DESC:FIELD OF INVENTION:
The present invention relates to the field of self-balancing two-wheeler vehicles/Segway. More specifically the present invention relates to a self-balancing two-wheeler vehicles/Segway hexagonal (or any other suitable polygon) chassis coupled with a hexagonal structure linkage assembly for supporting and tilting the wheels.

BACKGROUND OF INVENTION:
A wide range of vehicles and methods are known for transporting human subjects. Typically, such vehicles rely upon static stability and are designed for stability under all foreseen conditions of placement of their ground-contacting members with an underlying surface. Although, there are conditions (e.g., increase or decrease in speed, sharp turns and steep slopes) which cause otherwise stable vehicles to become unstable.

Perhaps the best known example of a self-balancing motorized vehicle with two wheels arranged side to side that a person can ride while standing on a foot platform is the Segway, which is disclosed in U.S. Pat. No. 6,302,230 by Sramek et al (the '230 patent). This vehicle may be an effective short-distance transportation method, yet it has several disadvantageous aspects. These include that it is heavy, bulky, very expensive and affords a rather “stale” riding experience.

A self-balancing vehicle is a type of vehicle that has a control system that actively maintains the stability of the vehicle while the vehicle is operating. In a vehicle that has two laterally-disposed wheels, a control system maintains the stability of the vehicle by continuously sensing the orientation of the vehicle, determining the corrective action necessary to maintain stability, and commanding the wheel motors to make the corrective action. For vehicles that maintain a stable footprint, coupling between steering control and control of the forward motion of the vehicles is less of a concern. Under typical road conditions, stability is maintained by virtue of the wheels being in contact with the ground throughout the course of a turn and while accelerating and decelerating. In a balancing vehicle with two laterally disposed wheels, however, any torque applied to one or more wheels affects the stability of the vehicle.

In prior art systems, such as the self-balancing vehicles shown in U.S. Pat. No. 5,971,091 discloses a transportation vehicle for transporting an individual over ground having a surface that may be irregular. The vehicle comprising motorized drive, mounted to the assembly and coupled to the ground-contacting module, causes locomotion of the assembly and the subject therewith over the surface

EP 1967409 discloses a motor vehicle having a body, a wheel rotatably supported and coaxially disposed on the body, and an occupant riding portion supported by the body and mounted with an occupant, the motor vehicle including: body attitude detection means for detecting an attitude of the body; and body attitude control means for controlling the body attitude detected by the body attitude detection means, wherein, in response to an inertial force or a centrifugal force generated by acceleration, deceleration or a turning motion of the motor vehicle, the occupant riding portion is moved so as to balance the inertial force or the centrifugal force. The motor vehicle further includes occupant attitude control means for controlling an attitude of the occupant riding portion in accordance with a detection value detected by the body attitude detection means.

Over the past decade, the demand for innovative personal mobility solutions has surged as urban environments continue to evolve. Conventional modes of transportation(automobiles) often face challenges such as congestion, limited parking space, and environmental concerns. To address these issues and provide a cutting-edge solution, the invention of the "Segway" has emerged. There are numerous Segways disclosed in prior art they have issues with the design of vehicles has generally resulted to instability over manoeuvrability.

The present invention addresses the challenges in the design of self-balancing vehicles by introducing an innovative chassis structure featuring hexagonal stress balancing, an efficient wheel linkage mechanism, and an advanced control system. These components work together to offer a more reliable, stable, and maintainable vehicle for personal transportation.

SUMMARY OF THE INVENTION:
The main objective of the invention is to provide a self-balancing two-wheeler vehicle/Segway comprising a hexagonal chassis (200) constructed using a honeycomb mesh structure which supports a first wheel (101) and a second wheel (102). The hexagonal chassis (200) is configured to allow tilting of the wheels from side to side while ensuring their alignment with the central plane of the vehicle, maintaining balance and stability during operation. The vehicle further includes a C-U wheel-to-chassis (400) linkage mechanism (400), which securely attaches the wheels in a parallel arrangement to the chassis (200). The C-U wheel-to-chassis linkage mechanism (400) consists of a main support (401) connected to the bottom plate of the chassis, and a U-link support (404) operably connected to the main support via support links (402), facilitating easy attachment and detachment of the wheels (101,102) for enhanced maintenance efficiency while ensuring structural integrity and stability.

Another object of the invention is to provide the C-U wheel-to-chassis linkage mechanism (400), wherein the main support (401), as part of the C-U wheel-to-chassis linkage mechanism (400), provides a critical function in enhancing the structural stability of the vehicle. Its positioning on the bottom plate of the hexagonal chassis (200) ensures optimal load distribution, increased durability, and improved overall stability, which are essential for reliable and efficient operation of the self-balancing two-wheeler.

