FIELD OF THE INVENTION

The present disclosure relates to the field of vehicle technology and, in particular, to a three-wheeled vehicle and steering and a driving stability method for the three-wheeled vehicle. Particularly, the threewheeled vehicle is steered only with rotation of a vehicle body about its central longitudinal axis, wherein said rotation provides a main directional steering of the three-wheeled vehicle. A secondary steering action and task of dynamic stabilization of the three-wheeled vehicle in movement is provided by rotation of a side wheel support legs wheels alongside of the three-wheeled vehicle.

BACKGROUND OF THE INVENTION

In conventional systems, a when a three-wheeled vehicle initiates a turn by turning of at least one wheel, a cabin of the vehicle begins to lean. The leaning of the cabin may, subsequently, mechanically engage counter-steering of the front wheel. However, a very large amount of force is needed to initiate leaning of the vehicle. This places a high load on the lean actuators of the vehicle. Further, most of prior art solutions for directional steering of three-wheeled vehicles is effected by either by tilting of a tiltable frame, or turning of front or rear wheels, or a combination of both.

Document WO2011032368A1 discloses a movable triangle body of the automobile. The length, height, width and gravity center of the body of the automobile is adjustable freely in a certain range. The automobile has a low wind resistance and low gravity center, and the body of the automobile can incline with the change of speed or radius of turning circle. The automobile can be contracted and run in a low speed in certain circumstances. The door is set in the front of the automobile. The vehicle direction control system is composed of a multi-link mechanical linkage direction steering mechanism and a hydraulic pressure linkage direction steering mechanism.

Document WO2017013178A1 discloses a vehicle comprising a frame with one or more seats for persons; two rear wheels and at least one front wheel, a drive arrangement that engages on at least one of the wheels; a steering arrangement for turning the front wheel; and a mounting arrangement for mounting the rear wheels. A drive arrangement engages on at least one of the wheels; a steering arrangement is arranged for rotating at least one front wheel relative to the front frame, over a rotation axis with a vertical component. The rear wheel mounting comprises rotatable mounting supports for mounting the rear wheels, the mounting supports rotatable over a rotation axis with a vertical component, wherein one or more rear wheel steering actuators drive the mounting supports. A tilt actuator controls the tilt position of the front frame relative to the rear frame, which is independent of the steering actuation of the rear wheel steer actuator.

Document WO2014145878A1 discloses a three- wheeled vehicle having an arrangement of wheels with, two forward wheels, one back wheel and a profile adjustment feature is described. The back wheel may be configured as the steering wheel, and in some cases is the only steering wheel. The two forward wheels are configured essentially parallel with, each other and the back wheel is configured essentially centered between the two forward wheels in a back position. This arrangement of the wheels provides for a driving stability that does not require a person to maintain balance to keep the vehicle in an upright position. The profile adjustment feature may automatically adjust the height of the vehicle as a function of vehicle speed. As the vehicle speeds up, the height may be reduced to provide a more stable vehicle that is turned more by tilting the vehicle than by turning the back wheel.

The aim of the present invention is to provide a three-wheeled vehicle with a rotating vehicle body around its central longitudinal axis, said rotation of the vehicle body is providing turning direction and which is stable at high speeds and under high lateral accelerations, while it provides increased level of maneuverability at low speeds and consumes very little parking space. Turning direction (steering) of the three-wheeled vehicle according to the present invention is not performed by turning of front or rear wheels.

The object of the present invention is a three-wheeled vehicle comprising a vehicle body ratable about its central longitudinal axis and a two side wheel support legs, wherein independent positioning of each of the two side wheel support legs during drive and turning provides for a driving stability of the threewheeled vehicle. The three-wheeled vehicle comprises a single front wheel firmly attached to the vehicle body and the two side wheel support legs each comprising a respective side wheel, wherein said side wheel support legs are configured to swing back and forward alongside of the vehicle body providing driving stability of the three-wheeled vehicle during drive and maneuvering.

