FORM 2
THE PATENTS ACT, 1970
(39 of 1970
&
THE PATENT RULES, 2003
COMPLETE SPECIFICATION
(See section 10 and rule 13)
TITLE OF THE INVENTION
Torque regulation of steering handle of a two-wheeled vehicle
Applicant Name: Liger Mobility Private Limited
Applicant Nationality: Indian
Applicant Address: Unit 1, Suyog Industrial Estate, Vikhroli West, Mumbai,
India - 400083
Inventor Name: VIKAS PODDAR
Applicant Nationality: Indian
Inventor Address: Flat 53, Building 25, Bandra Reclamation, Mumbai, India - 400050
Inventor Name: ASHUTOSH UPADHYAY
Applicant Nationality: Indian
Inventor Address: A1902 Shimmering Heights, Near Powai Vihar Complex, Opposite
Custom's Colony Powai,Mumbai Maharashtra India 400076
PREAMBLE OF THE DESCRIPTION
The following specification describes the invention and the manner in which it is to be
performed:

FIELD OF INVENTION [001] The present disclosure relates to the field of vehicle balancing systems and methods.
BACKGROUND OF INVENTION
[002] With the advent of growing urbanization globally, the cities are becoming more and more congested, hence a two wheeler vehicle is the best option for driving in such conditions. Even though the two wheeler vehicle is one of the convenient modes of commutation, it is not as comfortable to drive as a 4-wheeled car. One of the reasons for that is the torque that needs to be dynamically applied by the rider on the handlebar in order to balance and maneuver the vehicle. Furthermore, many people are not confident of balancing and hence do not use two-wheelers due to the reason that the rider has to balance the vehicle during stop-start situations using his or her feet. This scenario calls for a solution regarding development of a system or a method which enables the two wheeler vehicle to self balance itself. For example, a person who is standing outside a supermarket and he wants his bike, now he can use his mobile phone to connect with the bike so that the bike can reach its destination, that is the location of the phone. For a system like this to work the bike needs to have the ability to self-balance. This is achieved using gyroscopic principles or simply gyroscopic effects. The gyroscopic effect is an external couple effect which acts on the bike to provide counter force which helps in balancing the bike. Control Moment Gyroscopes may be used for balancing and stabilization of two wheeler vehicles. Some additional applications include roll stabilization of yachts, ships and automobiles. Apart from generating torque in roll direction, which is used in balancing the two wheeler vehicle, the control moment gyroscopes also produce torque in yaw direction depending on their orientation in space at any given point.

[003] While riding a two-wheeled vehicle a torque is generated on the two-wheeler steering when the vehicle is in a lean because of the presence of a non-zero trail. Trail is the horizontal distance from where the front wheel touches the ground to where the steering axis intersects the ground. In most two wheelers the front wheel ground contact point is behind (towards the rear of the bike) the steering axis intersection with the ground. Because of the existence of a non-zero trail, the normal reaction from the ground on the front wheel results in a torque component on the steering.
[004] Many balancing systems have been developed in the recent past to achieve balance of two wheeler vehicles. One of the systems involves a mass gyroscope which is fixed at an occupant compartment chassis corresponding to a portion where occupants sit. The occupant compartment portion may tilt outwards in response to the centrifugal force. If the vehicle has three or more wheels, the load is evenly distributed on the left wheel and the right wheel which move oppositely up and down about an effectively centrally-mounted shaft pin. According to the functionality of a self-stabilizing vehicle, a vehicle having a narrow body may be used. When the vehicle undergoes external forces such as the centrifugal force and the crosswind, the occupant compartment can maintain the vertical stability even though the wheels may slide sideways. But the major issue in this self-stabilizing vehicle is that the mass gyroscope in the self-stabilizing vehicle described above comprises control moment gyroscopes which produce torque in the yaw direction apart from generating torque in the roll direction depending on their orientation in space at any given time. This yaw torque on the vehicle tends to interfere with the riding experience, as the rider will feel as if the vehicle’s steering is being pulled in one direction or the other. One solution may require Two CMGs (Control Moment