Another objective of the invention is to provide the C-U wheel-to-chassis linkage mechanism (400), wherein a U-link support (404) is operably connected to the main support (401) via at least one support link (402), with the support link (402) being configured to establish a secure yet detachable connection between the main support (401) and the U-link support (404).

Another objective of the invention is to provide the hexagonal chassis (200) further comprises a plurality of hollow polygonal rings (205), selected from hexagonal, octagonal, or decagonal shapes, attached along the external perimeter, with the structure enclosed by sheet (200) metals at the top and bottom to enhance strength, load distribution, and impact resistance.

Another object of the invention is to provide a motorized drive system, coupled to a feedback controller, where the motor drives the wheels to generate locomotion, enabling dynamic movement and responsive control of the vehicle.

Yet another object of the present invention is to provide a feedback controller configured to continuously adjust the motor output based on real-time data from a 6-axis Inertial Measurement Unit (IMU). The controller utilizes either a Proportional-Integral-Derivative (PID) or Model Predictive Control (MPC) algorithm to maintain the vehicle's balance and stability during both stationary and dynamic movements, thereby ensuring reliable self-balancing and efficient manoeuvrability.

BRIEF DESCRIPTION OF DRAWINGS:
The drawings constitute a part of this invention and include exemplary embodiments of the present invention illustrating various objects and features thereof.
Figure 1: Illustrates of the 3D view self-balancing two-wheeler vehicles/Segway represents the components.
Figure 2: Illustrate the front view of the self-balancing two-wheeled vehicle or Segway chassis assembly.
Figure 3: Illustrates the hexagonal chassis (200) with their small components.
Figure 4: Illustrates the wheel to chassis (400) with their components assembly view of the self-balancing two-wheeled vehicle or Segway.
Figure 5: Illustrates the wheel-to-chassis linkage mechanism (400) along with its component assembly, showcasing the rotational configuration of the system.
Figure 6: Illustrates the front view of the wheel-to-chassis linkage mechanism (400), showcasing the main assembly (401) range.
Figure 7: Illustrates the 3D view of the wheel-to-chassis linkage mechanism (400), showcasing the main assembly (401) range.
Figure 8: Illustrates the arrangement of the wheel-to-chassis linkage mechanism (400) in conjunction with the vehicle wheels (101 and 102).
Figure 9: Illustrates the front view of the arrangement of the wheel-to-chassis linkage mechanism (400) in conjunction with the vehicle wheel (102).
Figure 10: Illustrates the front view the vehicle and their component assembly.
Figure 11: Illustrates a top view of the Segway, showcasing the arrangement of the honeycomb mesh structure on the foot platform (108).
Figure 12: Illustrates the simulation analysis of the chassis featuring horizontally placed hexagonal cylinders.
Figure 13: Illustrates the simulation analysis of the chassis featuring a hexagonal grid combined with an I-beam support.
Figure 14: Illustrates final chassis simulation validates the optimized design by showing minimal bending and enhanced stress distribution under load.
Figure 15: Illustrates the printed circuit board (PCB) designed to regulate and provide constant output voltages of 5V and 3.3V from an input voltage of 24V.
Figure 16: Illustrates flow diagram of the method employed to control a self-balancing two-wheeler vehicle/ Segway.

DETAILED DESCRIPTION OF THE INVENTION:
For the purpose of promoting an understanding of the principles of the invention, references will now be made to the embodiments illustrated in the drawings and specific language will be used to describe the same. It will nevertheless be understood that no limitation of the scope of the invention is thereby intended, such alterations and further modifications in the illustrated device, and such further applications of the principles of the invention as illustrated therein being contemplated as would normally occur to one skilled in the art to which the invention relates.

Reference herein to “one embodiment” or “another embodiment” means that a particular feature, structure, or characteristics described in connection with the embodiment can be included in at least one embodiment of the invention. The appearances of the phrase “in one embodiment” in various places in a specification are not necessarily all referring to the same embodiment, nor are separate or alternative embodiments mutually exclusive of other embodiments. Further, the diagrams representing one or more embodiments of the invention do not inherently indicate any particular order nor imply any limitations in the invention.

In a preferred embodiment of the present invention is to provide a self-balancing two-wheeler vehicle/Segway the self-balancing two-wheeled vehicle comprises the hexagonal chassis (200), which is constructed using a honeycomb mesh structure featuring hexagonal cutouts. The structure provides strength and flexibility, supporting the vehicle's operational components while minimizing weight. The hexagonal chassis (200) is configured to allow controlled tilting of the wheels (101, 102) from side to side while ensuring their alignment with the central plane of the vehicle, thereby maintaining equilibrium and stability throughout operation. The vehicle is equipped with a C-U wheel-to-chassis linkage mechanism (400), which securely attaches the wheels (101, 102) to the chassis (200) in a parallel arrangement. The mechanism consists of a main support (401) connected to the bottom plate of the chassis, and a U-link support (404), which is operably connected to the main support through a series of support links (402). The linkage mechanism allows for easy attachment and detachment of the wheels, thereby enhancing the efficiency of maintenance activities. Simultaneously, it ensures the structural integrity and stability of the chassis during vehicle operation by providing a secure and reliable connection between the wheels and chassis.

