WO2011098935A2

WO2011098935A2 - Transport vehicle

Info

Publication number: WO2011098935A2
Application number: PCT/IB2011/050451
Authority: WO
Inventors: Sergio M. Savaresi; Giovanni Alli; Ivo Boniolo; Cristiano Spelta
Original assignee: Politecnico Di Milano; Sems S.R.L.
Priority date: 2010-02-10
Filing date: 2011-02-02
Publication date: 2011-08-18
Also published as: ITMI20100195A1; WO2011098935A3

Abstract

The present invention relates to a transport vehicle (1) which comprises a support (2) suitable to support an user (3); one or more motorized moving elements (7) operatively connected to corresponding motors for operation thereof; means (10) for detecting forces exerted by the user (3) on the support (2) as a result of his/her posture during the use of the transport vehicle (1); a control unit operatively connected to the motors and to the force detection means (10) adapted to control the motors so that, in conditions of use, moving, stop, and steering conditions of the transport vehicle (1) correspond to predetermined forces exerted by the user (3) due to his/her postures on the support (2).

Description

"TRANSPORT VEHICLE"

The present invention refers to a transport vehicle, specifically a personal transport vehicle.

The personal transport vehicles are usually small-sized vehicles, generally suitable to transport just one user.

A particularly popular personal transport vehicle comprises a support and only two wheels associated to corresponding electric motors, having both the advancing/stop function and the steering function, the latter being obtained by differentiating the speeds of the two wheels. An handlebar vertically extends from the support. The user stands up firmly by grasping the handlebar at the side knobs. The handlebar is also used for driving the vehicle. Indeed, it is associated to a sensor system connected to a control unit, which in turn controls the electric motors connected to the wheels. By moving the handlebar forward, backward, to the left or to the right, the vehicle is correspondingly moved forward or backward and is steered to the left or to the right.

Although the vehicle is provided with just two wheels for contacting the ground, it is statically stable. In fact, it has a weight distribution which causes the vehicle to act as an inverted pendulum. Instead, during the movement, the stability is obtained by a system of sensors detecting the moving instantaneous conditions and consequently controlling the electric motors.

Such vehicle has found several applications: for a personal use, for a tourist use (it is for example rented in some towns as a light transport vehicle), by law- enforcement agencies, for the circulation in extended areas (for examples railway stations or airports).

However, such vehicle has the disadvantage of having an handlebar which, as said, enables the user to drive it. Therefore, the user can barely hold an object by his/her hand, such as an umbrella, a bag, a case, because his/her hands must grasp the handlebar. Similarly, if the user cannot do without such objects, it becomes difficult to drive this vehicle, without consequences for his/her safety and for the persons along his/her route.

Therefore, it is an object of the present invention to provide a transport vehicle, particularly a personal transport vehicle, which can be easily and safely driven without the user hands.

This and other objects are achieved by a transport vehicle according to claim 1 . The dependent claims describe possible advantageous embodiments of the invention.

To better understand the invention and to appreciate its advantages, in the following some illustrative non-limiting embodiments are given with reference to the attached figures, wherein:

Figure 1 is a perspective schematic view of a transport vehicle according to a possible embodiment of the invention in a particular condition of use;

Figure 2 is a plan schematic view of the transport vehicle of Figure 1 ;

Figure 3 is a schematic plan view of the transport vehicle according to a further possible embodiment of the invention;

Figure 4 is an exploded perspective view of the transport vehicle according to a further possible embodiment of the invention;

Figure 5 is a perspective schematic view of the transport vehicle according to a further embodiment of the invention in a particular condition of use;

Figure 6 is a perspective schematic view of the transport vehicle according to a further possible embodiment in a particular condition of use;

Figure 7 is a perspective schematic view of the transport vehicle according to a further possible embodiment of the invention in a further possible condition of use;

Figure 8 schematically shows a control unit connectable to a plurality of electrical devices, provided in the transport vehicle; Figure 9 schematically shows an example of embodiment of said control unit. Referring to Figures 1 -8, a transport vehicle is indicated with reference number 1 . The transport vehicle 1 is preferably suitable for the personal transport.

