Patent Description:
Throughout the drawings, identical reference numbers designate similar, but not necessarily identical elements.

Vehicles have become an essential requirement for private individuals as well as for commercial purposes. As may be understood, the vehicle may employ various number of interconnected mechanical and electrical components. In such cases, with the advent of new technologies, various approaches may be implemented to improve the working of components and the operation of vehicles.

It may be the case that certain components of the vehicle may be controlled by electronic circuitry, or may be based on instructions based controllers. Examples of such vehicles include, but are not limited to, autonomous vehicles. As may be understood, autonomous vehicles may be referred to as vehicles which may be capable of operating without or with minimal human intervention. The vehicle may be fully autonomous, as in the case of all components being controlled by instructions based electronic circuitry. In another example, certain components may be automatically controlled by the virtue of programmable instructions and electronic circuitry, so as to improve the overall working and functioning of the vehicles.

Owing to the complexity involved with the working of fully or partially automated vehicles, it may be crucial to assist the riders of the vehicles in operating the vehicles. Further, providing assistance to the vehicles may become more crucial in the case of two-wheeled vehicles, as the rider may need to operate, as well as balance the vehicle.

In the context of two-wheeled vehicles, one such example of providing assistance to the rider is by providing stability to the vehicles at low speeds. Generally, a two-wheeled vehicle may tend to waver at low speeds, and the rider may continuously require balancing the vehicle by providing steering inputs. As may be understood, the steering handle, in a two-wheeled vehicle, may be used by the rider to provide the steering inputs to balance the two-wheeled vehicle. The rider may manually adjust the steering angle with the aid of steering handle.

In the case of autonomous vehicles, an actuator system may provide automated inputs similar to the rider inputs which may balance the vehicle in a similar manner. In such cases, the automated inputs may correspond to the steering angle determined by the actuator system for balancing the vehicle.

A vehicle according to the preamble of claim <NUM> is shown in the document <CIT>.

However, conventional approaches for balancing the two-wheeled vehicles at low speeds may be designed in such a manner, so as to only allow either of the rider-based manual approach or actuator-based automated approach to balance the two-wheeled vehicle. In the case of rider-based manual approach, the rider may continuously provide steering inputs through the steering handlebar to balance the vehicle. On the other hand, in the case of automated vehicles, the actuator system may be directly coupled with the steering system of the vehicle and may balance the vehicle automatically without requiring any manual steering input from the rider. In such cases, the rider may not be able to apply any steering inputs to the vehicles.

Therefore, it may be required that the actuator system for balancing the vehicles automatically may have provisions for the riders to apply manual steering input to the vehicle. Specifically, it may be required to simultaneously apply manual steering input, as well as automatic steering input to the steering system, thereby balancing the vehicle in a better manner. The rider may feel assisted and may have better control in balancing the vehicle by providing manual inputs and using automatic inputs from the actuator system.

To such an end, vehicle stabilizing systems for balancing a two-wheeled vehicle are described. In one example, the vehicle stabilizing system may include a handlebar for providing a manual steering input to the vehicle. The vehicle stabilizing system may further include a motor assembly for providing an automatic steering input to the vehicle. The handlebar and the motor assembly may be mechanically coupled to a planetary gear assembly. The planetary gear assembly may include a sun gear, and a plurality of planet gears positioned along the outer circumference of the sun gear. The plurality of planet gears may rotate, based on the rotation of the sun gear. In operation, the planetary gear assembly may rotate based on at least one of the manual steering input and the automatic steering input. The planetary gear assembly, in turn, may be further coupled to a steering system of the vehicle. The steering system may be actuated based on the rotation of the planetary gear assembly and may include a front wheel of the vehicle. Based on the actuation of the steering system, the front wheel may rotate, thereby turning and balancing the vehicle.

In another example, the planetary gear assembly further includes a planet carrier and a ring gear. As mentioned previously, the planetary gear assembly is mechanically coupled to the handlebar and the motor assembly. The sun gear may rotate based on the automatic steering inputs as received from the motor assembly. The rotation of the sun gear then causes the planet gears to rotate. On the other hand, the planet carrier is coupled to the handlebar and the plurality of planet gears in such a manner, that the rotation of handlebar causes the planet carrier to rotate, which in turn causes the plurality of planet gears to rotate.