Another embodiment of the present invention is to provide the hexagonal chassis (200) configured to support a first wheel (101) and a second wheel (102), wherein the chassis (200) comprises a honeycomb mesh structure, and the hexagonal structure linkage assembly permits tilting of the wheels from side to side while maintaining their alignment with the central plane of the vehicle. Another embodiment of the present invention the hexagonal shape of the chassis (200) provides a larger perimeter-to-area ratio compared to other geometric shapes, allowing for more even distribution of stress across its surface and contributing to an optimized centre of gravity, thereby enhancing the overall stability of the Segway during operation. Furthermore the chassis (200) comprises a plurality of hollow polygonal cells, selected from hexagonal, octagonal, or decagonal shapes, attached along the external perimeter, with the structure enclosed by sheet (202) metals at the top and bottom to enhance strength, load distribution, and impact resistance.

Another embodiment of the present invention provides the wheel-to-chassis link (400) mechanism designed to facilitate the easy attachment and detachment of the wheels. The arrangement simplifies maintenance and replacement processes by enabling quick wheel swaps without compromising the structural integrity or balance of the vehicle. The wheel link mechanism is configured to ensure that, once attached. The wheels remain securely coupled to the chassis while allowing the vehicle to maintain its self-balancing capabilities and stable operation during use.

In a further embodiment, the wheel to chassis link (400) is configured to withstand a load of at least 100 kg, offering high structural resilience with minimal bending or stress under typical operating conditions. The design incorporates material selection and reinforcement techniques to optimize the chassis (200) for load-bearing while maintaining the vehicle’s stability and performance under various weight and usage scenarios. The ensure that the vehicle can operate reliably even under maximum load, providing long-term durability and operational safety.

In a preferred embodiment, as shown in Figure (4), of the wheel-to-chassis link (400), the distance between Support Link (1) (401) and Support Link (2) (402), which are integral components of the linkage, has been found to range from 20 mm to 30 mm. The distance range from 20 mm to 30 mm is critical in achieving a stable connection between the wheels and the chassis, ensuring that the wheels are attached while also allowing for sufficient flexibility in movement.

In another embodiment, as shown in Figure (5), of the wheel-to-chassis link (400), the angle formed between Support Link (1) and Support Link (2) varies from 40° to 60°, and the main support angle between the wheel and chassis (400) ranges from 10° to 20°, depending on the specific design configuration. The ranges from 10° to 20°, has been shown to offer the most balanced performance in terms of maintaining parallel alignment of the wheels during operation. The angles between 40° and 60° result in the optimal distribution of forces acting on the wheels when subjected to tilting, loading, or other dynamic forces.

Further embodiment of the wheel to chassis link (400) within the defined distance and angle ranges, the C-U linkage mechanism has been demonstrated to ensure precise balancing results. The design maintains the wheels in a parallel arrangement, even under tilting or rotational forces, thereby minimizing wobble and ensuring the stability of the system. Overall, the experimental results and design evaluations confirm that the C-U wheel-to-chassis (400) linkage mechanism, with its carefully optimized distance and angle parameters, significantly enhances the stability, maneuverability, and comfort of the system, offering a robust solution for various dynamic conditions encountered during operation. Further the wheel-to-chassis (400) Link mechanism includes a shock absorption mechanism, which reduces vibrations and enhances ride comfort, particularly when operating over varied terrains especially important for providing a smooth ride when traveling over rough or uneven surfaces

An embodiment of the present invention provides a motorized drive system coupled to a feedback controller, wherein the motor is responsible for driving the wheels to provide locomotion. The feedback controller is configured to continuously adjust the motor output based on real-time data received from a 6-axis Inertial Measurement Unit (IMU), which captures dynamic information regarding the vehicle's orientation, acceleration, and angular velocity.

Another embodiment of the present invention is to provide the feedback controller utilizes advanced control algorithms, including proportional-Integral-Derivative (PID) or Model Predictive Control (MPC), to process the Inertial Measurement Unit (IMU) data and make real-time adjustments to the motor's performance. The control system ensures that the vehicle maintains optimal balance and stability during both stationary and dynamic movement. By continuously adjusting the motor output, the system enables reliable self-balancing and smooth maneuvering of the vehicle across different terrains and movement conditions.

