Description:FIELD OF THE INVENTION
[001] The present invention relates to a system and a method for ride control of a vehicle.

BACKGROUND OF THE INVENTION
[002] Vehicle and the technologies related to the vehicles have been known for a very long time. With the advancement in vehicle technologies, there is greater focus on enhancement of driver assistance, and on improving the overall driving experience. Vehicles with multiple modes of driving dynamics are becoming increasingly popular. These modes change settings in multiple vehicle subsystems, such as steering, powertrain, chassis, interior lighting, sound insulation and/or filtering infotainment systems, etc. The modes provide the user with flexibility by changing the behaviour of the vehicle for different driving conditions and to better match the driver's preferences in terms of performance.
[003] There is a growing need for complete automation of customizing experience for the driver driving the vehicle. Earlier the data which was used by the vehicle to customize the driving experience was very limited. For example, fuel consumption of vehicle, softness of suspension, pitching of vehicle etc need to be dynamically tuned. Keeping in line with the technology development in user specific customisation, the users of personal vehicles now require their vehicle to be fully auto customised depending on to the terrain conditions and expect the vehicle to adapt to the terrain instead of the driver adjusting their driving style specific to the terrain.
[004] Further, in the existing two wheelers, an Inertial Measurement Unit (IMU) is mounted on the vehicle. Conventionally, the IMU provides support in detecting the road terrains, road bends, potholes, however inputs from the IMU are not conventionally utilised for real time ride mode adjustment. In existing vehicles, GPS coordinates in communication with satellite are used to determine the terrain conditions, however the real road conditions identifying road bends, pot holes, road bumps etc are not detected in real time, and thus there is no real time adjustment in vehicle ride mode or vehicle behaviour to adjust to the real time terrain or road conditions.
[005] Thus, there is a need in the art for a system and a method for ride control of a vehicle, which addresses at least the aforementioned problems.

SUMMARY OF THE INVENTION
[006] In one aspect, the present invention relates to a system for ride control of a vehicle. The system has a mobile device configured to receive a set of input data corresponding to a terrain and determine a set of terrain parameters based on the set of input data. The system further has an inertial measurement unit provided on the vehicle, wherein the mobile device is configured to receive the set of input data which corresponds to the terrain from the inertial measurement unit. The system further has a vehicle control unit configured to control the vehicle in a plurality of ride modes. The vehicle control unit is further configured to receive the set of terrain parameters from the mobile device, select a ride mode corresponding to the set of terrain parameters from the plurality of ride modes, and calibrate one or more vehicle characteristics according to the selected ride mode, which controls the ride of the vehicle base on the selected ride mode.
[007] In a further embodiment of the invention, a speedometer unit is configured to be in communication with the mobile device. Further, the speedometer unit is configured to receive the set of terrain parameters from the mobile device, wherein the vehicle control unit is configured to receive the set of terrain parameters from the speedometer unit.
[008] In a further embodiment of the invention, the inertial measurement unit (IMU) has an accelerometer to detect acceleration of the vehicle in x, y and z axis, further, the Inertial Measurement Unit (IMU) has a gyroscope to detect angular velocity of the vehicle in x, y and z axis, wherein the set of input data comprises the acceleration and angular velocity of the vehicle in x, y and z axis.
[009] In a further embodiment of the invention, the mobile device has a Global Positioning System (GPS) inbuilt into the mobile device, and the mobile device receives the set of input data from the inbuilt Global Positioning System (GPS), to determine the set of terrain parameters.
[010] In a further embodiment of the invention, the Vehicle Control Unit (VCU) communicates with the speedometer unit and the mobile device via the speedometer unit, on successful calibration of the vehicle parameters according to the selected ride mode, and the speedometer unit and the mobile device are configured to notify the successful calibration of the vehicle parameters to the rider.
[011] In another aspect, the present invention relates to a method for ride control of a vehicle. The method has the steps of receiving, by a vehicle control unit (VCU), a set of terrain parameters from a mobile device, wherein the set of terrain parameters are determined by the mobile device based on a set of input corresponding to the terrain received by the mobile device from an Inertial Measurement Unit (IMU); selecting, by the vehicle unit, a ride mode corresponding to the set of terrain parameters from a plurality of ride modes; and calibrating, by the vehicle control unit, one or more vehicle characteristics according to the selected ride mode, thereby controlling the ride of the vehicle based on the selected ride mode.