Further, the ring gear is positioned as a concentric ring with the same axis as that of the sun gear in such a manner, that the plurality of planet gears are in contact with the inner circumference of the ring gear. As mentioned previously, the plurality of planet gears rotate based on at least one of the rotations of the sun gear and the planet carrier, which in turn causes the ring gear to rotate.

In operation, the rotation of the handlebar in response to the rider manipulation and control of the handlebar provides a manual steering input to the planetary gear assembly. Based on the manual steering input, the planet carrier rotate, which in turn rotates the planet gears. The rotation of planet gears causes the ring gear to rotate.

On the other hand, the motor assembly is coupled to the planetary gear assembly in such a manner, that the motor assembly may be capable of providing target steering angle as automatic steering input to the planetary gear assembly. The sun gear may rotate, in response to the target steering angle received from the motor assembly. Based on the rotation of the sun gear, the planet gears rotate, which further causes the ring gear to rotate. The rotation of ring gear then acts as an input for the steering system.

In another example, the vehicle may include a torque restricting unit for restricting torque from wheels and motors to transmit to the rider. Examples of such torque restricting unit may include, but are not limited to, spring-loaded cam, two-way clutch assembly, and any other electronic systems capable of restricting the torque transmitted to the rider.

In another example, the vehicle may further include a first set of sensors. The first set of sensors may monitor a plurality of vehicle attributes such as speed, roll angle, roll rate of the vehicle, etc. Examples of such first set of sensors may include, but are not limited to, a speed sensor and an inertial measurement unit. However, any other sensors may be used for determining any other vehicle attributes without deviating from the scope of the present subject matter.

On the other hand, the motor assembly may further include a controller and a motor. The motor assembly may be in communication with the first set of sensors, such that the controller may be capable of receiving data from the first set of sensors. The controller, on receiving the data from the first set of sensors, may determine a target steering angle for the motor assembly. Thereafter, based on the target steering angle, the controller may cause the motor to rotate. The rotation of motor may then provide the automatic steering input to the planetary gear assembly.

In another example, the motor assembly may include a second set of sensors. The second set of sensors may provide a feedback to the controller, based on the rotation of the vehicle. Examples of such second set of sensors may include, but are not limited to, a steering angle sensor, a steering torque sensor, and a motor encoder. As would be appreciated, the approaches of the present subject matter may allow manual steering input from the handlebar, as well as automatic steering input from the motor assembly to be taken into consideration simultaneously for balancing the vehicle. The vehicle stabilizing system may be capable of receiving human-based manual steering input, as well as automatic steering input from a motor assembly, thereby balancing the vehicle in a better manner at extremely low speeds. Examples of such vehicles may include, but are not limited to, two-wheeled vehicles and three-wheeled vehicles.

The plurality of planet gears may be capable of rotation, based on at least one of the rotations of the sun gear, as well as planet carrier. As a result, the ring gear may rotate, based on the torque superimposition of the rotation caused by sun gear, as well as the planet carrier. It may be noted that the rotation of the sun gear is caused by the input from the motor assembly, whereas the rotation of the planet carrier is caused by the input from the handlebar. Both the sun gear and planet carrier cause the plurality of planet gears to rotate, which in turn rotates the ring gear.

The rotational motions of the sun gear, planet carrier and ring gear, may correspond to the motor assembly automatic steering input, rider manual steering input, and steering system rotations respectively. The motor assembly may apply assisting torque, and the rider may provide steering input to balance and maneuver the vehicle. The planetary gear assembly may superimpose both the steering inputs to the steering system, and may assist the rider in balancing the vehicle.

The present subject matter is further described with reference to the accompanying figures. Wherever possible, the same reference numerals are used in the figures and the following description to refer to the same or similar parts. It should be noted that the description and figures merely illustrate principles of the present subject matter. It is thus understood that various arrangements may be devised that, although not explicitly described or shown herein, encompass the principles of the present subject matter. Moreover, all statements herein reciting principles, aspects, and examples of the present subject matter, as well as specific examples thereof, are intended to encompass equivalents thereof.