The dynamic feedback loop ensures that the vehicle remains stable under various operational scenarios, enabling it to automatically compensate for disturbances or changes in posture, including when turning, accelerating, or decelerating. The integration of these control algorithms guarantees high performance in terms of balance retention, stability, and maneuverability during all phases of movement.
In the preferred embodiment illustrates in Figure 1, a 3D view of the self-balancing two-wheeler vehicle (Segway) illustrates the components and their configuration. The hexagonal chassis (200) is centrally featured, with its design comprising a set of struts (201) and a hexagonal frame (202), where the angle between adjacent sides of the hexagonal structure is maintained within a range of 100 to 120 degrees. The configuration provides structural integrity and contributes to the vehicle's stability. The hexagonal chassis (200) further incorporates a series of hexagonal rings (205), which reinforce the chassis (200), and a base plate (204) that serves as the foundation for mounting various components. Furthermore, a face sheet (203) is integrated into the chassis (200), providing an external covering that adds to the vehicle's aesthetic and functional design.
The embodiment also illustrates the relationship between the wheel-to-chassis (400), showing the arrangement of the components that connect the wheels to the hexagonal chassis (200). The arrangement is crucial for maintaining the self-balancing mechanism of the vehicle, ensuring that the wheels are securely attached and can effectively support the dynamic balance required for the operation of the vehicle.
An embodiment of the present invention is illustrates in Figure 2, which presents a front view of the self-balancing two-wheeled vehicle or Segway chassis assembly. The central feature of the design is the hexagonal chassis (200), which is composed of a set of struts (201) and a hexagonal frame (202), with the angle between adjacent sides of the hexagon maintained within a range of 100 to 120 degrees. The configuration enhances the structural integrity of the vehicle and contributes to its overall stability. Further, the hexagonal chassis (200) includes a series of hexagonal rings (205) that reinforce the structure, as well as a base plate (204) that serves as the foundation for mounting various components. To further complement the design, a face sheet (203) is integrated into the chassis (200), providing both an aesthetic and functional external covering. The embodiment also illustrates the connection between the wheels and the chassis (400), highlighting the arrangement of components that link the wheels to the chassis (200). The arrangement plays a critical role in maintaining the vehicle's self-balancing mechanism, ensuring that the wheels are securely attached and can effectively support the dynamic balance required for the vehicle's operation.
An embodiment of the present invention is illustrated in Figure 3, which depicts the hexagonal chassis (200) along with its constituent components. The figure shows the strut (201), which provides structural reinforcement to the chassis (200), and the angle of the hexagonal cells (202), which is crucial for ensuring the stability and strength of the chassis structure. The base plate (204), made of sheet material selected from titanium, steel, iron, serves as the foundational support for the chassis (200), providing a stable surface for the attachment of other components. Further, the plurality of hexagonal rings (205) is incorporated along the external perimeter of the chassis (200), enhancing its structural integrity, load distribution, and impact resistance. Each of these components plays a critical role in maintaining the overall strength, stability, and functionality of the hexagonal chassis (200). The material is chosen for its ability to support a load in the range of 50-100 kg applied to the base of the chassis (200).
An embodiment of the present invention is illustrated in Figure 4, which shows the wheel-to-chassis linkage assembly (400) of the self-balancing two-wheeled vehicle or Segway. In the present embodiment, the main assembly (401) includes a main support, which is attached to the bottom plate of the hexagonal chassis (200) and positioned on either side of the wheel space to provide structural stability. The U-link support (404) is operably connected to the main support (401) via at least one support link (402). The support link (402) is configured to provide a secure yet detachable connection between the main support (401) and the U-link (404). The wheel-to-chassis linkage assembly (400) also includes a hole (405) centrally located within the assembly for attachment purposes. The configuration facilitates the efficient removal and replacement of a wheel positioned within the wheel space.

An embodiment of the present invention is illustrated in Figure 5, which depicts the wheel-to-chassis linkage mechanism (400) along with its component assembly, highlighting the rotational configuration of the system. The arrangement and components of the mechanism remain the same as described in Figure 4, with the inclusion of the rotational aspect to demonstrate the movement and dynamic interaction between the components during operation.

An embodiment of the present invention is illustrated in Figure 6, which depicts the front view of the wheel-to-chassis linkage mechanism (400), showcasing the angular arrangement of the main assembly (401) within the main assembly (401) specified angle range. The figure highlights the relative positioning and orientation of the main support components, emphasizing the angular configuration that contributes to the stability and functionality of the linkage mechanism.

An embodiment of the present invention is illustrated in Figure 7, which presents a 3D view of the wheel-to-chassis linkage mechanism (400), highlighting the range and spatial arrangement of the main assembly (401). This figure provides a comprehensive perspective of the main support components and their relative positioning, offering insight into the three-dimensional configuration that ensures the functionality and structural integrity of the linkage mechanism.