SUMMARY OF THE INVENTION

One embodiment of the disclosure provides for a three-wheeled vehicle. The three-wheeled vehicle includes: a single front main wheel associated with a main traction motor; a two side wheel support legs with a side wheels; a vehicle body attached to an outer body, the vehicle body can pivot or rotate 360° substantially about its central longitudinal axis, whereby the outer body remains stationary in respect to the vehicle body and each of the two side wheel support legs with the side wheels are rotationally connected to the outer body about a horizontal pivot axis such that the two side wheel support legs with the side wheels swing back and forward alongside of the vehicle body. The three-wheeled vehicle further comprising an electronic steering and driving stability control unit, a plurality of sensors that provide electronic signals to the electronic steering and driving stability control unit, and a steering input device configured to send an electronic signal to a motor capable of rotating of the vehicle body in respect of the outer body, the steering input device associated with turning the three-wheeled vehicle. Turning the threewheeled vehicle is effected by rotating the vehicle body about its central longitudinal axis by means of the motor for a rotation angle W whereby the outer body remains stationary in respect to the vehicle body. Each of the two side wheel support legs is configured to swing back and forward alongside of the vehicle body, wherein, in response to receiving the electronic signal from the steering input device and electronic signals from the plurality of sensors, the electronic steering and driving stability control unit is configured to calculate in a real time a center of mass and a driving stability requirements and to initiate positioning the right side wheel support leg at an angle Ch and the left side wheel support leg at an angle a¾ wherein independent positioning of said support legs at calculated angles or i and Cfe provides a driving stability of the three-wheeled vehicle during turning and/or compensate a loose road surface conditions. The two side wheel support legs with side wheels are configured essentially in parallel with each other and the front main wheel is configured essentially centered between the two side wheels. By swinging of the side wheel support legs back and forth alongside of the vehicle body, a height of the three wheeled vehicle may be automatically adjusted as a function of a vehicle speed. As the vehicle speeds up, the height may be reduced, namely the vehicle is lowered to provide a more stable vehicle that is turned by rotating the vehicle body, wherein the side wheel support legs are independently positioned in such a manner to provide the driving stability and compensate for dynamic forces associated with turning of the threewheeled vehicle.

Another embodiment provides an electronic steering and driving stability control unit for a three-wheeled vehicle.

Another embodiment provides a method for controlling driving stability requirements of a three-wheeled vehicle.

Another embodiment provides a computer program product with program code means which are stored in a computer-readable data storage medium in order to carry out a method according to one of Claims 12 to 17 when the program is run on an electronic steering and driving stability control unit of a threewheeled vehicle.

BRIEF DESCRIPTION OF THE DRAWINGS

The invention is shown by means of exemplary embodiments on a drawing, in which:

FIG. 1 shows a side view of a three-wheeled vehicle in an upright position; FIGS. 2 shows a perspective view of a three-wheeled vehicle in an upright position;

FIG. 3 shows a top view of a three-wheeled vehicle;

FIG.4 shows a perspective view of an interior of a three-wheeled vehicle in an upright position;

FIG. 5 shows a perspective view of a three-wheeled vehicle illustrating rotation directions of a vehicle body and a side wheel support legs;

FIG. 6 shows a front view of a three-wheeled vehicle in a down or low position;

FIG. 7 is a side view of a three-wheeled vehicle in a down or low position;

FIG. 8 is a top view of a three-wheeled vehicle in a down or low position;

FIG. 9 shows a perspective view of a three-wheeled vehicle in a down or low position;

FIG. 10 shows a perspective view of a three-wheeled vehicle during a turn;

FIG. 11 shows a side view of a three-wheeled vehicle during a turn;

FIGS. 12A-12C illustrate details of a side wheel support legs;

FIG. 13 illustrates a cross-section of side wheel support legs;

FIG. 14 illustrates a design details of a side wheel support legs;

FIGS. 15A and 15B illustrate a design details of an outer body supporting frame according to one embodiment of the present invention;

FIG, 16 is a cross-section of an outer body supporting frame according to one embodiment of the present invention;

FIG. 17 shows a perspective view of a three-wheeled vehicle according to another embodiment of the present invention;

FIG. 18 shows a perspective view of a vehicle body rotation assembly according to another embodiment of the present invention; and

FIG. 19 is a conceptual diagram illustrating a steering and driving stability system configuration of a threewheeled vehicle.

DETAILED DESCRIPTION OF THE INVENTION

Corresponding reference signs indicate corresponding parts throughout the several views of the figures. The figures represent an illustration of some of the embodiments of the present invention and are not to be construed as limiting the scope of the invention in any manner. Further, the figures are not necessarily to scale, some features may be exaggerated to show details of particular components. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art to variously employ the present invention. As used herein, the terms“comprises,”“comprising,”“includes,”“incl uding,”“has,”“having” or any other variation thereof, are intended to cover a non-exclusive inclusion. For example, a process, method, article, or apparatus that comprises a list of elements is not necessarily limited to only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Also, use of“a” or“an” are employed to describe elements and components described herein. This is done merely for convenience and to give a general sense of the scope of the invention. This description should be read to include one or at least one and the singular also includes the plural unless it is obvious that it is meant otherwise.