The words during, while, and when as used herein are not exact terms that mean an action takes place instantly upon an initiating action but that there may be some small but reasonable delay, such as propagation delay, between the initial action and the reaction that is initiated by the initial action. Additionally, the words "connected" and "coupled" are used throughout for clarity of the description and can include either a direct connection or an indirect connection. Various examples of the present subject matter have been described below by referring to several examples. The manner in which the example traffic management system is implemented is explained in detail with respect to <FIG>. It is to be noted that drawings of the present subject matter shown here are for illustrative purposes and are not to be construed as limiting the scope of the subject matter claimed.

<FIG> illustrates an exemplary vehicle assembly <NUM> for implementing a vehicle stabilizing system, as per an implementation of the present subject matter. The vehicle assembly <NUM> may correspond to an exemplary vehicle, and may include a vehicle stabilizing system, along with other components (not shown in <FIG>). Examples of such vehicles may include, but are not limited to, two-wheeled vehicles and three-wheeled vehicles.

The vehicle assembly <NUM> may include a handlebar <NUM>, a motor assembly <NUM>, a planetary gear assembly <NUM>, a steering system <NUM>, and a torque restricting unit <NUM>. The aforementioned components may be a part of vehicle stabilizing system, and may be capable of balancing the vehicle at extremely low speeds. As may be understood, the handlebar <NUM> may correspond to the steering arms of the vehicle, and may be operated by a rider of the vehicle. The vehicle may be controlled by the rider through the handlebar <NUM>, and the handlebar <NUM> may provide manual steering input for balancing the vehicle.

The vehicle assembly <NUM> may further include a first set of sensors (not shown in <FIG>). Examples of such first of sensors may include, but are not limited to, a speed sensor and an inertial measurement unit. In one example, such first set of sensors may be mounted on the chassis or the wheel of the vehicle assembly <NUM>. The sensors may monitor a plurality of vehicle attributes such as speed, roll angle, roll rate of the vehicle, etc. However, type and location of such first set of sensors is only illustrative and should not be construed to limit the scope of the present subject matter. Any other type of sensors may be mounted on any part of the vehicle assembly <NUM> without deviating from the scope of the present subject matter.

The vehicle assembly <NUM> may further include a motor assembly <NUM>. The motor assembly <NUM> may include a motor <NUM>, a second set of sensors and a controller (not shown in <FIG>). Examples of such second set of sensors may include, but are not limited to, a steering angle sensor, steering torque sensor, and a motor encoder. The sensors may monitor a plurality of vehicle attributes such as speed, roll angle, roll rate of the vehicle, etc. It should be noted that the aforementioned examples of sensors and vehicle attributes are only illustrative, and should not be construed to limit the scope of the present subject matter. Any other type of sensors to monitor any vehicle conditions may be used without deviating from the scope of the present subject matter.

The motor assembly <NUM> may further include other components such as a motor sleeve and a motor shaft (not depicted in <FIG> for the sake of clarity and brevity). Based on the monitored vehicle attributes, the controller may determine an automatic steering input for balancing the vehicle.

In one example, the first set of sensors (located on the vehicle assembly <NUM>) such as a speed sensor, inertial measurement unit, etc. may monitor the vehicle attributes for determining the automatic steering input. On the other hand, the second set of sensors (in the motor assembly <NUM>) such as steering angle sensor, steering torque sensor, motor encoder, etc. may monitor the vehicle and/or motor attributes for providing a feedback to the controller.

The vehicle assembly <NUM> may further include a planetary gear assembly <NUM>. The planetary gear assembly <NUM> may be mechanically coupled to the handlebar <NUM> and the motor assembly <NUM>. The planetary gear assembly <NUM> may be positioned in such a manner, that the planetary gear assembly <NUM> may be capable of receiving inputs from the handlebar <NUM> and the motor assembly <NUM>. In one example, different components of the planetary gear assembly <NUM> may be coupled to the handlebar <NUM>, as well as to the motor assembly <NUM>.

The planetary gear assembly <NUM> may further be coupled to a steering system <NUM>. The steering system <NUM> may further include the front wheel of the vehicle, suspension fork, brake of the vehicle, etc. (not shown in <FIG>). The steering system <NUM> may be responsible for rotating the front wheel, thereby turning and balancing the vehicle.

In operation, at low speeds, the rider of the vehicle may provide manual steering input to the vehicle through the handlebar <NUM>. The manual steering input may refer to the steering angle of the handlebar <NUM> provided by the rider. As mentioned previously, the handlebar <NUM> is mechanically coupled to the planetary gear assembly <NUM>. The rotation of the handlebar <NUM> may cause the planetary gear assembly <NUM> to rotate which in turn may cause the steering system <NUM> to rotate.