An embodiment of the present invention is illustrated in Figure 8, which depicts the arrangement of the wheel-to-chassis linkage mechanism (400) in conjunction with the vehicle wheels (101 and 102). The figure shows how the linkage mechanism interfaces with the wheels, highlighting the positioning and attachment that ensures proper alignment, stability, and movement of the wheels relative to the chassis during operation.

An embodiment of the present invention is illustrated in Figure 9, which presents a front view detailing the arrangement of the wheel-to-chassis linkage mechanism (400) in conjunction with the vehicle wheel (102). The figure emphasizes the precise alignment and connection between the linkage mechanism and the wheel (102), highlighting the structural configuration that facilitates secure attachment and ensures the proper relative movement of the wheel with respect to the chassis. This arrangement is crucial for maintaining the integrity of the vehicle's dynamic balance and ensuring optimal functionality during operation.

An embodiment of the present invention is illustrated in Figure 10, which presents a front view of the vehicle along with its component assembly. The figure offers a detailed representation of the vehicle's individual components, illustrating their precise arrangement and integration to ensure the system's overall functionality, structural integrity, and stability. The configuration is essential for maintaining the vehicle's performance and operational reliability.

An embodiment of the present invention is illustrated in Figure 11, which shows the initial chassis (200) design without the incorporation of hexagonal reinforcements. The figure 11 highlights the limitations of the design in terms of energy distribution and structural rigidity, demonstrating how the absence of hexagonal reinforcements results in reduced load-bearing capacity and less effective stress distribution across the chassis.

An embodiment of the present invention is illustrated in Figure 12, where a simulation demonstrates the effects of a horizontally placed hexagonal cylinder under high payload conditions. The simulation shows how the hexagonal cylinder experiences bending, highlighting the structural stress and deformation that occur when the chassis is subjected to substantial loads. The illustrates the limitations of the design in terms of load distribution and rigidity when not properly reinforced.

An embodiment of the present invention is illustrated in Figure 13, which depicts an I-beam structure, highlighting its comparatively less effective performance in terms of bending resistance when contrasted with the hexagonal design. The figure demonstrates that, while the I-beam provides some structural support, it exhibits greater susceptibility to bending under load due to its less efficient load distribution, in contrast to the enhanced rigidity and strength provided by the hexagonal configuration.

An embodiment of the present invention is illustrated in Figure 14, where the final chassis simulation validates the optimized design by demonstrating minimal bending and enhanced stress distribution under load. The simulation highlights the improved structural integrity and load-bearing capacity of the chassis, showcasing how the optimized design effectively mitigates deformation and distributes stress more evenly across the structure, ensuring greater stability and performance under operational conditions.

Another embodiment of the present invention figure 15 illustrates the printed circuit board (PCB) designed to regulate and provide constant output voltages of 5V and 3.3V from an input voltage of 24V. The design effectively addresses the power management requirements of the system by incorporating voltage regulation circuitry, ensuring stable and reliable voltage supply to critical components. The printed circuit board PCB utilizes efficient conversion techniques to handle the step-down voltage conversion while minimizing power loss and maintaining the necessary voltage levels for proper operation of the system. The solution ensures optimal performance and prevents fluctuations that could impact the functionality of the device.

The embodiment of the present invention: Flow Diagram for Self-Balancing Two-Wheeler Vehicle Control Method is illustrated in Figure 16, which details the method employed to control a self-balancing two-wheeler vehicle/ Segway. The sequence of steps ensures the stability and balance of the vehicle by responding to rider inputs and real-time sensor feedback from the vehicle's Inertial Measurement Unit (IMU).

The present invention provides experimental validation demonstrating that the hexagonal honeycomb chassis design offers superior load-bearing capacity, impact resistance, and energy distribution compared to traditional flat-sheet chassis designs. The implementation of this structure in vehicle designs significantly enhances structural durability, ride quality, and overall safety, making it an optimal choice for advanced mobility solutions. Furthermore, the optimization of the hexagonal pattern further strengthens these advantages, ensuring improved performance and a longer service life in real-world conditions.

An embodiment of the present invention involves experimental validation to assess the structural performance of a proposed hexagonal honeycomb chassis in comparison to the conventional flat-sheet chassis design. The focus areas include load-bearing capacity, energy distribution, and impact resistance under various test conditions. The experiment aims to demonstrate that the honeycomb structure offers superior performance in terms of durability, structural stability, and energy absorption when subjected to both dynamic and static load conditions.