The transport vehicle 1 comprises a support 2 suitable to support an user 3. The support 2 can for example comprise a base 4 having a substantially or averagely flat upper surface 5, on which the user 3 can be supported, preferably standing up, in other words his/her feet 6' and 6" rest on the upper surface 5 of the support 2, in the normal conditions of use of the vehicle 1 . The base 4 can have, for example, a circular shape, but further shapes can be also provided, for example, an elliptical, rectangular, or an elongated shape.

The transport vehicle 1 further comprises one or more motorized moving elements 7 for moving the vehicle. Preferably, they comprise one or more motorized wheels operatively connected to one or more motors M' and M" (schematically shown in Figure 8), which enable to move and steer the transport vehicle by independently driving them and possibly in a differential way, in order to obtain different velocities of the motorized wheels and for steering the transport vehicle.

It is to be noticed that, although the transport vehicle is mainly adapted to run on roads and pavings, it can be used also in different fields. In this case, the motorized moving elements 7 can also take different configurations. For example, when the transport vehicle is used on uneven grounds, the motorized moving elements 7 can comprise tracks or chains, or the like. Further, the vehicle according to the invention, can be possibly used also for moving on water and in this case, the motorized moving elements 7 can comprise, for example, motorized propellers or turbines.

With reference to a preferred mode of use of the vehicle 1 , particularly on smooth or moderately uneven pavings (for example the paving of railway stations or airports, sidewalks) according to a possible embodiment, the moving elements 7 comprise a first and second motorized wheels 8' and 8". To each motorized wheel 8' and 8" it is associated a motor M' and M", preferably of electric type, for actuating the corresponding wheel. Between the motors M' and M" and the motorized wheels, it is optionally provided a suitable transmission having preferably a gear ratio less than 1 (in other words a reduction ratio preferably approximately equal to 12:1 ), such to reduce the rotation speed and to increase the torque to the motors M' and M".

The first and second wheels 8' and 8" are preferably arranged at the two opposed sides of the support 2, still more preferably they are diametrally opposite to each other according to a direction orthogonal to the rectilinear advancing direction of the vehicle (in other words, the direction followed by the vehicle without steering it, shown in the figures by the arrow F indicating the forward movement and by the arrow F' indicating the reverse movement). The motorized wheels 8' and 8" rotate around axes A parallel to the pitch axis of the vehicle (not shown in the figures). Advantageously, the vehicles is steered by differentiating the speeds of the motors M' and M" and therefore of the first and the second wheels 8' and 8". Preferably, the motorized wheels 8' and 8" do not further rotate with respect to the support 2 around other axes, particularly, they are integral to the support 2 around the vehicle roll axis (not shown in the figures).

Preferably, the vehicle further comprises a first and second idle wheels 9' and 9", both freely rotatable around axes B parallel to the axes A and associated to the support 2 so that they are also freely rotatable around the axes C parallel to the roll vehicle axis.

The first and second idle wheels 9' and 9" are also preferably arranged diametrally opposed one to the other, still more preferably they are aligned parallel to the main direction of the vehicle movement without steering it. In this way, the motorized wheels and the idle wheels are alternatively arranged at a constant distance along the border of the support. In other words, the first idle wheel 9', the second motorized wheel 8", the second idle wheel 9" and the first motorized wheel 8' are consecutively located at a distance of 90° from each other along the border of the support. Preferably, the motorized wheels and/or the idle wheels are dampened, that is they are associated to suitable shock absorbers operatively arranged between the support 2 and the wheels themselves.

It is to be noted that the above mentioned wheel arrangement should be intended in a illustrative way. As it will be understood by the person skilled in the art, there are also several possible further wheel arrangements. By way of a purely illustrative example, it is possible to locate in a different way the above described four wheels, or it is possible to provide one or more idle wheels, in the same way it is possible to provide more motorized wheel. Moreover, as an alternative or in addition to the differential steering, it is possible to provide further motors suitable to control the rotation of the idle wheels (or of the motorized wheels) around the axes C, in order to obtain the vehicle steering by the wheels rotation with respect to the support 2 around the roll axis.

The transport vehicle 1 comprises means 10 for detecting the forces exerted by the user 3 on the support 2 when he/she stands up on the latter. Specifically, in the preferred conditions of use, the user 3 stands up and therefore such forces are transmitted through the feet to the support 2. The force detection means 10 are capable of detecting such forces, transmitted by one or both the feet 6' and 6" to the support 2 of the transport vehicle 1 . Such forces change as a function of the posture of the user on the support 2. For example, such forces change if the user 3 stays upright or moves his/her weight forward, backward, to the right or to the left. The force change transmitted by the user 3 to the support 2 as a function of his/her posture is used to move and direct the vehicle 1 . It is to be observed that in the present specification and in the attached claims, the terms "forward", "backward", "right", "left" refer to the transport vehicle 1 in normal conditions of use with reference to its advancing motion (arrow F).