On the other hand, at low speeds, the motor assembly <NUM> may provide an automatic steering input to the planetary gear assembly <NUM>. As mentioned previously, the first set of sensors may monitor a plurality of vehicle attributes. The first set of sensors may be in communication with the motor assembly <NUM> in such a manner, that the first set of sensors may be able to communicate with the controller of the motor assembly <NUM>. The controller may receive signal from the first set of sensors, thereby causing the motor <NUM> to rotate. In one example, the controller may transmit a signal to the motor <NUM>, indicative of the determined target steering angle. The motor <NUM> may rotate based on the determined target steering angle.

The motor <NUM> is coupled to the planetary gear assembly <NUM>, and may provide an automatic steering input to the planetary gear assembly <NUM>. The automatic steering input may be indicative of the target steering angle as determined by the controller based on the monitored vehicle attributes by the first set of sensors. Based on the automatic steering input as received from the motor assembly <NUM>, the planetary gear assembly <NUM> may further rotate, thereby providing additional rotational inputs to the steering system <NUM>.

The planetary gear assembly <NUM> may superimpose the manual steering input and automatic steering input as received through the handlebar <NUM> and from the motor assembly <NUM> respectively. The planetary gear assembly <NUM> may be coupled to the steering system <NUM> in such a manner, that the steering system <NUM> may be actuated based on the superimposed rotation of the planetary gear assembly <NUM>. Based on the actuation of the steering system <NUM>, the front wheel of the vehicle may be rotated, thereby turning and balancing the vehicle.

In another example, based on the rotation of the steering system <NUM>, the second set of sensors may further monitor the vehicle and/or motor attributes to provide a feedback input to the controller. In one example, the second set of sensors may be referred to as feedback sensors, and may monitor the final steering angle of the vehicle. The controller, based on the monitored steering angle, may determine whether target steering angle as previously determined has been reached.

As would be appreciated, monitoring the vehicle attributes after the rotation of the steering system <NUM> and providing feedback to the controller may allow the approaches of the present subject matter to ensure safety in case of any malfunctioning of any component of the vehicle stabilizing system. For example, in case of an unreasonable automatic steering input determined by the controller, the second set of sensors, also referred to as the feedback sensors may restrict the motor input and prevent any accident that may occur.

In yet another example, the vehicle may include a torque restricting unit <NUM> for restricting torque from wheels and motors to transmit to the rider. Examples of such torque restricting unit <NUM> may include, but are not limited to, spring-loaded cam, two-way clutch assembly, and any other electronic systems capable of restricting the torque transmitted to the rider.

As would be appreciated, the approaches of the present subject matter may allow manual steering input from handlebar <NUM>, as well as automatic steering input from motor assembly <NUM> to be taken into consideration simultaneously for balancing the vehicle in a better manner. The planetary gear assembly <NUM> may be designed in such a manner, that it may act as an intermediate component for receiving both the inputs, and causing the steering system <NUM> to rotate. The manner in which the planetary gear assembly <NUM> superimposes both the inputs and cause the steering system <NUM> to rotate for stabilizing the vehicle is explained in further details in conjunction with <FIG>.

<FIG> illustrates a perspective view of a planetary gear assembly to be implemented in a vehicle stabilizing system, as per an implementation of the present subject matter. In one example, the planetary gear assembly may be the planetary gear assembly <NUM> as described in <FIG>. Although the present description is described with respect to a planetary gear assembly, the same should not be construed to limit the scope of the present subject matter. Any other type of mechanical gear assembly, electrical component, or a combination thereof which may be capable of receiving manual steering input from the handlebar <NUM> and automatic steering input from the motor assembly <NUM>, superimposing them, and actuating the steering system <NUM> to balance the vehicle may be used without deviating from the scope of the present subject matter.

Returning to the present example, the planetary gear assembly <NUM> may include a plurality of components enclosed in a housing or a casing. The housing or the casing encloses the various components, as will be described in conjunction with <FIG>. The housing may provide sufficient protection of such internal components against environment factors, and may also prevent tampering of the planetary gear assembly <NUM>.