The present invention utilizes two distinct chassis designs for experimental evaluation: the conventional flat-sheet chassis and the proposed hexagonal honeycomb chassis.
In one embodiment of the present invention the conventional flat-sheet chassis is constructed from aluminium alloy, a material commonly used in existing Segway models. The design serves as the baseline for comparison against the proposed innovation. In contrast, the hexagonal honeycomb chassis is made from the same aluminium alloy, but with a reinforced honeycomb structure. The structure consists of welded hexagonal rings, specifically configured to optimize load-bearing capacity and enhance energy dissipation characteristics. In another embodiment of the present invention is to provide the simulation and analysis, Ansys Simulation Software was employed. The software facilitated the evaluation of critical structural parameters, including bending stress, energy distribution, and impact resistance. The software was used to simulate both static and dynamic loading conditions, ensuring a comprehensive assessment of the chassis designs' performance under various operational scenarios.

In the present invention, the test conditions for this experiment involved two primary loading scenarios, each representing a distinct embodiment of the chassis performance evaluation. The first embodiment is static Load Testing, in which a static load between ranges 140-160 kg was uniformly applied across both chassis designs. The test was conducted to evaluate deformation patterns, assess stress distribution, and analyse potential failure modes under sustained pressure, simulating the weight-bearing conditions the chassis would experience during normal operation. The second embodiment is Dynamic Testing, where the chassis designs were subjected to simulated dynamic loading conditions, including simulated potholes and sudden impact forces. These dynamic tests were designed to assess the chassis's energy dissipation capabilities, structural stability, and overall ride comfort, simulating real-world impacts and evaluating how well each design performs under such transient loading conditions.

The experimental setup provides a comprehensive framework for analyzing the structural integrity and performance of both chassis designs, ensuring that the proposed hexagonal honeycomb structure offers clear advantages over the conventional flat-sheet design.

In one embodiment of the present invention, a comparison of load-bearing capacity and energy distribution was conducted between a Flat-Sheet Chassis and a Hexagonal Honeycomb Chassis. Upon the application of a 160 kg static load, the flat-sheet chassis exhibited significant bending at the centre of the sheet. Stress analysis revealed that the load caused localized force concentrations in the central region of the chassis, leading to uneven energy distribution across the structure. The uneven load distribution resulted in excessive stress concentrations, which, over time, led to material fatigue at the centre of the chassis. That fatigue accumulation cause premature failure under normal operational conditions. In contrast, when the same 160 kg static load was applied to the hexagonal honeycomb chassis, the structure demonstrated significantly reduced bending, as shown in Figures 7a and 7b. The hexagonal units, interconnected within the chassis, functioned as load-sharing components, effectively distributing the applied load uniformly across the entire structure. The design prevented the concentration of stress at any specific location, thereby reducing the risk of material failure. Stress analysis further confirmed that the load distribution was more uniform in the honeycomb chassis, with a substantial reduction in stress concentration areas, especially in the upper middle section where bending forces were most pronounced. The hexagonal honeycomb design also exhibited superior resistance to deformation, enhancing the structural durability and significantly extending the operational lifespan of the chassis compared to the flat-sheet configuration. These findings demonstrate that the hexagonal honeycomb chassis offers substantial improvements in load-bearing capacity, energy distribution, and overall durability over traditional flat-sheet chassis designs.

One embodiment of the present invention, the flat-sheet chassis, exhibited significant performance limitations when subjected to simulated potholes. The applied load and impact forces were concentrated at the point of contact, causing excessive flexing and a marked decrease in structural stability. Furthermore, the flat-sheet design demonstrated poor energy dissipation characteristics, which resulted in increased vibrations being transmitted through the chassis. These amplified vibrations negatively impacted both ride comfort and vehicle stability, particularly when traversing uneven terrain.

In contrast, another embodiment of the present invention, the hexagonal honeycomb chassis, demonstrated superior performance. The interconnected hexagonal framework efficiently absorbed and distributed the applied impact forces across multiple joints, acting similarly to shock absorbers. The energy dissipation mechanism in the honeycomb structure minimized the potential for structural damage, ensuring that the chassis remained intact and stable even under dynamic loading conditions. Stability tests further revealed that the hexagonal honeycomb chassis maintained exceptional balance and stability when navigating rough terrain, resulting in a smoother and more comfortable ride compared to the flat-sheet design.

Another embodiment of the present invention is the enhanced load distribution provided by the optimized hexagonal honeycomb structure. The design significantly increases the chassis's load-bearing capacity while minimizing material stress, thereby extending the chassis's operational lifespan.

A further embodiment of the present invention is the improved energy dissipation capabilities of the final design. The structure demonstrates superior impact resistance and energy dissipation, ensuring that forces from dynamic impacts, including potholes, are efficiently absorbed and distributed throughout the chassis. The optimized energy distribution helps to maintain the structural stability of the chassis and improve the overall ride quality.