The transport vehicle 1 further comprises a control unit 101 (Figure 8) operatively connected to the motors M' and M" actuating the motorized moving elements 7, particularly the wheels 8' and 8", and to the force detecting means 10. The control unit 101 can comprise one or more computers such as, for example, microcontrollers, adapted to suitably process the signals and the information received from the force detecting means 10, and also devices driving the motors M' and M".

The information associated to the electric signals from the force detecting means 10, representing the postures of the user 3 on the support 2, are the input on which are determined the transport vehicle movement modes desired by the user. On the basis of this information, the control unit 101 controls the motors M' and M" so that predetermined movement/stop and steering conditions of the transport vehicle correspond to predetermined forces exerted by the user on the support due to his/her posture.

In other words, the particular posture taken by the user, and therefore the particular forces transmitted to the support 2 and detected by the force detecting means 10 determine the motion parameters of the transport vehicle 1 . For example, a stopped vehicle 1 state corresponds to certain postures of the user. An advancing or possibly stopped state of the transport vehicle 1 corresponds to certain other postures. The vehicle 1 steering depends also on the user postures. Therefore, the transport vehicle 1 is controlled as a function of the user posture with reference both to the presence or absence of movements (movement/stop) and the presence or absence of a steering. According to a possible embodiment, with the described modes it is also possible to control the vehicle 1 braking, which preferably occurs by acting on the electric motors M' and M" so that these generate braking torques opposing the vehicle advancing motion. The braking torques have the same direction of the torques of the reverse movement, for obtaining a braking starting from an advancing motion, while these torques have the same direction of the torques necessary for the forward movement for obtaining a braking starting from a reverse movement.

The user 3 posture determines a particular forces distribution on the support 2 and it causes the transport vehicle 1 movement. Such control mode allows the user to drive the transport vehicle 1 without using his/her hands. The transport vehicle 1 therefore can be used also with bags, cases, or umbrellas, and therefore it is adapted to be used in airports, stations or open places.

According to a possible embodiment, the support 2 is shaped such that, in conditions of use, the feet 6' and 6" (or, possibly, one of them) of the user 3 are kept inside predetermined areas 1 1 of the support 2. In such predetermined areas 1 1 , it occurs the transmission of the forces from the user 3 due to his/her posture. Since the user 3 standing position on the support 2 is set by the predetermined areas 1 1 and since the forces are measured in such predetermined areas, it is simple the control algorithm on which is based the vehicle operation.

According to a possible embodiment, the transport vehicle 1 comprises two of such predetermined areas 1 1 , particularly a first and second predetermined areas 1 1 ' and 1 1 ", respectively provided for the first and second user 3 feet 6' and 6". The force detecting means 10 are provided in each of the predetermined areas 1 1 ' and 1 1 ". Visual marks can for example be provided on the upper surface 5 of the base 4, so that such predetermined areas 1 1 can be easily found by the user.

According to a possible embodiment, the predetermined areas 1 1 ' and 1 1 " are arranged and oriented so that, during the use, the first foot 6' is in an advanced position with respect to the second foot 6". For example, with reference to Figure 2 or Figure 3, the left foot (first foot 6') is in an advanced position with respect to the right foot (second foot 6"). Optionally, the first predetermined area 1 1 ' is oriented so that the first foot 6' is oriented approximately parallel to the advancing direction without steering the transport vehicle, while the second predetermined area 1 1 " is oriented so that the second foot 1 1 " is located towards the outer edge of the support 2. Such arrangement of the predetermined areas 1 1 ' and 1 1 " makes the user position required for driving the vehicle similar to the one used for a skate-board. It is to be observed that it also possible to provide an opposite arrangement of the predetermined areas, that is the right foot is in an advanced position oriented as the advancing direction without steering the transport vehicle and the left foot is oriented towards the outer edge of the support 2.

Advantageously, the force detecting means 10 comprise pressure detecting means, particularly means 12 for detecting the plantar pressures exerted by the user 3 feet in the support 2 predetermined areas 1 1 .