As described in conjunction with <FIG>, the planetary gear assembly <NUM> may be mounted between the handlebar <NUM> and the steering system <NUM>. The housing may include a top cover <NUM> and a bottom cover <NUM>. The housing may be designed in such a manner, that the housing may allow various components of the planetary gear assembly <NUM> to be coupled to various components of the vehicle stabilizing system, as described in <FIG>.

The top cover <NUM> may allow the planetary gear assembly <NUM> to be coupled to the handlebar <NUM>. Further, the bottom cover <NUM> may allow the planetary gear assembly <NUM> to be coupled to other components such as motor assembly <NUM> and steering system <NUM>. As described previously, the planetary gear assembly <NUM> may superimpose the manual steering input from handlebar <NUM> and the automatic steering input from the motor assembly <NUM>. Based on the superimposition and rotation, the planetary gear assembly <NUM> may then actuate the steering system <NUM> to rotate the front wheel of the vehicle, thereby turning and balancing the vehicle. The structure of various components of the planetary gear assembly and the manner in which the planetary gear assembly <NUM> superimposes both the inputs actuate the steering system <NUM> for stabilizing the vehicle is explained in further details in conjunction with <FIG>.

<FIG> and <FIG> illustrate a top view and an exploded view of a planetary gear assembly respectively, to be implemented in a vehicle stabilizing system, as per an implementation of the present subject matter. Although the present description has been described with respect to a planetary gear assembly, the same may be implemented using any other type of gear assembly without deviating from the scope of the present subject matter.

The planetary gear assembly <NUM> may include a top cover <NUM>, and a bottom cover <NUM>. The top cover <NUM> and bottom cover <NUM> may be a part of housing of the planetary gear assembly <NUM>, and may enclose all other components as described in <FIG>. As mentioned previously, the planetary gear assembly <NUM> may be mechanically coupled to the handlebar <NUM> through the top cover <NUM>, and to the steering system <NUM> through the bottom cover <NUM>.

The planetary gear assembly <NUM> may receive manual steering input from the handlebar <NUM> and automatic steering input from the motor assembly <NUM>. Based on the received steering inputs, the planetary gear assembly <NUM> may rotate, superimpose the rotations, and actuate the steering system <NUM> to rotate the front wheel of the vehicle, thereby turning and balancing the vehicle. As would be described in conjunction with <FIG>, a plurality of gears and other components may be included in the planetary gear assembly <NUM> and may facilitate the superimposition, actuation, and rotation.

The planetary gear assembly <NUM> may include a sun gear <NUM>, a planet carrier <NUM>, three planet gears <NUM>-<NUM>, <NUM>-<NUM>, <NUM>-<NUM> (collectively referred to as planet gears <NUM>), and a ring gear <NUM>. The planetary gear assembly <NUM> may further include a steering gear <NUM>, a motor driving gear <NUM>, and a motor driven gear <NUM>. The planetary gear assembly <NUM> may be designed in such a manner that the planet gears <NUM> are positioned along the outer circumference of the sun gear <NUM>, and rotate based on the rotation of the sun gear <NUM>. Although the present description has been described with respect to three planet gears <NUM>, the same should not be construed to limit the scope of the present subject matter. It may be noted that any number of planet gears, such as the planet gears <NUM>, may be positioned along the sun gear <NUM> without deviating from the scope of the present subject matter.

Returning to the present example, the ring gear <NUM> is further positioned as a concentric ring with the same axis as that of the sun gear <NUM> in such a manner, that the planet gears <NUM> are in contact with the inner circumference of the ring gear <NUM>. The rotation of the sun gear <NUM> causes the planet gears <NUM> to rotate, thereby causing the ring gear <NUM> to rotate. Furthermore, the planet carrier <NUM> is coupled to the planet gears <NUM>, such that the rotation of planet carrier <NUM> also causes the planet gears <NUM> to rotate, thereby providing additional rotational inputs to the ring gear <NUM>.

The approaches of the present subject matter are designed in such a manner so as to allow the planetary gear assembly <NUM> to receive dual steering inputs from different sources, such as the handlebar <NUM> and the motor assembly <NUM>, and actuate steering system <NUM> to rotate the front wheel of the vehicle.