[012] In an embodiment of the invention, the method further has the step of receiving, by the vehicle control unit (VCU), the set of parameters from the mobile device, wherein the set of terrain parameters are determined by the mobile device based on a set of input data corresponding to the terrain received by the mobile device from a Global Positioning System (GPS) inbuilt into the mobile device.
[013] In a further embodiment of the invention, the method further has the step of communicating, by the vehicle control unit, with the speedometer unit and the mobile device via the speedometer unit, on successful calibration of the vehicle parameters according to the selected ride mode; and notifying, by the vehicle control unit, the successful calibration of the vehicle parameters to the rider through the speedometer unit and the mobile device.

BRIEF DESCRIPTION OF THE DRAWINGS
[014] Reference will be made to embodiments of the invention, examples of which may be illustrated in accompanying figures. These figures are intended to be illustrative, not limiting. Although the invention is generally described in context of these embodiments, it should be understood that it is not intended to limit the scope of the invention to these particular embodiments.
Figure 1 illustrates a left side view of an exemplary saddle type vehicle, in accordance with an embodiment of the present invention.
Figure 2 illustrates a system for ride control of a vehicle, in accordance with an embodiment of the present invention.
Figure 3 illustrates a method for ride control of the vehicle using a set of input data received by the mobile device from an Inertial Measurement Unit (IMU), in accordance with an embodiment of the present invention.
Figure 4 illustrates a method for ride control of a vehicle using a set of input data from Global Positioning System (GPS) inbuilt in mobile device, in accordance with an embodiment of the present invention.

DETAILED DESCRIPTION OF THE INVENTION
[015] The present invention relates a system 100 and a method 200 for ride control of a vehicle 10.
[016] Figure 1 illustrates an exemplary saddle type vehicle 10, in accordance with an embodiment of the invention. The saddle type vehicle 10 includes an internal combustion engine 12 that is vertically disposed or a traction motor (not shown). In an embodiment, the internal combustion engine 12 is a single-cylinder type internal combustion engine. The saddle type vehicle 10 further includes a front wheel 14, a rear wheel 16, a frame structure, a seat assembly 18 and a fuel tank 40 or a battery pack as required. The frame structure includes a head pipe, a main frame, a down tube, and a pair of left and right rear frames. The head pipe supports a steering shaft and two telescopic front forks 26 (only one shown) attached to the steering shaft through a lower bracket (not shown). The two telescopic front forks 26 support the front wheel 14. The upper portion of the front wheel 14 is covered by a front fender 28 mounted to the lower portion of the telescopic front forks 26 at the end of the steering shaft. A head light 32, a visor guard (not shown) and instrument cluster 33 are arranged on an upper portion of the head pipe. The down tube may be located in front of the internal combustion engine 12 or the traction motor and extends slantly downward from the head pipe. The main frame is located above the internal combustion engine 12 or the traction motor and extends rearward from the head pipe. In an embodiment, the internal combustion engine 12 is mounted at the front to the down tube and a rear of the internal combustion engine 12 is mounted at a rear portion of the main frame. In an embodiment, the internal combustion engine 12 is mounted vertically, with a cylinder block extending vertically above a crankcase. In an alternative embodiment, the internal combustion engine 12 is mounted horizontally (not shown) with the cylinder block extending horizontally forwardly from the crankcase. In an embodiment, the cylinder block is disposed rearwardly of the down tube.
[017] In an embodiment, the fuel tank 40 of the saddle type vehicle 10 is mounted on the main frame. The pair of left and right rear frames are joined to the main frame and extend rearward to support the seat assembly 18. A rear swing arm 34 is connected to the frame structure to swing vertically, and the rear wheel 16 is connected to a rear end of the rear swing arm 34. Generally, the rear swing arm 34 is supported by a mono rear suspension (not shown) or through two suspensions (not shown) on either side of the saddle type vehicle 10. A taillight unit 37 is disposed at the end of the saddle type vehicle 10 and at the rear of the seat assembly 18. The rear wheel 16 arranged below the seat assembly 18 rotates by the driving force of the internal combustion engine 12 transmitted through a chain drive (not shown) from the internal combustion engine 12. A rear fender 38 is disposed above the rear wheel 16 and is configured to cover the rear wheel 16.