Embodiments described herein generally relate to a three-wheeled vehicle 100 having two side wheel support legs 3, 3a with two side wheels 5, 5a and a single front wheel 6. As shown in FIGS. 1 to 11 , an exemplary three-wheeled vehicle 100 comprises a vehicle body 1 ratably attached to an outer body 2, the vehicle body 1 having an interior configured as a passenger cabin 13, the vehicle body 1 can rotate 360° about its central longitudinal axis 11, a two side wheel support legs 3, 3a with two side wheels 5, 5a, one single front wheel 6, whereby each of the side wheel support legs 3, 3a is pivotally attached to a vehicle body 1 by a rotating joint assembly 4, and the passenger cabin 13 of the vehicle body 1 is adapted for accommodating a driver. The front wheel 6 extends longitudinally to the vehicle body 1 and is firmly connected to said vehicle body 1, wherein, as the vehicle body 1 rotates about the central longitudinal axis 11, the front wheel 6 rotates together with said vehicle body 1. In an exemplary embodiment, the three-wheeled vehicle as described herein comprises a main traction motor 14, such as an electric motor. The main traction motor 14 is coupled to the front wheel 6. The main traction motor 14 may be coupled to the front wheel 6 through any suitable linkages or may be configured on the front wheel 6, whereby it is located substantially about or within the front wheel 6.

The three-wheeled vehicle has the vehicle body 1 enveloping the three-wheeled vehicle, or substantially covering at least the back, top and sides of the vehicle body 1, wherein the front of the vehicle body 1 comprises a transparent windshield 7. The vehicle body 1 of the three-wheeled vehicle is configured to be aerodynamic and have low drag. The vehicle body 1 is a material that prevents wind and rain from passing therethrough, provides some protection in the event of an accident, and may comprise any suitable material or combination of materials including, but not limited to, polymer, polypropylene, glass, metal, fabric, composites, and the like. The vehicle body 1 comprises the transparent windshield 7, whereby a driver or passenger may see through, wherein the transparent windshield 7 is attached to the vehicle body 1. The exemplary three-wheeled vehicle shown in FIG. 1-11 is configured for one driver and no passengers. As shown in FIG. 1-5, an exemplary three-wheeled vehicle 100 comprises the transparent windshield 7, whereby the transparent windshield 7 opens to allow access to the interior 13 of the threewheeled vehicle 100, the interior of the three-wheeled vehicle 100 is configured as the passenger cabin 13. The transparent windshield 7 can open in any suitable manner, including, to the side, upward from the bottom with a pivot along the top portion of the windshield 7, or slide along the contour of the threewheeled vehicle 100 whereby the windshield 7 slides up from the bottom. A shown in FIGS. 1-5, an exemplary three-wheeled vehicle 100 is the upright position, such as when parked or when a driver enters through the front of the three-wheeled vehicle. For example, a driver may lift up or swing the windshield 7 and enter the vehicle 100 through a front of the vehicle and then close the windshield 7. In order for an driver to enter the vehicle 100, the vehicle body 1 of the vehicle may rotate by 180° about its central longitudinal axis 1 1 and allows the driver to easily enter the three-wheeled vehicle, whereby after the driver has entered the three-wheeled vehicle 100, the wind shield 7 is closed and the vehicle body 1 than rotates back to a starting front position. The height of the three-wheeled vehicle 100, may be a maximum when the three-wheeled vehicle 100 is in a parked configuration or in a configuration for the driver to enter into the interior 13 of the three-wheeled vehicle 100. The length of the three-wheeled vehicle 100 and its wheel base, or distance between the front wheel 6 and the side wheels 5, 5a, may be a minimum when the three-wheeled vehicle 100 is in the upright position as shown in FIGS. 1 - 5. The front wheel 6 is pulled closer to the side wheels 5, 5a when the three-wheeled vehicle 100 is in the upright position, and the turning radius would be a minimum in the upright position. When the three-wheeled vehicle 100 is in the upright position the side wheel support legs 3, 3a with the side wheels 5, 5a are arranged essentially alongside of the vehicle body 1 at respective angles C and 2. The angles Oi and O2 are angles between an axis 12a arranged parallelly to the central longitudinal axis 1 1 of the vehicle body 1 and an axis 18 arranged longitudinally along the right or left side wheel support leg 3, 3a, wherein the axis 12a and the axis 18 are passing through a center of the rotating joint assembly 4.

At low speeds a height of the three-wheeled vehicle 100 may be at a first height, and when the threewheeled vehicle 100 accelerates to a higher speed, the height of the vehicle may be reduced. As shown in FIGS. 6 to 9 the three-wheeled vehicle 100 is the higher speed and therefore in a down or low position. The height of the three wheeled vehiclel OO may be automatically adjusted as a function of a vehicle speed. As the three-wheeled vehicle 100 speeds up, the height may be reduced, namely the threewheeled vehicle 100 is lowered to provide a more stable vehicle that is turned by rotating the vehicle body 1 , wherein the side wheel support legs 3, 3a with side wheels 5, 5a are independently positioned in such a manner to provide a driving stability and compensate for dynamic forces associated with turning of the three-wheeled vehicle. As the three-wheeled vehicle 100 speeds up, the lowering of the three- wheeled vehicle 100 is performed by rotating of both side wheel support legs 3, 3a with side wheels 5, 5a around a horizontal pivot axis 12 such that an upper part of the three-wheeled vehicle 100 is lowered, whereby the three-wheeled vehicle 100 is positioned at an angle b in respect to a road surface. The angle b = 180°- (11,2, wherein C(i equals 02 if the three-wheeled vehicle 100 is moving straightforward and the road surface is approximately flat.