In operation, at low speeds, the planetary gear assembly <NUM> may receive manual steering input from the rider through the handlebar <NUM>. The steering gear <NUM> is coupled to the handlebar <NUM> in such a manner, that rotation of the handlebar <NUM> in response to the rider manipulation and control of the handlebar <NUM> causes the steering gear <NUM> to rotate. The steering gear <NUM>, in turn, is mechanically coupled to the planet carrier <NUM>. The planet carrier <NUM> is coupled to the steering gear <NUM> with its axis, similar to that of the steering gear <NUM>. The rotation of the steering gear <NUM> causes the planet carrier <NUM> to rotate. The rotation of the planet carrier <NUM>, in turn, causes the planet gears <NUM> to rotate, which in turn causes the ring gear <NUM> to rotate.

The rotation of the ring gear <NUM> then acts as one of the inputs for the steering system <NUM>. The different components and gears of the planetary gear assembly <NUM> are arranged in such a manner, that the manual steering input from the handlebar <NUM> eventually causes the ring gear <NUM> to rotate.

On the other hand, the motor assembly <NUM> also provides automatic steering input to the planetary gear assembly <NUM>. As described previously, the motor assembly <NUM> (not shown in <FIG>) may employ a controller to determine a target steering angle based on monitoring a plurality of vehicle attributes by the first set of sensors. The controller may cause the motor <NUM> to rotate based on the determined target steering angle. As mentioned previously, the automatic steering input from the motor assembly <NUM> may be indicative of the target steering angle as determined by the motor assembly <NUM> using the first set of sensors.

The motor assembly <NUM> is also coupled to the planetary gear assembly <NUM> through the motor driving gear <NUM> in such a manner, that the planetary gear assembly <NUM> may be capable of receiving the automatic steering input from the motor assembly <NUM> and superimposing it with the manual steering input received from the handlebar <NUM>.

Returning to the present example, the motor driving gear <NUM> is coupled to the motor assembly <NUM>, and may rotate based on the rotation of the motor <NUM>. The rotation of the motor <NUM> provides an automatic steering input to the planetary gear assembly <NUM> through the motor driving gear <NUM>. The motor driving gear <NUM> is in contact with the motor driven gear <NUM>, such that rotation in the motor driving gear <NUM> causes the motor driven gear <NUM> to rotate. Further, the motor driven gear <NUM> is coupled to the sun gear <NUM> in such a manner, that the rotation in motor driven gear <NUM> causes the sun gear <NUM> to rotate with a same angular velocity. The sun gear <NUM> is further in contact with the planet gears <NUM> along its outer circumference, such that the rotation of the sun gear <NUM> causes the planet gears <NUM> to rotate.

Thereafter, the rotation of the planet gears <NUM> causes the ring gear <NUM> to rotate. As mentioned previously, the ring gear <NUM> may also rotate based on subsequent rotations caused by the planet carrier <NUM>. As a result, the ring gear <NUM> superimposes the rotation caused by the sun gear <NUM> with the rotation caused by the planet carrier <NUM>.

The superimposed rotation of the ring gear <NUM> then acts as an input to actuate the steering system <NUM>. The steering system <NUM> may include the front wheel of the vehicle, along with other components, and the actuation of the steering system <NUM> may rotate of the front wheel, thereby turning and balancing the vehicle.

The rotational motions of the planetary gear assembly <NUM> in sun gear <NUM>, planet carrier <NUM>, and ring gear <NUM>, may correspond to the motor assembly automatic steering input, rider manual steering input, and steering system rotations respectively. As would be appreciated, the manual steering input may be used to balance and maneuver the vehicle, and the automatic steering input may act as an assisting torque. The superimposition of both the steering inputs may aid in balancing the vehicle in a better manner. The different manners in which the vehicle may be balanced using the manual steering input and the automatic steering input is described in further details in conjunction with <FIG>.

<FIG> illustrates a plurality of handlebar and steering system rotations, as per an implementation of the present subject matter. As mentioned previously, the steering system of the vehicle may rotate, based on the manual steering input from the rider through the handlebar <NUM>, and the automatic steering input from the motor assembly <NUM>.

As depicted in <FIG>, the steering system <NUM> may receive a manual steering input from the handlebar <NUM>, referred to as a. On the other hand, the motor assembly <NUM> (not shown in <FIG>) may provide an automatic steering input, referred to as β. The approaches of the present subject matter may cause the planetary gear assembly <NUM> to superimpose both the inputs, and actuate the steering system <NUM> to rotate the front wheel of the vehicle.