Such plantar pressure detecting means 12 preferably comprise a plurality of pressure sensors 13 in each predetermined area 1 1 . Such pressure sensors 13 can be for example of the piezo-resistive type such as, illustratively, the FlexiForce® model marketed by Tecksan. The pressure sensors 13 are capable of converting the pressure exerted on them in electric signals.

Further possible examples of suitable pressure sensors are of the capacitative, inductive, resonant or optical type.

It is to be observed that the user posture can also be determined by the measurement of forces, instead by pressures (which are anyway forces for surface unit). Such forces can be detected at a plurality of points in order to obtain a reading of the forces distribution. For example, the forces can be measured directly by load cells, such as piezo-resistive load cells or strain gauges load cells. Alternatively, the forces can be measured indirectly, for example by using strain and/or bending sensors such as strain gauges.

According to a possible embodiment (see Figure 2), four pressure sensors are provided in each predetermined areas 1 1 of the support 2. Particularly, there are a front pressure sensor 13', a back pressure sensor 13", a left pressure sensor 13"', and a right pressure sensor 13"". Each above mentioned sensors detect the plantar pressures exerted on the support 2 by corresponding portions of the particular user foot. Specifically, the front sensor 13' detects the plantar pressures at the foot point, the back sensor 13" at the heel foot and the left and right sensors 13"' and 13"" at the left and right foot sides, respectively. Referring to this particular arrangement of the pressure sensors 13, there will now be described possible operation modes of the transport vehicle 1 according to the invention.

When the user 3 stands up, on all the pressure sensors there is a substantially uniform pressure, or the pressure falls inside certain predetermined ranges. In such conditions, the vehicle 1 is still.

When the user leans forward, his/her weight is for the most part exerted on the left foot, because it is forward with respect to the right foot. The front pressure sensor 13' of the left foot therefore detects a high pressure. Therefore, the control unit 101 causes the motors of the first and second motorized wheels 8' and 8" to start at the same speeds. In this way, the transport vehicle 1 starts advancing by following a rectilinear path without steering.

If the user 3, from said condition, moves backward his/her weight, the back pressure sensor 13" of the right foot detects a pressure increase and simultaneously the front pressure sensor 13' of the left foot detects a pressure decrease. In such condition, the control unit 101 causes the motors M' and M" to generate a braking torque opposing their advancing rotation, by braking in this way the transport vehicle 1 to stop it. If the user 3 has this posture when the vehicles is still, the vehicle moves backwards with a rectilinear motion, without steering.

If the user leans to the left, the left side pressure sensor 13"' of the left foot detects a pressure increase and the control unit 101 drives the right motorized wheel 8" motor M" to rotate at a speed greater than the one of the left motorized wheel 8' motor M'. In this way, the vehicle steers to the left.

The same happens when the user leans to the right. In such conditions, the right side pressure sensor 13"" of the right foot detects a pressure increase and the control unit 101 drives the left motorized wheel 8' motor M' to rotate at a speed greater than the one of the right motorized wheel 8" motor M". So, the vehicle steers to the right.

It is to be noted that said described conditions are just some of the conditions which can happen during the use. Normally, there are combinations of the four above-mentioned conditions, which correspond to combinations of respective motions of the transport vehicle.

Normally, for example, the vehicle is steered while it is advancing. Therefore, there is a high load on the front pressure sensor 13' of the left foot (forward movement) and contemporaneously a high load on the left side pressure sensor 13"' of the left foot (left steering) or on the right side pressure sensor 13"" of the right foot (right steering).

It is to be observed that the right and left pressure sensors 13"', 13"" are used not only for steering but also for determining the forward/reverse speed in case of a rectilinear motion of the transport vehicle. Indeed, when the user wants the vehicle to advance at a moderate speed, he/she will not press too much the front pressure sensor 13' with the left foot, but he/she will press also with a certain pressure (less than the one corresponding to the still condition) the left and right pressure sensors 13"', 13"" with the left foot.

If the user wants the vehicle to run at a greater speed, he/she will concentrate more his/her weight on the left foot point. Consequently, the front pressure sensor 13' of the left foot will be subjected to a greater pressure, while the left and right side pressure sensors 13"', 13"" of the left foot will still detect a lower pressure.