Gyroscopes) to be used such that their roll components add up, but the yaw components are equal and opposite so that the net effect on the vehicle is zero. However, this leads to additional space required for mounting the CMGs, besides increasing cost of the system. [005] Thus, it is desired to address the above mentioned disadvantages or other shortcomings by providing a dedicated, thoroughly designed, cost effective and adaptive torque regulation system and method for two wheeler vehicles steering. Further, it is desired to have a self-balancing system and method for two wheeler vehicles having one or more gyroscopes which helps in minimizing need for additional space required for mounting the CMGs, and also stabilizes the two wheeler vehicle by balancing it efficiently, thereby reducing the cost of the system and provide a useful alternative.
OBJECTIVES OF THE INVENTION [006] An object of the embodiments herein is to provide a torque regulation system for two wheeled vehicles steering. Inertial sensors, attitude sensors are used to obtain state of the two-wheeled vehicle. A steering actuator may be used which may comprise an electric motor attached to a steering column such that it can generate torque along the steering axis of the two-wheeler vehicle. A control unit is the heart of the system which is one of the main electronic components used to operate/instruct the the steering actuator. The control unit is configured to calculate steering torque generated in real-time based on the data obtained from the inertial sensor at each sampling interval. The control unit is further configured to trigger the steering actuator to generate an equal and opposite torque on the steering at each interval, thus ensuring that the net torque on the steering because of the lean on the vehicle is compensated. The system serves a main advantage of reducing the stress on the rider experienced due to the continuous control of the steering that is

required while riding a two-wheeler.
[007] Another object of the embodiments herein is to provide a torque regulation system and method in a self-balancing two wheeler vehicle. The self-balancing system comprises atleast a single CMG which comprises a flywheel attached to the chassis of the two-wheeler vehicle to be balanced. Inertial sensors are used to obtain state of the two-wheeler vehicle. A flywheel position sensor is also used to detect the orientation of the CMG. A precession motor is used to change the orientation of the flywheel. A steering actuator may also be used which may comprise an electric motor attached to a steering column such that it can generate torque along the steering axis of the two-wheeler vehicle. A control unit in the system is used to instruct the operation of the precession motor. The control unit is configured to operate the precision motor based on data obtained from various sensors as mentioned above. The control unit is further configured to calculate steering torque generated in real-time based on the data obtained for the single CMG through the sensors at each sampling interval. The control unit is further configured to trigger the steering actuator to generate an equal and opposite torque to such torque experienced by the rider on the steering, at each interval, thus ensuring that the net torque on the steering because of the yaw moment of the CMG(control moment gyroscope) is compensated.
[008] Yet another objective of the embodiments herein is to provide a torque regulation system and method in a self-balancing two-wheeler vehicle such that the steering torque experienced by the rider due to lean of the vehicle and Control moment gyroscope’s yaw torque effects on steering can be reduced/eliminated/regulated.
[009] The system and method also serves an advantage of preventing two CMGs (Control

Moment Gyroscopes) to be used , while still negating the effect of the yaw moment of the CMG on the riding experience, thereby avoiding the need for additional space required for mounting the additional CMG. The system is also cost-efficient and effective in terms of its usage as it only involves a single gyroscope to be used in maintaining balance for the two-wheeler vehicles, hence reducing the stress experienced by a rider.
[0010] Another object of the embodiments herein is to provide a method for regulation of the torque experienced on the steering of a two-wheeled vehicle. In an embodiment this may be due to lean and yaw torque effects on steering. In one embodiment, the regulation may include reduction or elimination of such effects. The method includes obtaining data from the CMG through the inertial sensors. The method further includes determining total torque generated by the CMG at each sampling interval depending on the data obtained through the sensors. The method further includes determining components of this total torque in the roll and the yaw directions as already calculated in the previous step. The method lastly further includes generating an equal and opposite torque at each interval, thus ensuring that the net torque on the steering because of the yaw moment of the CMG is compensated.
[0011] Another object of the embodiments herein is to provide a method for regulating the torque on the steering of a two wheeler in order to reduce the stress on the rider. The method includes calculating the lean angle of the vehicle by obtaining data through the inertial sensors. The method further includes determining torque generated on the steering column at each sampling interval as a result of the lean of the two-wheeler with respect to the ground. The method lastly further includes generating an equal and opposite torque at each interval, thus ensuring that the net torque on the steering because of the lean of the

vehicle is compensated.
SUMMARY
[0012] A self-balancing system for a vehicle having atleast one front wheel, and a steering column for steering the vehicle, the system comprising a single CMG attached to the chassis of the vehicle to be balanced; an inertial sensor to obtain state of the vehicle; a flywheel orientation sensor; a precession motor to change the orientation of the flywheel; a steering actuator attached to the steering column configured to generate a torque equal and opposite to the torque generated on steering due to the yaw Component of Torque transferred on the vehicle from CMG along the steering axis; and a control unit, based on inertial sensor data and the flywheel orientation sensor data, configured to, control the precession motor to change the orientation thereof, and is configured to trigger the steering actuator to generate an equal and opposite torque at each interval to compensate the net torque on the steering because of the yaw moment of the CMG.
[0013] In one embodiment, the precession motor drives the precession shaft directly or indirectly, through a separate belt or gear drive. Further, the precession motor is coupled to a precession shaft to generate an actuation-torque along the precession axis.
[0014] As per one embodiment, the control unit is configured to calculate steering torque generated in real-time based on the data obtained for the single CMG through the sensors at each sampling interval.
[0015] As per one embodiment, a stopper device is engaged when the flywheel is in the horizontal position and no yaw torque is produced by the flywheel to discontinue the steering actuation.
[0016] In one embodiment, a method for self-balancing a vehicle having a single front wheel

