurality of sensors (220-1, 220-2), the plurality of sensors being operatively connected to a control unit (230),
wherein the control unit (230) being configured to activate one or more actuators (240) based on at least one real time vehicle operating parameters received from at least one of said plurality of sensors (220-1, 220-2) to stabilize a vehicle (200) by applying a steering torque for a pre-defined duration of time on a steering assembly of the vehicle (200).
2. The vehicle stabilization system (210) as claimed in claim 1, wherein the at least one actuator (240) includes a plurality of rotatable members (302, 304, 306), wherein the plurality of rotatable members (302, 304, 306) include a first rotatable member (302), a second rotatable member (304) and a third rotatable member (306).
3. The vehicle stabilization system (210) as claimed in claim 2, wherein the first rotatable member (302) comprises a first portion (302-1) and a second portion (302-2).
4. The vehicle stabilization system (210) as claimed in claim 2, wherein the first portion (302-1) of the first rotatable member (302) being operatively coupled with the second rotatable member (304) and the second portion (302-2) of the first rotatable member (302-1) being operatively coupled with the third rotatable member (306) to transmit torque from the at least one actuator (240) to the steering assembly.
5. The vehicle stabilization system (210) as claimed in claim 3, wherein the third rotatable member (306) being disposed on a steering column (212) of the steering assembly of the vehicle (200).
6. The vehicle stabilization system (210) as claimed in claim 2, wherein the third rotatable member (306) being coaxial to the steering column (212), the steering column (212) being rotatable about a steering axis (214), the third
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rotatable member (306) being adapted to operatively couple with the second portion of the first rotatable member (302-2) to transfer torque from the second rotatable member (304) to the third rotatable member (306).
7. The vehicle stabilization system (210) as claimed in claim 5, wherein the second rotatable member (304) being disposed on the at least one actuator (240) on an axis (242) parallel to the steering axis (214) of the steering column (212).
8. The vehicle stabilization system (210) as claimed in claim 1, wherein one of the plurality of sensors (220-1, 220-2) being configured to detect real time torque generated by the at least one actuator (240).
9. The vehicle stabilization system (210) as claimed in claim 1, wherein the pre-defined duration of time ranges between 0 to 100 milliseconds.
10. The vehicle stabilization system (210) as claimed in claim 2, wherein the first rotatable member (302), the second rotatable member (304) and the third rotatable member (306) being enclosed within a housing assembly (300).
11. The vehicle stabilization system (210) as claimed in claim 10, wherein the housing assembly comprises a top cover (300-1) and a bottom cover (300-2) wherein the plurality of rotatable members (302, 304, 306) being disposed within a cavity subtended by the top cover (300-1) and the bottom cover (300-2).
12. The vehicle stabilization system (210) as claimed in claim 11, wherein a flange (312) provided on the bottom cover (300-2) interfaces with a bottom side of the top cover (300-1).
13. The vehicle stabilization system (210) as claimed in claim 11, wherein a plurality of first openings being disposed on the top cover (300-1) and a plurality of second openings (310-1, 310-2, 310-3) being disposed on the bottom cover.
14. The vehicle stabilization system (210) as claimed in claim 13, wherein the plurality of first openings being of different diameters.
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15. The vehicle stabilization system (210) as claimed in claim 13, wherein at least one of the plurality of first openings being co-axial to at least one of the plurality of second openings (310-1, 310-2, 310-3).
16. The vehicle stabilization system (210) as claimed in claim 15, wherein the at least one of the plurality of first openings being co-axial to the at least one of the plurality of second openings (310-1, 310-2, 310-3) having same diameter.
17. The vehicle stabilization system (210) as claimed in claim 13, wherein each of the plurality of rotatable members (302, 304, 306) being mechanically coupled with at least one bearing (308-1, 308-2, 308-3) for frictionless motion.
18. The vehicle stabilization system (210) as claimed in claim 14, wherein each of the at least one bearing (308-1, 308-2, 308-3) being seated within at least one annular portion (314-1, 314-2) disposed within at least one of the plurality of first openings and at least one of the plurality of second openings (310-1, 310-2, 310-3).
19. The vehicle stabilization system (210) as claimed in claim 1, wherein the plurality of sensors (220-1, 220-2) being configured to measure real time vehicle operation parameters, the plurality of sensors (220-1, 220-2) comprise any or a combination of a speed sensor, a motor angle sensor, a steering angle sensor, a wheel slip sensor, a roll sensor, a GPS sensor, an actuator angle sensor and an IMU sensor.
20. The vehicle stabilization system (210) as claimed in claim 6, wherein a pre-defined threshold being defined for an actuator angle, a wheel slip and a roll angle of the vehicle (200).
21. The vehicle stabilization system (210) as claimed in claim 1, wherein one of the plurality of sensors (220-1, 220-2) being positioned between the third rotatable member (306) and the steering column (212) when viewed in a vehicle sideward direction.
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22. The vehicle stabilization system (210) as claimed in claim 1, wherein the actuator angle sensor being a potentiometer connected to a shaft of the at least one actuator (240).
23. A method (400) to stabilize a vehicle (200) comprising:
sensing (402) by at least one of a plurality of sensors (220-1, 220-2) at least one vehicle operation parameter in real time;
receiving (404), value of the at least one vehicle operation parameter by a control unit (230);
comparing, by the control unit (230), the received at least one vehicle operation parameters with a pre-defined vehicle operation parameter value;
determining (405), by the control unit (230) whether the vehicle operation parameter values satisfies a predetermined set of conditions; and,
based on negative determination, at step (414), activating at least one actuator (240) by the control unit 230 for transmitting the predefined torque to stabilize the vehicle (200).
24. The method (400) to stabilize the vehicle (200) as claimed in claim 14, wherein the vehicle operation parameters received by the control unit being any or a combination of a wheel slip, a roll, a steering angle and a vehicle speed.
25. The method (400) to stabilize the vehicle (200) as claimed in claim 14, wherein the predetermined set of conditions comprising:
comparing (405) a speed, comparing (408) a wheel slip, comparing (410) a roll and comparing (412) a steering angle with a pre-defined threshold and identifying negative determination upon any or a combination of the speed, the wheel slip, the roll and the steering angle deviating from the pre-defined threshold.
26. The method (400) to stabilize the vehicle (200) as claimed in claim 14, wherein the plurality of sensors (220-1, 220-2) comprise any or a combination of an actuator angle sensor, a steering angle sensor, a wheel slip sensor, a roll sensor, a GPS sensor and an IMU sensor.
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27.The method (400) as claimed in claim 14, wherein the pre-defined durationbeing in a range of 0 to 100 milliseconds.
28.The method (400) as claimed in claim 14, comprising monitoring a durationof time of torque generated by the at least one actuator (240) in real-timeagainst the pre-defined threshold duration.