As further depicted in <FIG>, the handlebar <NUM> may not provide any manual steering input to the steering system <NUM>. In one example as depicted in <FIG>, the automatic steering input from the motor assembly <NUM> may cause the steering system <NUM> to rotate in a counter-clockwise direction. In another example as depicted in <FIG>, the steering system <NUM> may not receive any automatic steering input from the motor assembly <NUM>, thereby not altering the movement of the vehicle. In yet another example as depicted in <FIG>, the automatic steering input from the motor assembly <NUM> may cause the steering system <NUM> to rotate in a clockwise direction.

On the other hand, as depicted in <FIG>, the automatic steering input from the motor assembly <NUM> may cause the steering system <NUM> to rotate in a counter-clockwise direction, whereas the manual steering input from the handlebar <NUM> may cause the steering system <NUM> to rotate in a counter-clockwise and clockwise direction respectively.

In another example, as depicted in <FIG>, the automatic steering input from the motor assembly <NUM> may cause the steering system <NUM> to rotate in a clockwise direction, whereas the manual steering input from the handlebar <NUM> may cause the steering system <NUM> to rotate in a counter-clockwise and clockwise direction respectively. As a result, the planetary gear assembly <NUM> may superimpose the manual steering input and the automatic steering input, and may cause the steering system <NUM> to rotate based on the superimposition.

<FIG> illustrates a block diagram of working of a vehicle stabilizing system, as per an implementation of the present subject matter. As described previously in conjunction with the preceding figures, the approaches of the present subject matter may provide a vehicle stabilizing system <NUM> for superimposing manual steering input from a rider through the handlebar <NUM> and automatic steering input from motor assembly <NUM>, and actuating the steering system <NUM>. The vehicle stabilizing system <NUM> may balance the vehicle at low speeds based on the superimposed manual and automatic steering input.

As depicted in <FIG>, the vehicle stabilizing system may include a first set of sensors <NUM> and a motor assembly <NUM>. The motor assembly <NUM> may further include a second set of sensors <NUM>, controller <NUM>, and motor <NUM>. The first set of sensors <NUM> may monitor a plurality of vehicle attributes, and may be in communication with the controller <NUM>. Based on the monitored vehicle attributes by the first set of sensors <NUM>, the controller <NUM> may determine a target steering angle, and cause the motor <NUM> to rotate based on the determined target steering angle. The rotation of the motor <NUM> acts as an automatic steering input <NUM>. On the other hand, the rider may provide a manual steering input <NUM> through the handlebar <NUM>.

The planetary gear assembly <NUM> (not shown in <FIG>) may superimpose the automatic steering input <NUM> and manual steering input <NUM>, and may rotate based on the superimposed rotation. The rotation of planetary gear assembly <NUM> may actuate the steering system <NUM>, thereby resulting in turning and balancing the vehicle <NUM>. Further, based on the rotation of the steering system <NUM>, the second set of sensors <NUM> may monitor the vehicle and/or motor attributes to provide a feedback input to the controller <NUM>. Based on the feedback input, the controller <NUM> may alter the rotation of the motor <NUM> to eventually alter the automatic steering input <NUM>. The altered automatic steering input <NUM> may then be used by the steering system <NUM> to balance the vehicle <NUM>.

As would be appreciated, the approaches of the present subject matter may allow the automatic steering input <NUM> and the manual steering input <NUM> to be taken into consideration simultaneously for balancing the vehicle in a better manner. The manual steering input <NUM> from the rider may control the vehicle, and the automatic steering input <NUM> may act as an assisting torque.

Claim 1:
A vehicle stabilizing system for balancing a vehicle, the system comprising:
a handlebar, wherein the handlebar is to provide a manual steering input to a vehicle;
a motor assembly, wherein the motor assembly is to provide an automatic steering input to the vehicle;
characterised by
a planetary gear assembly mechanically coupled to the handlebar and the motor assembly, wherein the planetary gear assembly is to rotate based on at least one of the manual steering input and the automatic steering input; and
a steering system coupled to the planetary gear assembly, wherein the steering system is actuated based on the rotation of the planetary gear assembly.