is generating the roll torque required for balancing; obtaining data from the vehicle and control moment gyroscope (CMG); actuating a motor in order to process the flywheel to generate roll torque for balancing the vehicle; determining total torque generated by the CMG at each interval depending on the data obtained through the flywheel position sensor; determining the components of the total torque in the roll and the yaw directions, and the resultant torque generated along the steering axis; and generating an equal and opposite torque with the motor to ensure that the net torque on the steering because of the yaw moment of the CMG is compensated.
[0017] As per one embodiment, the data from the vehicle and control moment gyroscope (CMG) is obtained through the inertial sensors and the flywheel position sensor. Further, the motor is deactivated beyond a threshold speed when the balancing from the CMG is not required.
[0018] One embodiment provides a system for torque regulation of the steering of a two-wheeled vehicle, comprising: An attitude sensor to sense the attitude of the vehicle including a lean angle of the vehicle, a steering actuator configured to cause a torque on the steering based on the actuation thereof. Further provided is a control unit configured to calculate a steering torque caused on the steering due to the lean of the vehicle using the data received from the attitude sensor and a geometrical information of the vehicle, and send an actuation signal to the steering actuator to counter the said steering torque caused on the steering due to the lean of the vehicle.
[0019] In one embodiment the system may be made available in a vehicle which is a control moment gyroscope based self-balancing vehicle having at least one flywheel therein.
[0020] One embodiment comprises a flywheel precision sensor configured to measure the

orientation of the flywheel. Further, a flywheel velocity sensor configured to measure the flywheel velocity of the control moment gyroscope is provided, wherein the control unit is configured to measure a steering torque caused on the steering due to a yaw component of the torque caused by the control moment gyroscope, based on the flywheel precision sensor data and the flywheel velocity sensor data.
[0021] In one embodiment the control unit is configured to send an actuation signal to the steering actuator to counter the said steering torque caused on the steering due to a yaw component of the torque caused by the control moment gyroscope.
[0022] In one embodiment the control unit is configured to send an actuation signal to the steering actuator to counter a combined steering torque of the said steering torque caused on the steering due to a yaw component of the torque caused by the control moment gyroscope and the said steering torque caused on the steering due to the lean of the vehicle.
[0023] One embodiment provides a method for torque regulation of the steering of a two-wheeled vehicle, the method comprising the steps of:Measuring an attitude of the vehicle including a lean angle of the vehicle using an attitude sensor, Calculating a steering torque caused on the steering due to the lean of the vehicle using the data received from the attitude sensor and a geometrical information of the vehicle, at a control unit configured, sending an actuation signal to a steering actuator to counter the steering torque caused on the steering due to the lean of the vehicle.
[0024] In one embodiment the vehicle is a control moment gyroscope based self-balancing vehicle having at least one flywheel therein. One embodiment comprises the steps of:measuring the orientation of the flywheel using a flywheel precision sensor, measuring

the flywheel velocity of the control moment gyroscope using a flywheel velocity sensor, measuring a steering torque caused on the steering due to a yaw component of the torque caused by the control moment gyroscope, based on the flywheel precision sensor data and the flywheel velocity sensor data.
[0025] One embodiment provides for inclusion of the steps of sending an actuation signal to the steering actuator to counter the said steering torque caused on the steering due to a yaw component of the torque caused by the control moment gyroscope, using the control unit.
[0026] In another emboimdnt, the method may include the steps of sending an actuation signal to the steering actuator to counter a combined steering torque of the said steering torque caused on the steering due to a yaw component of the torque caused by the control moment gyroscope and the said steering torque caused on the steering due to the lean of the vehicle, using the control unit.
[0027] In various embodiments self-balancing system for a vehicle having a steering column for steering the vehicle is disclosed, the system comprising, a single CMG comprising a flywheel attached to the chassis of the vehicle to be balanced, an inertial sensor to obtain state of the vehicle, a flywheel orientation sensor, a precession motor to change the orientation of the flywheel; q steering actuator attached to the steering column configured to generate a yaw torque along the steering axis, a control unit, based on inertial sensor data and the flywheel orientation sensor data, configured to, control the precession motor to change the orientation thereof, and is configured to trigger the steering actuator to generate an equal and opposite torque at each interval to compensate the net torque on the steering because of the yaw moment of the CMG.