The present invention leverages the advantages of the honeycomb structure to enhance chassis performance. The hexagonal honeycomb design effectively distributes applied forces uniformly across its surface, minimizing localized stress concentrations. The reduces material fatigue and significantly extends the chassis's operational lifespan. The structure efficiently absorbs and dissipates the stresses generated by potholes, impacts, and vibrations, preventing permanent deformation and ensuring durability under dynamic loading conditions, such as rough terrain and sudden impacts. Furthermore, the honeycomb structure strikes an optimal balance between lightweight construction and high strength, allowing the chassis to maintain its structural integrity without compromising performance or efficiency. The ability to absorb and dissipate impact forces results in a smoother ride and improved vehicle stability, which ultimately enhances both safety and comfort, particularly under challenging conditions.

In another embodiment of the present invention the second experimental setup, the materials used for evaluation include both the existing Segway Model X and the upgraded prototype designed for enhanced performance through an optimized PID-IMU fusion algorithm. The existing Segway Model X, with its conventional PID control system, serves as a baseline for comparison against the new prototype, which integrates an advanced control scheme that combines PID control with real-time data from an Inertial Measurement Unit (IMU). The fusion aims to enhance the Segway’s balancing accuracy and responsiveness by adapting to dynamic changes in tilt intensity and adjusting the speed modulation accordingly. The testing environment utilizes several critical sensors and measurement tools to quantify the performance of both systems. The Inertial Measurement Unit (IMU) is responsible for measuring real-time tilt and providing necessary data for balance correction, while force sensors are employed to detect deviations from the upright position, offering insight into the forces at play during balance recovery. Speed sensors are incorporated to track acceleration and deceleration, allowing for precise measurement of the Segway's response to varying inputs. Furthermore, oscillation timers are used to measure recovery times after the Segway experiences tilt disturbances, providing an indication of the system's ability to regain stability after dynamic shifts. The test scenarios are structured to evaluate both static and dynamic stability. The static balance test involves assessing the Segway's ability to remain upright on level ground, while the dynamic stability test introduces controlled tilting up to 15° to test the system's corrective capabilities with and without the influence of the adaptive control algorithm. Finally, the speed variation and directional control test evaluates the Segway’s responsiveness to user inputs, focusing on its ability to adjust speed and direction under different conditions, thereby testing the overall effectiveness of the upgraded control system in real-world usage.

In the evaluation of PID control/ MPC technique for enhancing the stability of a self-balancing vehicle, an experimental setup was designed to assess the vehicle's performance in maintaining balance across varying terrains. The vehicle was equipped with an Inertial Measurement Unit IMU and wheel encoders to measure real-time pitch and velocity. The PID Controller/MPC technique dynamically adjusted the motor speeds based on feedback from these sensors, enabling the vehicle to respond to balance disturbances. The tests were conducted under three distinct conditions: flat ground, inclined surfaces, and uneven terrain. On flat terrain, the PID controller/MPC technique demonstrated effective performance, maintaining stability with minimal oscillations and smooth navigation. When subjected to inclined surfaces, the PID controller/MPC technique exhibited a slight increase in response time, although it successfully compensated for the tilt by adjusting the motor speed. However, when the vehicle encountered uneven terrain, rapid fluctuations in motor speed were observed, as the PID control/MPC technique system reacted to disturbances in real-time. This reactive nature of the PID controller/MPC technique resulted in suboptimal performance in environments with complex, dynamic features, where it struggled to anticipate and correct for disturbances before they occurred.

An embodiment of the present invention describing the operation of the Segway is as follows:
The operation begins when the rider provides input commands to the microcontroller, which includes steering instructions (left or right) through directional buttons and speed adjustments via an accelerator. The microcontroller processes these inputs to determine the rider's desired motion. Simultaneously, the microcontroller communicates with the Inertial Measurement Unit (IMU) to obtain real-time data about the Segway's center of gravity, pitch angle, and spatial orientation. The IMU provides crucial data regarding the dynamic balance of the device, such as the inclination and tilt of the Segway, enabling precise control of its movement.