[018] Further, an exhaust pipe (not shown) of the saddle type vehicle 10 extends vertically downward from the internal combustion engine 12 up to a point and then extends below the internal combustion engine 12, longitudinally along the vehicle length before terminating in a muffler (not shown). The muffler is typically disposed adjoining the rear wheel 16.
[019] The saddle type vehicle 10 further includes a handlebar 50 connected to the head pipe of the frame structure and extending in a vehicle width direction. The handlebar 50 can rotate to both sides of the vehicle 10 during vehicle turning movements.
[020] Furthermore, in alternative embodiment, the saddle type vehicle 10 comprises of a rotary electric machine (not shown). The rotary electric machine is connected to a crankshaft of the internal combustion engine 12. In an embodiment, the rotary electric machine is an Integrated Starter Generator (ISG) that is configured to provide torque to the crankshaft for starting the internal combustion engine 12. Once the internal combustion engine 12 is started, the ISG is configured to rotate with the crankshaft and convert rotational energy into electric energy to provide electrical power to vehicle components and charge a battery of the vehicle 10. In an embodiment, the saddle type vehicle 10 is a mild hybrid type vehicle wherein the ISG assists the internal combustion engine 12. In this embodiment, the ISG, in addition to performing the starter and generator function, assists the internal combustion engine 12 when required. A hybrid assist functionality controls the saddle type vehicle 10 to rely solely on electric power of the ISG in riding conditions such as coasting or braking, and swiftly restarting the internal combustion engine 12 when required.
[021] In an embodiment, the vehicle 10 has an automatic mode change controlled by an Advance Rider Assistance Systems Electronic Control Unit (ARAS ECU). As is known in the prior art, in the current two-wheeler there are no effective Advance Rider Assistance Systems Electronic Control Unit (ARAS ECU) and explicitly there are no specific Electronic Control Units that control a RADAR and a front camera of the vehicle, or have a control over features like Adaptive Cruise Control, Autonomous Emergency Braking, Traffic Sign recognition or detection of any other contextual signals from the road. A vehicle with all these features installed will have different modes and these modes can be changed automatically. Further, by introducing the automatic mode change, performance of the vehicle can be increased and fuel or battery life of the vehicle can be increased, and the vehicle can become more economical. Further, customer driving experience can be enhanced due to the automatic change in the mode.
[022] To address the aforementioned problems, in an embodiment, a Level 1 or Level 2 ARAS is implemented in a vehicle, especially a saddle type vehicle with a RADAR or a front camera which are available in the vehicle. The ARAS ECU is capable of switching the vehicle 10 between various modes such as sport or city or any other comfort mode. Based on the traffic signals detected either by the front camera or the RADAR, with speed limits or traffic signals detected, the mode switching is done by the ARAS ECU. Similar mode switching can be implemented in vehicles that have a connected instrument cluster 33 such that information can be retrieved from a mobile through Bluetooth connectivity on the traffic or weather or speed limit details such that Engine Management System Electronic Control Unit (EMS ECU) enables mode switching between city to sport or vice versa. Further, instead of an Advanced Rider Assistance System Electronic Control Unit (ARAS ECU), a Vehicle Control Unit (VCU) in two-wheeler or four- wheeler can control the ADAS/ARAS features. With respect to the constructional details, the RADAR and the front camera must be added with the master ARAS ECU for communicating the sensor signals from the ARAS ECU to the EMS ECU or a Micro Controller Unit (MCU) which takes the decision of controlling the engine 12 and other vehicle characteristics.
[023] Herein, the RADAR and front camera receive the ongoing and forth coming vehicle signals which are processed by the ARAS ECU and the ARAS ECU channelizes the signals to the EMS or Anti Lock Braking System (ABS) ECU’s, such that the decision of automatic mode change can be made. The EMS ECU and/or ABS ECU, depending upon the throttle input signal and other signals from the ARAS ECU, take a decision on switching the mode or applying the brake. The EMS ECU also communicates the changing of the mode to the instrument cluster 33, such that in instrument cluster 33, a mode change message can be update as information to the rider. Further, after all the actions, the ARAS ECU processes the road signals and continues to take care of the Safety during riding.