[0028] Further, in one embodiment, the control unit is configured to calculate steering torque generated in real-time based on the data obtained for the single CMG through the sensors at each sampling interval.
[0029] In one embodiment a stopper device is engaged when the flywheel is in the horizontal position and no yaw torque is produced by the flywheel to discontinue the steering actuation.
[0030] In one embodiment the method for self-balancing a vehicle having a single front wheel is disclosed. The method provides for generating the roll torque required for balancing, obtaining data from the vehicle and control moment gyroscope (CMG), actuating a motor in order to precess the flywheel to generate roll torque for balancing the vehicle, determining total torque generated by the CMG at each interval depending on the data obtained through the flywheel position sensor, determining the components of the total torque in the roll and the yaw directions, and the resultant torque generated along the steering axis and generating an equal and opposite torque with the motor to ensure that the net torque on the steering because of the yaw moment of the CMG is compensated. In one embodiment, the data from the vehicle and control moment gyroscope (CMG) is obtained through the inertial sensors and the flywheel position sensor.
BRIEF DESCRIPTION OF FIGURES
[0031] The inventive concepts are illustrated in the accompanying drawings, throughout which like reference letters indicate corresponding parts in the various figures. The embodiments herein will be better understood from the following description with reference to the drawings, in which:
[0032] FIG. 1A is a block diagram illustrating a system for torque regulation of steering

handle of a two-wheeled vehicle, according to the embodiments as disclosed herein; [0033] FIG. 1B is a block diagram illustrating a system for torque regulation of steering
handle of a two-wheeled vehicle, according to the embodiments as disclosed herein. [0034] FIG. 2A illustrates a front view of the self-balancing system for balancing the
two-wheeler vehicle, according to one embodiment as disclosed herein; [0035] FIG. 2B illustrates a side view of illustrating a system for torque regulation of steering
handle of a two-wheeled vehicle, according to one embodiment as disclosed herein; [0036] FIG. 2C illustrates a perspective view of a system for torque regulation of steering
handle of a two-wheeled vehicle as applied to a CMG(control moment gyroscope) based
self balancing vehicle, according to one embodiment as disclosed herein; [0037] FIG. 3 is a flow diagram illustrating a method for torque regulation of the steering of
a two-wheeled vehicle, according to an embodiment as disclosed herein; and [0038] FIG. 4 illustrates a representative diagram showing various angles in play for
balancing of the two-wheeler vehicle, according to an embodiment as disclosed herein.
DETAILED DESCRIPTION OF INVENTION [0039] The embodiments herein and the various features and advantageous details thereof are explained more fully with reference to the non-limiting embodiments that are illustrated in the accompanying drawings and detailed in the following description. Descriptions of well-known components and processing techniques are omitted so as to not unnecessarily obscure the embodiments herein. Also, the various embodiments described herein are not necessarily mutually exclusive, as some embodiments can be combined with one or more other embodiments to form new embodiments. The term “or” as used herein, refers to a non-exclusive or, unless otherwise indicated. As used herein, the term "and/or" includes

any and all combinations of one or more of the associated listed items. Expressions such as "at least one of," when preceding a list of elements, modify the entire list of elements and do not modify the individual elements of the list.The examples used herein are intended merely to facilitate an understanding of ways in which the embodiments herein can be practiced and to further enable those skilled in the art to practice the embodiments herein. Accordingly, the examples should not be construed as limiting the scope of the embodiments herein.
[0040] As is traditional in the field, embodiments may be described and illustrated in terms of blocks which carry out a described function or functions. These blocks, which may be referred to herein as units or modules or the like, are physically implemented by electronic devices such as mobile, laptop, mini-tablets, or the like, and may optionally be driven by firmware and software. The modules may, for example, be embodied in one or more electronic devices, or on any other communication devices and the like. The modules constituting a block may be implemented by dedicated hardware, or by a processor (e.g., one or more programmed microprocessors and associated circuitry), or by a combination of dedicated hardware to perform some functions of the block and a processor to perform other functions of the block. Each block of the embodiments may be physically separated into two or more interacting and discrete blocks without departing from the scope of the invention. Likewise, the blocks of the embodiments may be physically combined into more complex blocks without departing from the scope of the invention.
[0041] The accompanying drawings are used to help easily understand various technical features and it should be understood that the embodiments presented herein are not limited by the accompanying drawings. As such, the present disclosure should be construed to