According to the one embodiment of the present invention, the vehicle body 1 is attached to an outer body 2, wherein the vehicle body 1 is capable of rotating about its central longitudinal axis 11 , said rotation of the vehicle body 1 being performed by means of a motor 15, such as an electric motor. The outer body 2 comprises a pair of outer body arms 17 extending alongside the vehicle body 1 connected to an outer body frame 22, wherein the outer body frame 22 is arranged above a top part of the vehicle body 1. Within an interior of the outer body frame 22 is fixedly arranged a vehicle body rotation assembly 30 configured to enable rotation of the vehicle body 1 about the central longitudinal axis 11. The vehicle body rotation assembly 30 comprises the motor 15 coupled to a gearbox 24, a rotation transmitting shaft 25 firmly attached to the top part of the vehicle body 1. The rotation transmitting shaft 25 is rotatably supported by a pair of first bearing assembly 23. FIGS. 15A, B and 16 illustrate a mechanical assembly configured so as to output the output rotation of the motor 15 via the gearbox 24 and the rotation transmitting shaft 25 to the vehicle body 1. The pair of outer body arms 17 are arranged on each side wall of the vehicle body

1, wherein the outer body arms 17 and the outer body frame 22 are mutually firmly connected. The pair of outer body arms 17 and the outer body frame 22 may be carried out in a form of a grid covered with layers of any suitable material or combination of materials including, but not limited to, polymer, polypropylene, glass, metal, fabric, composites, and the like. Each of the pair of outer body arms 17 is connected to each sidewall of the vehicle body 1 in a manner that when the vehicle body 1 rotates around the central longitudinal axis 11, the outer body arms 17 and outer body frame 22 is always in a fixed position in respect to the vehicle body 1, i.e. is not rotating as the vehicle body 1 rotates. The motor 15 is arranged within the outer body frame 22 above the top part of the vehicle body 1. Driver gives inputs on desired speed with a throttle mounted to a hand-wheel, the hand-wheel is attached to a steering wheel connection 35. Turning of the hand-wheel directly rotates the vehicle body 1 in relation to the outer body

2. Applied torque from driver to rotate the vehicle body 1 is amplified by a servo motor 26 and torque is then transmitted to the gearbox 24, the gearbox 24 ensures rotation of the vehicle body 1 in relation to the outer body 2. The hand-wheel and the servo motor 26 can be replaced by a stand-alone motor which would be controlled by drive-by-wire system. According to another embodiment of the present invention illustrated in FIGS. 17 and 18, the vehicle body rotation assembly 30 is arranged within the vehicle body 1 above the front wheel 6 and underneath a bottom part of a driver seat. In this embodiment, the three-wheeled vehicle 100 may not or may have the outer body arms 17 and outer body frame 22. In this embodiment, the outer body arms 17 and outer body frame 22 may have a purpose of reinforcement of the three-wheeled vehicle 100 for a driver's safety. The vehicle body rotation assembly 30 is configured to enable rotation of the vehicle body 1 about the central longitudinal axis 1 1. The vehicle body rotation assembly 30 comprising a motor 15 supported by a servo motor 26 and coupled to the steering wheel connection 35, a pair of second bearing assembly 27, wherein the vehicle body rotation assembly 30 is supported in a space between a lower supporting frame 28 and an upper supporting frame 31 . The motor 15, the servo motor 26, the steering wheel connection 35, the pair of second bearing assembly 27 are arranged on an inner body 34 of the vehicle rotation assembly 30, wherein the inner body 34 is connected to the lower supporting frame 28. The lower supporting frame 28 and the upper supporting frame 31 are mutually connected by a pair of side plates 29, wherein the vehicle body rotation assembly 30 is connected to an interior of the vehicle body 1 by any suitable fixing means. When steering the three-wheeled vehicle 100, the steering wheel connection 35 by means of the motor 15 rotates the vehicle body 1 about the central longitudinal axis 1 1 and the three-wheeled vehicle 100 is directed to a turn.