Another embodiment of the present invention is acquiring and analyzing the data from the Inertial Measurement Unit (IMU), the microcontroller calculates the necessary corrective actions to maintain the Segway’s balance and stability. This data is then used to generate control signals, which are sent to the Brushless DC (BLDC) Motor Drivers. These motor drivers adjust the voltage applied to the motors in response to the microcontroller’s commands, thereby varying the speed and torque of the wheels. By continuously modulating the motor speed in accordance with the rider’s inputs and the real-time balance data, the system ensures that the Segway maintains an upright position during operation, providing a smooth and stable ride. This dynamic balance mechanism allows for seamless control of the Segway, enhancing the rider's experience by maintaining comfort and stability at all times.
,CLAIMS:We claim,
1. A self-balancing two-wheeler vehicles/Segway comprising;
a) a hexagonal chassis (200) configured to support a first wheel (101) and a second wheel (102), wherein the chassis (200) comprises a honeycomb mesh structure, and the hexagonal structure linkage assembly permits tilting of the wheels from side to side while maintaining their alignment with the central plane of the vehicle;
b) a C-U wheel-to-chassis (400) linkage mechanism for securing the first (101) and second (102) wheels to the hexagonal chassis (200) in a substantially parallel arrangement, wherein the linkage mechanism allows for easy attachment and detachment of the wheels while maintaining stability and structural integrity;
c) the C-U wheel- to- chassis (400) characterized by;
i. a main support (401) attached to a bottom plate of the hexagonal chassis (200), positioned on either side of a wheel space to provide structural stability;
ii. a U-link support (404) operably connected to the main support (401) via at least one support link (402), wherein the support link (402) is configured to provide a secure yet detachable connection between the main support (401) and the U-link (404);
wherein the configuration allows for efficient removal and replacement of a wheel positioned within the wheel space, thereby enabling ease of maintenance and operational flexibility;
d) a motorized drive system coupled to a feedback controller, the motor driving the wheels to provide locomotion; and
e) the feedback controller being configured to continuously adjust the motor output based on real-time data from a 6-axis Inertial Measurement Unit (IMU), the controller using at least one of a Proportional-Integral-Derivative (PID) and Model Predictive Control (MPC) algorithm to maintain balance and stability of the vehicle during both stationary and dynamic movement, thereby enabling reliable self-balancing and maneuvering of the vehicle;

2. The self-balancing two-wheeler vehicles/Segway as claimed in claim 1, wherein the hexagonal shape of the chassis (200) provides a larger perimeter-to-area ratio compared to other geometric shapes, allowing for more even distribution of stress across its surface and contributing to an optimized centre of gravity, thereby enhancing the overall stability of the Segway during operation.

3. The self-balancing two-wheeler vehicle/Segway as claimed in claim 1, wherein the hexagonal chassis (200) further comprises a plurality of hollow polygonal cells, selected from hexagonal, octagonal, or decagonal shapes, attached along the external perimeter, with the structure enclosed by sheet (202) metals at the top and bottom to enhance strength, load distribution, and impact resistance.

4. The self-balancing two-wheeler vehicle/Segway, as described in claim 1, wherein the hexagonal chassis (200) sheet made from a material selected from titanium, iron, steel, or, more preferably, aluminium. The material is chosen for its ability to support a load in the range of 50-100 kg applied to the base of the chassis (200).

5. The self-balancing two-wheeler vehicle/Segway as claimed in claim 1, wherein the angle between the hexagonal chassis cells angle between the 100°-120°.

6. The self-balancing two-wheeler vehicles/Segway as claimed in claim 1, wherein the distance between the first support link (1) and the second support link (2) is in the range of 20-30 mm.

7. The self-balancing two-wheeler vehicles/Segway as claimed in claim 1, wherein the wheel-to-chassis (400) Link mechanism includes a shock absorption mechanism, which reduces vibrations and enhances ride comfort, particularly when operating over varied terrains especially important for providing a smooth ride when traveling over rough or uneven surfaces.

8. The self-balancing two-wheeler vehicles/Segway as claimed in claim 1, wherein the hexagonal framework provides superior structural integrity, a lightweight construction, and balanced load distribution, ensuring efficient balancing and dynamic stability of the vehicle during operation.

9. The self-balancing two-wheeler vehicles/Segway as claimed in claim 1, a top and bottom enclosure formed by at least two sheet metal panels, each enclosing the hollow hexagonal rings (205);

10. The self-balancing two-wheeler vehicle/Segway as claimed in claim 1, wherein the collapsible shaft (300) is equipped with a latch in both the extended and folded positions to prevent accidental folding during operation.

11. A method for controlling a self-balancing two-wheeler vehicles/Segway, comprising the steps of:
I. receiving input signals (501) from a rider, including directional commands (left, right) and a speed control signal from an accelerator;
II. transmitting data from an Inertial Measurement Unit (IMU) to a microcontroller (502), said data comprising measurements related to the center of gravity, pitch, and spatial orientation of the vehicle;
III. processing and analyzing the Inertial Measurement Unit (IMU) data (503) in the microcontroller to determine corrective control actions required to maintain the upright position of the vehicle based on the center of gravity and pitch information;
IV. generating control signals (504) by the microcontroller based on the processed Inertial Measurement Unit (IMU) data and rider inputs; and
V. transmitting the control signals to Brushless DC (BLDC) motor drivers (505), wherein the motor drivers adjust the voltage applied to the BLDC motors, thereby controlling the rotational speed of the wheels and maintaining the stability (506) and balance of the vehicle.

Dated this 6th Day of March 2025