extend to any alterations, equivalents and substitutes in addition to those which are particularly set out in the accompanying drawings. Like numbers refer to like elements throughout. Thus, the same or similar numbers may be described with reference to other drawings even if they are neither mentioned nor described in the corresponding drawing. Also, elements that are not denoted by reference numbers may be described with reference to other drawings. Although the terms first, second, etc. may be used herein to describe various elements, these elements should not be limited by these terms. These terms are generally only used to distinguish one element from another.
[0042] Accordingly, the embodiments herein provide a self-balancing system (100) facilitating a two-wheeler vehicle to attain balance while a rider rides the two-wheeler vehicle. The system (100) has been designed in a manner that it is cost-efficient and effective in terms of its usage as it only involves a single gyroscope to be used in maintaining balance for the two-wheeler vehicles.
[0043] In the proposed systems and methods, the efficient use of the system (100) to balance two-wheeler vehicles is smart, automated and accurate. This smart and automated solution utilizes a control unit (112) for calculating the steering torque generated in real-time based on the gyroscope sensor data at each sampling interval. Actuating the steering to generate a corresponding counter-torque is more efficient in handling the yaw moment from CMGs than the traditional approach of having two or more CMGs cancel out their yam moments.
[0044] Referring now to the drawings, and more particularly to FIGS. 1A through 3, there are shown embodiments of the inventive concepts.
[0045] FIG. 1A is a block diagram illustrating a self-balancing system (100) for balancing the two-wheeler vehicle. The system (100) comprises a single CMG (102), inertial

sensors/attitude sensors (104) to obtain state of the vehicle, a flywheel position sensor/ a flywheel precession sensor (106), a precession motor (108) to change the orientation of the flywheel (103), a steering actuator (110) comprising an electric motor attached to the steering column such that it can generate torque along the steering axis and a control unit (112) that operates the precession motor (108) and the steering actuator (110). The flywheel (103) is a part of the control moment gyroscope (102) attached to the chassis of the vehicle to be balanced.
[0046] FIG. 1B is a block diagram illustrating a self-balancing system for balancing a two-wheeler vehicle, according to the embodiments as disclosed herein. In an embodiment, the control unit (112) is configured to operate the precision motor (108) based on the vehicle and the CMG state data obtained through the inertial sensors (104) and the flywheel position sensor (106). The precession motor (108) may be provided coupled to a precession shaft and operable to generate an actuation-torque along the precession axis. The precession motor (108) may be coupled to the precession shaft directly. The precision motor (108) may drive the precession shaft through a separate belt or gear drive. In one embodiment, the flywheel (103) may be enclosed within a flywheel housing as an additional safety measure.
[0047] In an embodiment, the control unit (112) is further configured to calculate the torque generated on the steering column due to the presence of a yaw component of the torque of a CMG(102). This steering torque experienced by a rider in real-time is calculated based on the data obtained by the control unit. This may include the flywheel precision sensor data and the spin velocity data of the flywheel of the CMG. This may be done at each sampling interval. Based on this calculation the control unit (112) is further configured to

trigger the steering actuator (110) to generate an equal and opposite torque at each interval, thus ensuring that the net torque on the steering because of the yaw moment of the CMG (102) is compensated.
[0048] As an example - Rider + vehicle weight = 200Kgs, trail of the front wheel is 6 cm, steering axis angle is 70 degrees, and the centre of mass of the combined system is at the centre of the vehicle, resulting in a normal reaction from the ground on the front wheel = 200*10/2 = 1000N . If the vehicle is turning towards left as seen from the top, with steering angle = 20degrees, and the instantaneous lean angle = 5 degrees. Because of the non-zero trail and the vehicle lean, the normal force from the ground will be in different planes, thus resulting in a torque which will result in the steering to turn towards left, unless counteracted by an equal and opposite torque. In the above scenario this torque will be approximately 12NM.
[0049] The torque may be approximated by the following formula:
[0050] Steering torque = Trail . ( θsin(ɸ) + �cos(ɸ)). Nf
[0051] Where, θ = Lean angle of the two-wheeler frame, ɸ = steering axis angle, � = turn angle of handle bar, and Nf is the normal reaction from the ground on the front wheel.
[0052] A two wheeler can be in a non-zero lean under a number of riding scenarios. E.g. during turns a two-wheeler is typically leaned into the turn in order to compensate for the centrifugal force experienced during the turn. In another scenario, the weight of the vehicle + rider system may be unbalanced, such that the centre of gravity is not in the centre of the vehicle laterally when the vehicle is upright. In such a scenario even when the vehicle is going in a straight line the vehicle will be in a lean, so that the centre of gravity is aligned with the vertical. In any such scenario when the vehicle is lean, a torque