The three-wheeled vehicle 100, as described herein can pivot or rotate 360 degrees substantially about its central longitudinal axis 1 1 via human power, or via the motor 15 assisted with the servo motor 26. The two side wheel support legs 3, 3a with side wheels 5, 5a are configured essentially in parallel with each other and the front wheel 6 is configured essentially centered between the two side wheels 5, 5a. The side wheel support legs 3, 3a also lower and lift whole three-wheeled vehicle 100 depending on speed and allow easier access for a driver when the three-wheeled vehicle 100 is stationary in an upright position. Each of the side wheel support legs 3, 3a is pivotally attached to the outer body by the rotating joint assembly 4, whereby each of the side wheel support legs 3, 3a includes a motor 16, 16a, such as an electric motor, namely a right-side motor 16 and a left-side motor 16a. Instead of the motor 16, 16a each of the side wheel support legs 3, 3a may be operated by a spring and a lever, wherein the driver manually positions independently each of the side wheel support legs 3, 3a by means of the lever. The right-side motor 16 and the left-side motor 16a are configurated for transmitting a rotation to the rotating joint assembly 4 in order to swing independently each of the side wheel support legs 3, 3a with side wheels 5; 5a back and forward alongside of the vehicle body 1. Positioning of the side wheel support legs 3, 3a are independently controlled and rotated to provide the driving stability of the three-wheeled vehicle 100 and compensate for dynamic forces by its rotation about the horizontal pivot axis 12. Each of the pair of outer body arms 17 is fixedly connected to the on each side wall of the vehicle body 1 and each of the two side wheel support legs 3, 3a is rotatably connected to an end part of each pair of outer body arms 17 through the rotating joint assembly 4. Driver gives inputs on desired speed with a throttle mounted to a hand-wheel, the hand-wheel is attached to the steering wheel connection 35. Turning of the hand-wheel directly rotates the vehicle body 1 in relation to the outer body 2. Applied torque from driver to rotate vehicle body 1 is amplified by the servo motor 26 and the torque is then transmitted to a servo motor gear 32 and in connection with a gear 33 which is attached to the upper supporting frame 31, said geared connection ensures rotation of the vehicle body 1 in relation to the outer body 2. The hand-wheel and the servo motor 26 can be replaced by a stand-alone motor which would be controlled by drive-by-wire system.

The rotating joint assembly 4 is illustrated in detail in FIGS. 13 and 14. Each rotating joint assembly 4 comprises a bearing assembly 19, 19a enabling rotation of each of the side wheel support legs 3, 3a about the horizontal pivot axis 12. To a bearing assembly shaft is provided with a transmission means. The transmission means may be gear set, whereby a first gear secured to the said shaft by bolts or a carrier ring, or any suitable fastening means. The fist gear is coupled to a second gear, the first and second gear serve for a transmission reduction 20, 20a. Instead of a reduction gearing, flexible drive belts in conjunction with direct drive belt wheels connected to the bearing assembly shaft or a chain or belt reduction as transmission means may be applied. The motors 16, 16a are arranged and attached to the each of the side wheel support legs 3, 3a, whereby the motors 16, 16a engaged with the second gear by means of a sprocket chain, belt or geared connection.

Any suitable type of electric motor may be used with the three-wheeled vehicle including, but not limited to, a brushless AC motors, brushless DC motors, DC motors, synchronous motors, synchronous motors, induction motors, brush-less type motors, brushed type motors, universal motors, induction motors, torque motors, stepper motors, servo motors, transverse flux motors and the like.

According to various embodiments, the vehicle 100 uses a drive-by-wire system, where a steering, control of motors 14, 15, 16 and 16a, and rotation of the vehicle body 1 are controlled by a plurality of sensors and an electronic steering and driving stability control unit 36 (“ESCU”). Some embodiments described herein provide the electronic steering and driving stability control unit 36 for a rotation of the vehicle body 1 about the central longitudinal axis 11 of the three-wheeled vehicle 100 in order to make a turn that is capable of optimizing said rotation and the driving stability control of said vehicle 100 in a wide range of driving conditions based on the input from the plurality of sensors. Some embodiments described herein provide a control system and control routines for a rotating vehicle body 1 . For example, the control routines may include the driving stability control as a function of the rotation angle W of the vehicle body 1 and center of mass and balance point of the three-wheeled vehicle 100 in the turn and as a function of the road surface conditions.

According to embodiment, the present invention uses a real time gyroscope reading to control the threewheeled vehicle 100 in the turn. In addition, the real time gyroscope reading can be used in combination with other sensors to implement the drive-by-wire system. The ESCU in the three-wheeled vehicle 100 is able to receive inputs from the plurality of sensors (examples provided below), and perform calculations to control and/or predict conditions that could lead to vehicle instability or loss of control. This is not possible using conventional approaches since, in prior systems, there is no provision for processing this kind of data in any sophisticated manner.

A driving speed and steering input, as well as the accelerator and braking inputs are received by the electronic steering and driving stability control unit 36, which then computes signals to send to the various motors 14, 15, 16 and 16a that control the steering, rotation of the vehicle body 1 , swinging of the side wheel support legs 3, 3a, i.e. positioning each of the side support leg 3, 3a at respective angle Of? and O 2 and a vehicle driving speed v.