[024] Furthermore, when the RADAR and the front camera sense the vehicles in the road and the traffic signs on the side of the roads, the sensor signals are sent to the ARAS ECU through different protocols. From the ARAS ECU, the signals are sent to the EMS ECU or the ABS ECU in a Controller Area Network (CAN). Then, as per the driver input to the throttle and the brake levers, the EMS ECU and the ABS ECU take the action and send the response to the ARAS ECU after which the ARAS ECU informs the EMS ECU to do the mode change over the CAN. Thus, a manual mode change button operation could be automated. With the help of sensor signals, the ARAS ECU along with the EMS ECU takes the call of accelerating or decelerating or braking or idling the vehicle, based on which the mode change can be automatically decided and implemented through software and the rider is informed on the instrument cluster.
[025] In a further embodiment of the invention, a Universal Serial Bus (USB) mobile charger in control switch is located on the handlebar 50 for ease of accessing of a charger point in a vehicle to charge in a two wheeled vehicle particularly motorcycle charging and access while riding. A C-type charging port located in the place in control switch in the handlebar 50. The charging port provides the necessary protocol to charge a mobile using a charging cable. The location of the charging port is thus, easily accessible for charging and the mobile device can be charged and mounted on a mobile holder on the handlebar of the vehicle. The charging port can also be used with data transfer protocol to transfer images or music. The abovementioned arrangement gives comfort to user for ease of access. The charging port will have the requisite electronics packaged inside the control switch which will provide the charging voltage required to charge mobile as per the charging protocol designed. The charging port has a slot of mating a C-type coupler of a mobile charging cable. This charging cable with the C-type coupler at one end is inserted in the port provided in the control switch and other end of the cable is connected to the mobile. Upon turning ON the vehicle, the mobile starts charging as per designed.
[026] Figure 2 illustrates a system 100 for ride control of the vehicle 10. As illustrated, the system 100 comprises a mobile device 110. The mobile device 110 is configured to receive a set of input data which corresponds to a terrain. The mobile device 110 is further configured to determine a set of terrain parameters based on the set of input data. In an embodiment, the input data which corresponds to a terrain is data based on vehicle altitude, angular rates, linear velocity, position relative to a global reference frame, acceleration, traction control of the vehicle, braking and navigation.
[027] Further, the system 100 has an Inertial Measurement Unit 130 provided on the vehicle 10. Herein, the mobile device 110 receives the set of input data corresponding to the terrain from the Inertial Measurement Unit 130. In an embodiment, the Inertial measurement unit (IMU) 130 senses the data related to the terrain such as vehicle altitude, angular rates, linear velocity, position relative to a global reference frame and communicates the data to the mobile device 110 as the set of input data.
[028] As further illustrated, the system 100 further has a vehicle control unit 140. The vehicle control unit (VCU) 140 is configured to control the vehicle in a plurality of ride modes. The plurality of ride modes are provided such that each of the ride modes correspond to a different values of vehicle characteristics, that are appropriate for different riding conditions. For providing ride control of the vehicle 10, the vehicle control unit (VCU) 140 is further configured to receive the set of terrain parameters from the mobile device 110. On receipt of the set of terrain parameters, the vehicle control unit (VCU) 140 is configured to select a ride mode from the plurality of ride modes, wherein the selected ride mode corresponds to the set of terrain parameters.
[029] On selection of the ride mode, the vehicle control unit 140 is configured to calibrate one or more vehicle characteristics according to the selected ride mode, which therefore, controls the ride of the vehicle based on the selected ride mode. In an embodiment, the vehicle control unit (VCU) 140 is configured to store a plurality of sets of preloaded ride modes corresponding to the input data received related to the terrain parameters.
[030] In an embodiment, the system 100 comprises a speedometer unit 120. Herein, the speedometer unit 120 is configured to be in communication with the mobile device 110. The speedometer unit 120 is further configured to receive the set of terrain parameters from the mobile device 110, wherein the vehicle control unit 140 is configured to receive the set of terrain parameters from the speedometer unit 120. Thus, the speedometer unit 120 acts as an intermediary for communication between the mobile device 110 and the vehicle control unit 140. Herein, in an embodiment, the communication between the speedometer unit 120 and the mobile device 110 is established over a wireless network such as Bluetooth, Wi-Fi and Near Field Communications (NFC), and the communication between the speedometer unit 120 and the vehicle control unit 140 is established over the Controller Area Network (CAN).