is generated on the steering as calculated above, because of the geometry of the two-wheeler. This torque needs to be compensated and is typically done by the rider himself, when he controls the steering of the two-wheeler, thus leading to the rider stress. The proposed system and method can compensate for the steering torque automatically, thus reducing the rider stress.
[0053] As an example, a vehicle of 150 KG carrying 2 riders of 75Kg each is required to Balance itself up-to-tilt angles of 5 degree. If the center of mass of vehicle is located 0.75 meters from the ground, the required precession-torque that aids to the balancing of the vehicle may be approximated as=> (150 + l50)*9.8* 0.75*sin(5 degree) = 192 NM (Newton Metre). If the flywheel has moment of inertia of 0.15 kg m2, and the maximum possible precision velocity is 5 radian/sec then the desired threshold flywheel-spin-velocity may be - 192/.15/5 = 256 Radian/sec. (2448 ROtation Per Minute). In a given scenario, if the flywheel precession velocity is 2 radians/sec, total torque generated by the flywheel precession motion may be approximated as 0.15*256*2 = 76.8 NM. The direction of this torque will depend upon the vector product of the flywheel’s spin angular velocity and the precession angular velocity, thus resulting in a component in the yaw direction, which, depending on the direction of the torque, can try to turn the steering towards the left, or towards the right, unless counteracted.
[0054] According to Newton’s laws, the total torques generated on the steering, either because of the lean of the vehicle or because of the yaw torque generated by the CMG, need to be counteracted by an equal and opposite torque. Otherwise, the steering will turn because of these torques which may not be desired by the rider. Normally, the rider’s bodily somatosensory system guides him on how much torque he needs to apply in order

to counteract the torques naturally occuring on the steering, in order to steer the two wheeler in the desired direction, or to maintain the direction. However, this increases the effort required in riding the two-wheeler leading to fatigue. The invention automatically compensates for these torques, thus reducing the rider fatigue.
[0055] In an embodiment, the control unit captures the data from various sensors and calculates the total torques generated on the steering, either because of the lean of the vehicle or because of the yaw torque generated by the CMG. It then actuates the steering motor in order to generate an equal and opposite torque, so that the net torque on the steering column because of the lean or the CMG is zero. The torque generated by a DC motor is given by Kt. i, where Kt is the torque constant of the motor, and i is the motor armature current. A number of modern motor controllers known in the state of the art are capable of regulating the current in a DC motor, thus directly controlling the torque generated by the motor. The motor controller also controls the direction of the torque generated by controlling the direction of the current in the motor armature. Therefore, if the total torque that needs to be counteracted is �, the control unit will actuate the motor such that a current i is generated in the motor’s armature, such that i = �/Kt, and the direction of the current is such that the generated motor torque is opposite to the net torque on the steering column due to the lean and CMG. This step is repeated at each sampling interval so that the net steering torque experienced by the rider is dynamically kept close to zero during all riding scenarios.
[0056] FIG. 2A illustrates a front view of the self-balancing system for balancing the two-wheeler vehicle, according to one embodiment as disclosed herein. The system (200A) comprises a steering actuator (206) which further comprises an electric motor

(202) attached to the steering column (204) such that it can generate torque along the steering axis. The steering actuator (206) is triggered by the control unit to generate an equal and opposite torque at each interval, thus ensuring that the net torque on the steering because of the yaw moment of the CMG is compensated. The system (200A) comprises the single CMG which comprises the flywheel attached to the chassis (208) of the two-wheeler vehicle to be balanced.
[0057] In an embodiment, the control unit operates the precession motor and the steering actuator (206). The control unit is configured to operate the precision motor and the steering actuator based on the sensor data.
[0058] FIG. 2B illustrates a side view of illustrating a system for torque regulation of steering handle of a two-wheeled vehicle, according to one embodiment as disclosed herein. During balancing of the two-wheeler vehicle, the yaw torque generated by the CMG gets transferred through the chassis of the vehicle and is canceled by a corresponding torque generated due to the friction between tyres of the vehicle and the road. This additional frictional force on the front tyre results in a torque on the steering. An equal and opposite torque is generated by the steering actuator to cancel out this torque.
[0059] The flywheel (103) as described with reference to FIG. 1A possesses a natural tendency to precess around a precession axis when there are any changes in the attitude of the two-wheeler vehicle and consequently to that of the flywheel (103). In an exemplary embodiment having the system with reference to FIG. 2B for balancing installed in a two wheeler, a gyroscope, would typically resist any change in its roll angle. This may be due to any external torque acting upon the vehicle, such as that due to gravity, may be spent at least in part in changing the angular momentum of the flywheel, i.e. causing the flywheel