The electronic steering and driving stability control unit 36 controls movement of side legs based on inputs. Inputs are a vehicle driving speed v, a rotation angle W of the main body 1 , a real time gyroscope reading, an acceleration data and feedbacks from a sensor data. A computer program product calculates a center of mass and balance point of the three-wheeled vehicle. By movement of side motors 16, 16a, each of the side wheel support legs 3, 3a is positioned by setting of the angles ΰi and C(2 between an axis 12a arranged parallelly to the central longitudinal axis 1 1 of the vehicle body 1 and the axis 18 arranged longitudinally along the side wheel support legs 3, 3a such to ensure the three-wheeled vehicle is 100 always in a stable state. Each axis 12a and each axis 18 is passing through a center of the rotating joint assembly 4. The electronic steering and driving stability control unit 36 controls both side wheel support legs 3, 3a individually, i.e. independently adjusting a values of the angles Oh and Cfe to make adjustment based on current situation, such as turning the three-wheeled vehicle 100 and/or to compensate loose road surface conditions. All movements are controlled in real time so it can react to terrain changes, such as loose road surface conditions, and compensate for all situations.

For example, measurements from a rotation angle W of vehicle body sensor, a gyroscope and angle b sensor 39, and a vehicle speed sensor 38 at the front wheel 6 contribute to the determination of the angles < ,i in a turn. The drive-by-wire system can also provide the driver with tactile feedback through a steering feedback actuator connected to the steering wheel connection 35 to provide a steering feedback to the driver in a turn.

In various embodiments, the disclosed drive-by-wire system has several fault detection methods. For instance, encoders are typically built into the motors. The encoders serve to provide the ESCU with information on the positions of the angles GO, 2 and Ώ in a turn. Redundant sensors are used to detect any errors or inconsistencies in the measurements of the angles 00,2 and W in a turn.

FIG. 19 illustrates a steering and driving stability system configuration for the three-wheeled vehicle 100 having one single front wheel 6 in front powered by the electric motor 14 and the two side wheel support legs 3, 3a with two side wheels 5, 5a, each side wheel support leg 3, 3a having a respective motor 16 and 16a for independently positioning side wheel support legs 3, 3a at respective angles 00,2 in order to provide a driving stability requirements of the three-wheeled vehicle 100 during turning and/or to compensate loose road surface conditions, wherein the angles GO and 00 are angles between the axis 12a arranged parallelly to the central longitudinal axis 1 1 of the vehicle body 1 and the axis 18 arranged longitudinally along the side wheel support legs 3, 3a, wherein the axis 12a and the axis 18 are passing through the center of the rotating joint assembly 4. Each axis 12a and each axis 18 is passing through the center of the rotating joint assembly 4.

The vehicle configuration includes the electronic steering and driving stability control unit 36 (ESCU), which is responsible for managing vehicle stability requirements during drive. The three-wheeled vehicle 100 also includes the plurality of sensors that provide information to the ESCU. These sensors include a vehicle speed sensor 38, a gyroscope sensor and inclination angle b sensor 39, and a feedback sensor data, wherein the angle b is angle between the vehicle body 1 in respect to a road surface. Naturally, other embodiments of the three-wheeled vehicle 100 could include more or fewer sensors. Sensed conditions and steering intent are converted into calibrated signals that are indicative of the operation of the three-wheeled vehicle 100 and are communicated to the ESCU.

An electronic steering and driving stability control unit 36 of a three-wheeled vehicle 100, comprising: a first input unit configured to receive a first electronic signal corresponding to an input received from a gyroscope and inclination angle b sensor 39, a steering input device 41 and a vehicle body rotary encoder 40, the first electronic signal associated with current rotation angle W and inclination angle b of the vehicle body 1 and with turning of the three-wheeled vehicle 100;

a second input unit configured to receive a second electronic signal corresponding to an input received from a vehicle speed sensor 38 associated with a main traction motor 14; a third input unit configured to receive a third electronic signal corresponding to an input received from a right encoder 37 associated with a right side motor 16; the third electronic signal corresponding to a value of an angle al, the angle a1 is angle between an axis 12a arranged parallelly to the central longitudinal axis 1 1 of a vehicle body 1 and an axis 18 arranged longitudinally along a right side wheel support leg 3, each axis 12a and each axis 18 is passing through the center of the rotating joint assembly 4; and a fourth input unit configured to receive a fourth electronic signal corresponding to an input received from a left encoder 37a associated with a left side motor 16a, the fourth electronic signal corresponding to a value of an angle Gfe, the angle Cfe is angle between an axis 12a arranged parallelly to the central longitudinal axis 1 1 of the vehicle body 1 and an axis 18 arranged longitudinally along a left side wheel support leg 3a;

the electronic steering and driving stability control unit 36 comprises a first output unit coupled to a right- side motor 16 and a second output unit coupled to a left-side motor 16a, wherein electronic steering and driving stability control unit 36 in response to receiving said electronic signals from said input units is configured to calculate in a real time a center of mass and the driving stability requirement of the threewheeled vehicle 100, wherein, in response to receiving the first electronic signal and the second electronic signal, the first output unit is configured to send a first output electronic signal of the right-side motor 16 to position the right side wheel support leg 3 at the angle Ch and the second output unit is configured to send a second output electronic signal to the left-side motor 16a, to position the left side wheel support leg 3a at the angle Gfe, wherein independent positioning of said support legs 3, 3a at angles Ch and Gf2 provides the driving stability of the three-wheeled vehicle 100 during turning of the threewheeled vehicle 100 and/or compensating a loose road surface conditions.