So, it is apparent that the combined reading of the front (or back) pressures at the right and at the left of the feet are also important for the rectilinear motion, in that they enable a precise adjustment of the desired speed as a function of the user posture.

It is possible to provide arrangements and numbers of the pressure sensors different from what has been described before. Preferably, however, their number is limited to avoid an excessively complex control algorithm.

According to a further possible embodiment (Figure 3), besides the front pressure sensor 13' and the back pressure sensor 13", two further pressure sensors are provided at each side of the foot. Particularly, at the left side (that is in the area designed to contact the foot left side) a first and second pressure sensors 13"'l, 13"'ll are provided, and at the right side (that is in the area designed to contact the right side of the foot) a first and second pressure sensors 13""l, 13""ll are provided.

Preferably, the pressure sensors 13 are received inside a sensors housing 14 present on the upper side of the support 2 base 4 and are covered by suitable removable closing means 15 preventing the pressure sensors from contacting dirtiness, impurities or water.

According to a possible embodiment, such removable closing means 15 comprise, in each of the predetermined areas 1 1 , a plantar plate 16 adapted to directly contact the user feet. Such plantar plate 16 has a shape substantially complementary to the one of the sensors housing 14 and it is adapted to be located inside it. The plantar plate 16 is preferably made of spring steel, still more preferably with a 0,8 mm thickness. Advantageously, a filtering plate 17 is sandwiched between the plantar plate 16 and the sensors housing 14, preferably such plate having also a shape substantially complementary to the one of the sensors housing 14. The filtering plate 17 can be made, for example, of neoprene. The described shape enables at the same time an easy reading of the information, that is the pressure locally exerted by the foot, and a good filtering of the noises.

Advantageously, the transport vehicle 1 comprises movement sensors 18 (Figures 2 and 3) adapted to detect the instantaneous motion conditions. Such movement sensors convert the movement in electric signals. Preferably, such movement sensors 18 comprise an inertial base provided with one or more accelerometers and/or one or more gyroscopes (not shown in the figures). According to a possible embodiment, such inertial base comprises a three-axis accelerometer, that is an accelerometer capable of detecting accelerations along three separate axes, and a biaxial gyroscope, that is an angular acceleration sensor adapted to detect such accelerations with respect to two separate axes. According to a further possible embodiment, the inertial base comprises a biaxial accelerometer and an uniaxial gyroscope.

Advantageously, the movement sensors 18 are operatively connected to the control unit 101 . In this way, the movement instantaneous conditions of the transport vehicle 1 are supplied to the control unit 101 exploiting them for controlling the motors M' and M" associated to the motorized movement elements of the vehicle. Particularly, the control unit 101 is advantageously capable of performing a closed-loop control of the motors M', M" operations as a function of the real instantaneous movement conditions obtainable from the detections of linear and angular accelerations of the inertial base. In this way, the vehicle is enabled to move according to the motion law determined by the user as a function of his/her posture.

Advantageously, the transport vehicle 1 comprises rechargeable batteries 19 associated to the motors M' and M", which enable their operation. Preferably, the batteries consist of a lithium battery pack. The batteries 19 can be recharged by an electric current stationary source, for example by the mains when the transport vehicle is parked. Alternatively or in addition, it is possible to provide a different kind of supplying and recharging systems, for example solar panels or one or more generators connected to the wheel shafts.

According to an embodiment, the transport vehicle 1 comprises a display 20 (Figure 5) for displaying to the user the operative parameters of the transport vehicle 1 . The display 20 is preferably located in the base 4 so as it can be seen and read by the user during the normal conditions of use of the vehicle. For example, the display 20 can be located in the upper surface 5 of the base 4.

The display 20 can be used for displaying different information. As an example: the vehicle speed, the residual charge of the batteries, the total travelled distance, the time, or information regarding the vehicle rent (residual time, current cost or the like).

Preferably, the display 20 is of the touchscreen type, so that the user can interactively use the same. For example, the user can scroll through the screens provided by directly touching the display.

According to an embodiment, the transport vehicle 1 comprises remote control means 21 . Such remote control means 21 can be for example used when the vehicle should transport heavy or cumbersome objects, for example cases, and therefore the user cannot control the vehicle by the above-mentioned main modes, that is by standing up on the support (Figure 7). The remote control means 21 can for example comprise a remote control 23, preferably having a wireless communication to the control unit 101 , for example by the Bluetooth® protocol. The remote control 21 can provide push-buttons for controlling the vehicle and/or can be of the inertial type responsive to the movement. Alternatively, the vehicle can be remotely controlled by a mobile phone storing, for example, a software specific for controlling the vehicle.