to precess about the precession axis. If, however, this degree of freedom is removed, the resultant roll motion will instead result in an orthogonal torque being generated by the flywheel, which in turn gets passed to the vehicle. Since, this resultant torque is orthogonal to the roll motion, it may not interfere with the rider’s own maneuvers.
[0060] In one embodiment, a stopper device to stop the precession motion of the flywheel may be added in order to deactivate the lateral balancing action of the self-balancing system. This deactivation may happen beyond a threshold speed when the balancing from the CMG is not required. Further, when the stopper device is engaged and the flywheel is in the horizontal position, no yaw torque will be produced by the flywheel, and hence the steering actuation may be discontinued as well.
[0061] This torque regulation system in self-balancing system (200A) and (200B) with reference to FIG. 2A and FIG. 2B can be developed and implemented on vehicles with three or four tyres or can be applicable to any vehicle apart from two-wheeler vehicles.
[0062] FIG. 2C illustrates a perspective view of a system for torque regulation of steering handle of a two-wheeled vehicle as applied to a CMG(control moment gyroscope) based self balancing vehicle, according to one embodiment as disclosed herein.
[0063] FIG. 3 is a flow diagram illustrating a method (300) for balancing a two-wheeler vehicle. The method (300) comprises, generating 301 the roll torque required for balancing, obtaining 302 data from the vehicle and the CMG (102) through the inertial sensors (104) and the flywheel position sensor (106). The method further comprises actuating 304 a precession motor (108) in order to precess the flywheel (103) in order to generate roll torque for balancing the vehicle. The method further comprises determining 306 total torque generated by the CMG (102) at each sampling interval depending on the

data obtained through the flywheel position sensor (106) at step (304). The method further comprises determining 308 components of this total torque in the roll and the yaw directions at step 306, and the resultant torque generated along the steering axis due to the yaw component of that torque. The method lastly further includes generating 310 an equal and opposite torque using the steering motor/actuator to nullify the torque generated along the steering axis because of the yaw component of the torque generated by the CMG at step (308), after the yaw torque transfers through the chassis of the two-wheeler vehicle.
[0064] One embodiment provides a method for torque regulation of the steering of a two-wheeled vehicle, the method comprising the steps of:Measuring an attitude of the vehicle including a lean angle of the vehicle using an attitude sensor, Calculating a steering torque caused on the steering due to the lean of the vehicle using the data received from the attitude sensor and a geometrical information of the vehicle, at a control unit configured, sending an actuation signal to a steering actuator to counter the steering torque caused on the steering due to the lean of the vehicle.
[0065] In one embodiment the vehicle is a control moment gyroscope based self-balancing vehicle having at least one flywheel therein. One embodiment comprises the steps of:measuring the orientation of the flywheel using a flywheel precision sensor, measuring the flywheel velocity of the control moment gyroscope using a flywheel velocity sensor, measuring a steering torque caused on the steering due to a yaw component of the torque caused by the control moment gyroscope, based on the flywheel precision sensor data and the flywheel velocity sensor data.
[0066] One embodiment provides for inclusion of the steps of sending an actuation signal to

the steering actuator to counter the said steering torque caused on the steering due to a yaw component of the torque caused by the control moment gyroscope, using the control unit.
[0067] In another embodiment, the method may include the steps of sending an actuation signal to the steering actuator to counter a combined steering torque of the said steering torque caused on the steering due to a yaw component of the torque caused by the control moment gyroscope and the said steering torque caused on the steering due to the lean of the vehicle, using the control unit.
[0068] In an embodiment, the automated operation of the yaw torque getting transferred through the chassis of the two-wheeler vehicle further comprises the yaw torque getting cancelled by a corresponding torque generated due to the friction between tyres of the vehicle and the road. This yaw torque in itself gets cancelled and hence does not affect the vehicle ride, apart from changing the friction values at both the tyres. However, the resulting lateral friction force on the front tyre results in a torque along the steering axis, which is experienced by the rider and leads to the unnatural riding experience.
[0069] FIG. 4 illustrates an exemplary embodiment of the two-wheeler vehicle (400) to be balanced, according to an embodiment as disclosed herein.
[0070] The various actions, acts, blocks, steps, or the like in the flow diagrams may be performed in the order presented, in a different order or simultaneously. Further, in some embodiments, some of the actions, acts, blocks, steps, or the like may be omitted, added, modified, skipped, or the like without departing from the scope of the invention.
[0071] The embodiments disclosed herein can be implemented using at least one software program running on at least one hardware device and performing network management

functions to control the elements. [0072] The foregoing description of the specific embodiments will so fully reveal the general nature of the embodiments herein that others can, by applying current knowledge, readily modify and/or adapt for various applications such specific embodiments without departing from the generic concept, and, therefore, such adaptations and modifications should and are intended to be comprehended within the meaning and range of equivalents of the disclosed embodiments. It is to be understood that the phraseology or terminology employed herein is for the purpose of description and not of limitation. Therefore, while the embodiments herein have been described in terms of preferred embodiments, those skilled in the art will recognize that the embodiments herein can be practiced with modification within the spirit and scope of the embodiments and claims as described herein.