The three-wheeled vehicle 100 uses steering that is mechanically linked to the vehicle's body 1 rotation angle W. By setting independently the angles Ch and Cfe of the side wheel support legs 3, 3a during the turn, thus ensuring the three-wheeled vehicle 100 is always in stable state. There is a connection between the rotation angle W of the vehicle body 1 and the angles Ch and O2 of the side wheels support legs 3, 3a during the turn. The side wheel support legs 3, 3a are independently electronically controlled by the electronic steering and driving stability control unit 36 based on the rotation angle W of the vehicle body 1 about its central longitudinal axis 1 1. The amount the rotation angle W applied to the vehicle body 1 is calculated based upon the driver's intent via an electronic signal of a steering input device 41 , and/or the vehicle's speed as determined by a vehicle speed sensor 38. The electronic steering and driving stability control unit 36 of the three-wheeled vehicle 100 receives signals in real time of its current rotation angle W and inclination angle b of the vehicle body 1 form the first electronic signal being the input received from the gyroscope sensor and inclination angle b sensor 39, wherein the inclination angle b is an angle between the central longitudinal axis 11 of the vehicle body 1 and the road surface being a function of a vehicle driving speed v. The vehicle driving speed is measured by the vehicle speed sensor 38 and communicated to the electronic steering and driving stability control unit 36. As the vehicle speed sensor 38 indicates an increasing of the speed (acceleration) of the three-wheeled vehicle 100, in order to provide driving stability, a low wind resistance and low gravity center, the inclination angle b is reduced to a value at which the driving stability requirements are met, whereby simultaneously the first output unit sends the first output electronic signal of the right-side motor 16 to position the right side wheel support leg 3 at the angle GO and the second output unit sends the second output electronic signal to the left-side motor 16a, to position the left side wheel support leg 3a at the angle 0f2. Each of the side wheel support legs 3, 3a is independently controlled and positioned to provide a driving stability and compensate for dynamic forces. By turning a steering wheel, the electronic signal from the steering input device 41 is being sent to the motor 15 to rotate the vehicle body 1 in relation to the outer body 2 for a given rotation angle W, said rotation angle W is through a vehicle body rotary encoder 40 being sent to the electronic steering and driving stability control unit 36. From all aforesaid input electronic signals, the electronic steering and driving stability control unit 36 in the real time calculates the center of mass and the driving stability requirements of the three-wheeled vehicle 100 and accordingly sends the first output electronic signal and the second output electronic signal, whereby each of said output electronic signals are associated with positioning of the side wheel support legs 3, 3a at respective angles Qi and GO. If calculations show that the three-wheeled vehicle 100 is or would become unstable, the electronic steering and driving stability control unit 36 calculates values of the angles Oi and <¾ and sends the first and second output electronic signals to each of the side motors 16 or 16a to set each of the side wheel support legs 3 or 3a at calculated angles Oi and O2. The driving stability requirements is constantly monitored and calculated by the electronic steering and driving stability control unit 36, so that if the driving stability requirements is compromised, the first output unit coupled to a right-side motor 16 and the second output unit coupled to a left-side motor 16a in the real time position independently the side wheel support legs 3 and 3a at respective angles Oi and 2.

In one embodiment, stability control of the three-wheeled vehicle 100 while maneuvering is performed by the electronic steering and driving stability control unit 36 via an integrated electronic stability control application or module. Upon detection of an unstable condition, or a condition that exceeds the vehicle's yaw, roll, or lateral acceleration targets, positioning of the angles Oh and 02 of the side wheel support legs 3, 3a during the turn is selectively applied by virtue of the motors 16, 16a of to bring the three-wheeled vehicle 100 back to stable condition.

Hand-Wheel Input Controller (Steering Interface)

Some embodiments of the disclosure provide for a steering controller comprising a hand-wheel, similar to that of a typical 4-wheel car. In another implementation, a joystick may be used to control steering instead of the hand-wheel. Like a car, the steering controller is used to control the vehicle's direction while maneuvering. The steering controller as disclosed uses actuators which have a relationship to one another, are similarly configured, and perform the same or identical functions. The actuators provide not only control feedback, but also act to measure the steering angles Of), 2, and W, vehicle speed, and gyroscope readings. Steering angles 01 _, 2, and W, vehicle speed, and gyroscope readings are measured by sensors in the steering control system. The steering feedback can be sent back up a steering column to the hand-wheel.

Since such a system is fully-electronic in nature, input control ratios can be adjusted dynamically. This can be done as a function of vehicle speed, driving situation, or as simply as a user preference.