According to an embodiment, the transport vehicle 1 comprises means 22 for the spatial location of the vehicle. Such spatial locating means 22 enable to remotely locate the transport vehicle and can be used, for example, when the transport vehicle is rented by a renter wanting to know the positions of the rented vehicles. To this end, the vehicle can be for example provided with a GPS navigation system.

According to an embodiment, the transport vehicle 1 comprises means 24 for remotely activating the vehicle. For example, if an user has the availability of the vehicle by paying an amount of money, the remote activating means 24 enable the activation and the vehicle consequent use by the user. For example, the remote activating means 24 can comprise a GSM transmission system, enabling the communication between the vehicle and a mobile phone. For example, for activating the vehicle, the user can send a SMS to a phone number associated to the vehicle with an activation instruction. In this way, the activation cost is charged to the user mobile phone. If the vehicle is activated for a limited time, the user must simply send a further SMS to keep on using the vehicle.

Referring to Figure 9, an example of a particular embodiment of the control unit 101 will be described.

According to such embodiment, the control unit 101 comprises a plurality of sub-units dedicated to the control of one or more portions of the transport vehicle 1 .

More particularly, the control unit 101 can comprise a first microcontroller mC1 , preferably adapted to manage the pressure sensors 13 of the first foot 6' and, for example, also means 21 for remotely controlling the transport vehicle 1 . The microcontroller mC1 stores a software implementing an algorithm by which the microcontroller mC1 processes the signals from the pressure sensors 13 and outputs signals controlling the motors M' and M". The first microcontroller mC1 can also store a firmware capable of processing signals from the remote control means 21 , for example a Bluetooth® antenna communicating to the remote control 23.

The control unit 101 can further comprise a second microprocessor mC2 preferably adapted to manage the movement sensors 18. The microcontroller mC2 stores a corresponding software implementing an algorithm by which the microcontroller mC2 processes the signals from the movement sensors 18 and is capable of tracing back the vehicle path, by outputting signals controlling the motors M' and M".

The control unit 101 can further comprise a third microcontroller mC3, preferably adapted to manage the pressure sensors 13 of the second foot 6' and/or the spatial locating means 22 and/or means for remotely activating the transport vehicle 1 . The third microcontroller mC3 stores a software by which the third microcontroller mC3 processes the signals from the pressure sensors 13 and outputs signals controlling the motors M' and M". The third microcontroller mC3 is preferably further provided with a firmware capable of processing signals from the spatial locating means 22 and/or the remote activating means 24, for example a GSM antenna and/or a GPS antenna.

The control unit 101 further comprises a first driving device DRIVER1 and, according to the example, a second driving device DRIVER2 for managing the motors M' and M" by the signals from the microcontrollers mC1 , mC2, and mC3. Such driving devices DRIVER1 and DRIVER2 store a software for controlling the speeds of the corresponding motors M' and M", both as a function of the real instantaneous speeds, and as a function of the desired theoretical speeds delivered by the microcontrollers mC1 and mC3 as a function of the signals from the pressure sensors, and lastly as a function of the signals from the microprocessor mC2 regarding the real path followed by the vehicle. The control unit 101 can further comprise a battery control device BMS managing the batteries recharging by the power source and/or the power delivered by the batteries to the motors M' and M". Advantageously, the battery control device BMS is also capable of controlling the batteries 19 charge during the wheels 8', 8" braking due to the current inversion in the motors M' and M". To this end, the battery control device BMS stores a suitable algorithm software.

The control system can further comprise a module LCD interfacing to the display 20. Such interface module LCD stores a firmware for managing the commands from the display (for example in the case of a touchscreen display) and for showing on the display the operative parameters of the transport vehicle which are delivered by other units of the control system 101 .

A CAN-type bus (CAN bus) 102 interconnects the described modules of the control system to each other. As it is known, the CAN (Controller Area Network) bus is a serial standard for field bus (often used in the automotive field), of the multicast-type enabling to connect several electronic control units (ECU). The CAN has been expressly designed for operating without problems also in environments severely disturbed by electromagnetic waves. The immunity from the electromagnetic noises can be further improved by using cables of the twisted pair-type.