We Claim:
1. A system for torque regulation of the steering of a two-wheeled vehicle, comprising:
An attitude sensor to sense the attitude of the vehicle including a lean angle of the
vehicle;
A steering actuator configured to cause a torque on the steering based on the actuation
thereof;
A control unit configured to calculate a steering torque caused on the steering due to the
lean of the vehicle using the data received from the attitude sensor and a geometrical
information of the vehicle, and send an actuation signal to the steering actuator to counter
the said steering torque caused on the steering due to the lean of the vehicle.
2. The system for torque regulation of the steering of a two-wheeled vehicle as in claim 1, wherein the vehicle is a control moment gyroscope based self-balancing vehicle having at least one flywheel therein.
3. The system for torque regulation of the steering of a two-wheeled vehicle as in claim 2, further comprising
a flywheel precision sensor configured to measure the orientation of the flywheel; a flywheel velocity sensor configured to measure the flywheel velocity of the control moment gyroscope, wherein the control unit is configured to measure a steering torque caused on the steering due to a yaw component of the torque caused by the control moment gyroscope, based on the flywheel precision sensor data and the flywheel velocity sensor data.
4. The system for torque regulation of the steering of a two-wheeled vehicle as in claim
3,wherein the control unit is configured to send an actuation signal to the steering

actuator to counter the said steering torque caused on the steering due to a yaw component of the torque caused by the control moment gyroscope.
5. The system for torque regulation of the steering of a two-wheeled vehicle as in claim 3,wherein the control unit is configured to send an actuation signal to the steering actuator to counter a combined steering torque of the said steering torque caused on the steering due to a yaw component of the torque caused by the control moment gyroscope and the said steering torque caused on the steering due to the lean of the vehicle.
6. A method for torque regulation of the steering of a two-wheeled vehicle, the method comprising the steps of:
Measuring an attitude of the vehicle including a lean angle of the vehicle using an
attitude sensor;
Calculating a steering torque caused on the steering due to the lean of the vehicle using
the data received from the attitude sensor and a geometrical information of the vehicle, at
a control unit configured;
sending an actuation signal to a steering actuator to counter the steering torque caused on
the steering due to the lean of the vehicle.
7. The method for torque regulation of the steering of a two-wheeled vehicle as in claim 6, wherein the vehicle is a control moment gyroscope based self-balancing vehicle having at least one flywheel therein.
8. The method for torque regulation of the steering of a two-wheeled vehicle as in claim 7, further comprising the steps of:
measuring the orientation of the flywheel using a flywheel precision sensor;

measuring the flywheel velocity of the control moment gyroscope using a flywheel velocity sensor,
measuring a steering torque caused on the steering due to a yaw component of the torque caused by the control moment gyroscope, based on the flywheel precision sensor data and the flywheel velocity sensor data.
9. The method for torque regulation of the steering of a two-wheeled vehicle as in claim 8, further comprising the steps of sending an actuation signal to the steering actuator to counter the said steering torque caused on the steering due to a yaw component of the torque caused by the control moment gyroscope, using the control unit.
10. The method for torque regulation of the steering of a two-wheeled vehicle as in claim 8, further comprising the steps of sending an actuation signal to the steering actuator to counter a combined steering torque of the said steering torque caused on the steering due to a yaw component of the torque caused by the control moment gyroscope and the said steering torque caused on the steering due to the lean of the vehicle, using the control unit.
11. A self-balancing system for a vehicle having a steering column for steering the vehicle, the system comprising:
a) A single CMG comprising a flywheel attached to the chassis of the vehicle to be balanced;
b) an inertial sensor to obtain state of the vehicle;
c) A flywheel orientation sensor;
d) A precession motor to change the orientation of the flywheel;

e) A steering actuator attached to the steering column configured to generate a yaw torque along the steering axis;
f) A control unit, based on inertial sensor data and the flywheel orientation sensor data, configured to, control the precession motor to change the orientation thereof, and is configured to trigger the steering actuator to generate an equal and opposite torque at each interval to compensate the net torque on the steering because of the yaw moment of the CMG.
12. The self-balancing system as claimed in claim 11, wherein the control unit is configured to calculate steering torque generated in real-time based on the data obtained for the single CMG through the sensors at each sampling interval.
13. The self-balancing system as claimed in claim 1, wherein a stopper device is engaged when the flywheel is in the horizontal position and no yaw torque is produced by the flywheel to discontinue the steering actuation.
14. A method for self-balancing a vehicle having a single front wheel:

a) generating the roll torque required for balancing;
b) obtaining data from the vehicle and control moment gyroscope (CMG);
c) actuating a motor in order to precess the flywheel to generate roll torque for balancing the vehicle;
d) determining total torque generated by the CMG at each interval depending on the data obtained through the flywheel position sensor;
e) determining the components of the total torque in the roll and the yaw directions, and the resultant torque generated along the steering axis; and

f) generating an equal and opposite torque with the motor to ensure that the net torque on the steering because of the yaw moment of the CMG is compensated. 15. The method as claimed in claim 14, wherein the data from the vehicle and control moment gyroscope (CMG) is obtained through the inertial sensors and the flywheel position sensor.