Embodiments disclosed herein include a mechanically-based steering mechanism. According to some embodiments, the three-wheeled vehicle 100 can be implemented using a drive-by-wire system wherein the steering, motor control, and rotation of the vehicle body 1 about its central longitudinal axis 1 1 are controlled by a system of sensors, encoders, and computers. The steering input device 41 electronic signal, as well as the accelerator and braking inputs are received by an electronic steering and driving stability control unit 36, which then computes signals to send to the various motors that control the steering, rotation and the driving stability requirements of the three-wheeled vehicle 100. For example, measurements from the gyroscope and inclination angle b sensor 39 and the vehicle speed sensor 38 contribute to the determination of rotation angle Ώ of a vehicle body 1 in a turn and to the inclination angle b of the three-wheeled vehicle between 1 1 and a road surface. The drive-by-wire system can also provide the driver with tactile feedback through the steering feedback unit connected to the steering wheel to provide the steering feedback to the driver in a turn.

According to the invention, a method is provided for controlling a driving stability requirements of a three ^¬ wheeled vehicle 100, wherein variables characterizing the driving stability requirements of the three ^¬ wheeled vehicle 100 are detected by an electronic steering and driving stability control unit 36, and a driver action is determined from the detected variables. If the driving stability requirements to be expected is assessed as being critical, interventions by the electronic steering and driving stability control unit 36 are executed already when the driving stability requirements prevails, said interventions changing the driving stability requirements in such a fashion that the driving situation that has to be expected in view of the driver action will not occur.

A method for controlling driving stability requirements of a three-wheeled vehicle 100 using variables W, b, v, ai and Q2 that characterize a driver action and driving stability requirements of the three-wheeled vehicle 100 are acquired by a process, the method comprising the steps:

determining a driver action on the basis of the variables W and 1/ which are acquired in a real time by an electronic steering and driving stability control unit 36;

calculating in the real time a center of mass and the driving stability requirements of the three-wheeled vehicle 100 by the electronic steering and driving stability control unit 36 in response to determining the driver action and variables GO and GT 2;

wherein if the center of mass and the driving stability requirements of the three-wheeled vehicle 100 indicate an unstable driving stability during a turn or a loose road conditions, calculating of variables a1 and a2 and sending a first output electronic signal of the right-side motor 16 to position the right side wheel support leg 3 at the angle GO and a second output electronic signal to the left-side motor 16a to position the left side wheel support leg 3a at the angle CI2, wherein independent positioning of said support legs 3, 3a at calculates angles GO and GO provides the driving stability of the three-wheeled vehicle 100 during turning of the three-wheeled vehicle 100 and/or compensating a loose road surface conditions. After starting a drive, the electronic steering and driving stability control unit 36 constantly calculates the center of mass and the driving stability requirements of the three-wheeled vehicle 100.

An electronic driving stability programme for the three-wheeled vehicle 100 is executed as the process. Variable W indicates a rotation angle of the vehicle body 1 in respect to the outer body 2, variable b indicates an angle between the central longitudinal axis 11 of the vehicle body 1 and a road surface, wherein the angle b is a function of a vehicle driving speed v. The angle a1 is an angle between an axis 12a arranged parallelly to the central longitudinal axis 1 1 of the vehicle body 1 and an axis 18 arranged longitudinally along a right side wheel support leg 3, and the angle a2 is an angle between the axis 12a arranged parallelly the central longitudinal axis 11 of the vehicle body 1 and the axis 18 arranged longitudinally along a left side wheel support leg 3a, wherein the axis 12a and the axis 18 are passing through a center of the rotating joint assembly 4. The driver action is determined by the vehicle speed v and rotation angle W of the vehicle body 1 in respect to the outer body 2, wherein turning of the three-wheeled vehicle 100 is effected by rotating the vehicle body 1 in respect to the outer body 2 for the rotation angle W. A direction of the rotation angle W is a direction of turning of the three-wheeled vehicle 100.

In response to receiving the rotation angle W and the inclination angle b from the sensor 39, the electronic signal from the steering input device 41 , the vehicle speed v from the vehicle speed sensor 38, the angle a1 from a right encoder 37 and the angle cr2 from a left encoder 37a, the electronic steering and driving stability control unit 36 calculates the center of mass and the driving stability requirements of the threewheeled vehicle 100 and sends a first output electronic signal of the right-side motor 16 to position the right side wheel support leg 3 at the angle ai and a second output electronic signal to the left-side motor 16a to position the left side wheel support leg 3a at the angle 02, wherein independent positioning of said support legs 3, 3a at angles ai and ai provide the driving stability of the three-wheeled vehicle 100 during turning of the three-wheeled vehicle 100 and/or compensate a loose road surface conditions.

Another embodiment provides a computer program product with program code means which are stored in a computer-readable data storage medium in order to carry out a method for controlling driving stability requirements of a three-wheeled vehicle 100 when the program is run on an electronic steering and driving stability control unit of a three-wheeled vehicle.