It is also provided a memory element Log, for example a SIM (Subscriber Identity Module), in which there are recorded data describing the modes of use of the vehicle (for example, the speed, the acceleration or deceleration data, etc.) which can be useful for evaluating the correct use of the vehicle 1 by the user 3.

To the above-mentioned embodiments of the transport vehicle according to the invention, the person skilled in the art, in order to meet specific current needs, can make several additions, modifications, or substitutions of the elements with other operatively equivalents, without falling out of the attached claims.

Claims

1. A transport vehicle (1 ) comprising:

- a support (2) suitable to support a user (3);

- one or more motorized moving elements (7) operatively connected to corresponding motors (Μ',Μ") for operation thereof;

- means (10) for detecting forces exerted by the user (3) on the support (2) as a result of his/her posture during use of the transport vehicle (1 ) to provide electrical detection signals determined by said forces;

- a control unit (101 ) operatively connected to the motors and to the force detection means (10) adapted to control the motors on the basis of the electrical detection signals so that, in conditions of use, moving conditions, stop conditions and steering conditions of the transport vehicle (1 ) correspond respectively to first, second and third postures.

2. The transport vehicle (1 ) according to claim 1 , wherein said control unit (101 ) is also suitable to control the motors (Μ',Μ") so that, in conditions of use, braking conditions of the transport vehicle correspond to further postures of the user (3) on the support (2).

3. The transport vehicle (1 ) according to claim 1 or 2, wherein said support (2) is suitable to support the user (3) in erect position with the feet (6',6") maintained inside predetermined areas (1 1 ) of the support (2), and wherein said force detection means (10) comprise means for detecting the plantar pressures (12) exerted by the feet (6',6") of the user (3) in said predetermined areas (1 1 ) of the support (2).

4. The transport vehicle (1 ) according to the preceding claim, wherein said predetermined areas (1 1 ) of the support (2) comprise a first (1 1 ') and a second (1 1 ") predetermined areas respectively for positioning of a first (6') and of a second (6") of the two feet (6',6") of the user (3).

5. The transport vehicle (1 ) according to the preceding claim, wherein said first (1 1 ') and second (1 1 ") predetermined areas of the support (2) are arranged so that, in conditions of use of the transport vehicle (1 ), the first foot (6') is in an advanced position with respect to the second foot (6"), and so that the first foot (6') is oriented approximately parallel to the rectilinear direction of travel of the transport vehicle (1 ) and the second foot (6") is facing the outside of the support (2).

6. The transport vehicle (1 ) according to any one of claims 3 to 5, wherein said means to detect the plantar pressures (12) comprise a plurality of pressure sensors (13) suitable to detect the plantar pressures exerted by the user (3) on the support (3) in a plurality of discrete positions within said predetermined areas (1 1 ) of the support (2).

7. The transport vehicle (1 ) according to the preceding claim, wherein said plurality of pressure sensors (13) comprises in each predetermined area (1 1 ) of the support (2) a front pressure sensor (13'), a rear pressure sensor (13"), a left pressure sensor (13"') and a right pressure sensor (13"") for detecting said plantar pressures exerted respectively at the front, at the rear, on the left and on the right by the foot (6',6") of the user (3).

8. The transport vehicle (1 ) according to the preceding claim, wherein said left (13"') and right (13"") pressure sensors respectively comprise a first (13"'l) and a second (13"'ll) left pressure sensor and a first (13""l) and a second (13""ll) right pressure sensor for detecting in a plurality of discrete positions the plantar pressures exerted on the left and on the right by the foot of the user (3).

9. The transport vehicle (1 ) according to any one of the preceding claims, comprising movement sensors (18) suitable to detect the instantaneous movement conditions of the transport vehicle (1 ), said movement sensors (18) being operatively connected to the control unit (101 ), this latter also being suitable to perform a closed loop control of the movement of said motors as a function of the instantaneous conditions of movement of the transport vehicle (1 ) detected by the movement sensors (18).

10. The transport vehicle (1 ) according to any one of the preceding claims, wherein said one or more motorized moving elements (7) comprise a first (8') and a second (8") motorized wheel controllable at different speeds, said transport vehicle (1 ) also comprising a first (9') and a second (9") idler wheel.