[031] As mentioned hereinbefore, in an embodiment, the vehicle control unit (VCU) 140 is preloaded with the plurality of the ride modes. For example, for smooth roads of city, wherein the terrain may have speed bumps and potholes, the vehicle characteristics, the ride mode would be city mode suitable for city riding; for the dirt track wherein the terrain is uneven, the ride mode would be a ride mode wherein the vehicle characteristics would be suited for dirt track such as softer suspension and quicker engine response; for a highway wherein the terrain is smooth, the ride mode would be such that the vehicle characteristics allow for cruising and quick overtaking. Thus, on receiving the set of terrain parameters from the mobile device 110, the vehicle control unit 140 selects the ride mode from the preloaded plurality of the ride modes based on the set of terrain parameters, thus selecting a ride more based on the real time terrain. Furthermore, the vehicle control unit 140 then calibrates one or more vehicle characteristics according to the selected ride mode, thus making the vehicle characteristics suitable for the real time terrain.
[032] In an embodiment, the Inertial Measurement Unit (IMU) 130 comprises of an accelerometer 150 that detect acceleration of the vehicle in x, y and z axis. The Inertial Measurement Unit 130 further comprises a gyroscope 160 configured to detect angular velocity of the vehicle 10 in x, y and z axes, wherein the set of input data comprises the acceleration and angular velocity of the vehicle in x, y and z axis. Further, in an embodiment, the Inertial Measurement Unit (IMU) 130 is capable of using a magnetometer for detecting the magnetic fields in form of flux, strength and directions; and a barometer for detecting the atmospheric pressure, which is further indicative of the terrain.
[033] In a further embodiment, the mobile device 110 comprises of a Global Positioning System (GPS) inbuilt into the mobile device 110, and the mobile device 110 is configured to receive the set of input data from the inbuilt Global Positioning System (GPS), to determine the set of terrain parameters. Thus, in addition to the Inertial Measurement Unit 130, the mobile device 110 is capable of receiving the set of input data from the GPS, thus providing a more comprehensive set of input data. Further, in case of any Inertial Measurement Unit 130 malfunction, the GPS is capable of providing the set of input data to the mobile device 110 independently of the Inertial Measurement Unit 130.
[034] In a further embodiment, the Vehicle Control Unit (VCU) 140 is configured to communicate with the speedometer unit 120 and the mobile device 110 via speedometer unit 120, on successful calibration of the vehicle parameters according to the selected ride mode. The speedometer unit 120 and the mobile device 110 are configured to notify the successful calibration of the vehicle parameters to the rider. Furthermore, in an embodiment, the speedometer unit 120 comprises of a display module configured to display the success or failure of the calibration of the vehicle parameters to the rider. The display module includes a screen which is made up of Liquid Crystal Display (LCD) or light Emitting Diode (LED) or Thin Film Transistor (TFT), thus being capable of displaying, success or failure of the calibration of the vehicle parameters to the rider.
[035] In another aspect, the present invention relates to a method 200 for ride control of a vehicle 10. As referenced in Figure 3, at step 202, a set of input data corresponding to the terrain is received by the mobile device 110 from the Inertial Measurement Unit (IMU) 130. At step 204, a set of terrain parameters are determined by the mobile device 110 based on the set input data. At step 206, the set of terrain parameters are received by the speedometer unit 120 from the mobile device 110. At step 208, the set of terrain parameters are by the Vehicle Control Unit (VCU) 140 from the speedometer unit 120. Further, at step 210, a ride mode from a plurality of ride modes is selected by the vehicle control unit 140, wherein the selected ride mode corresponds to the set of terrain parameters. Thereafter, at step 212, one or more vehicle characteristics are calibrated by the vehicle control unit 140, corresponding to the selected ride mode.
[036] Thereafter, if the calibration is successful, the method 200 moves to step 214, wherein at step 214, the rider is notified through speedometer unit 120 and mobile device 110. Thereafter, at step 216, the one or more vehicle characteristics are calibrated as per the selected ride mode, after which the method 200 comes to an end at step 218. If the calibration at step 212 remains unsuccessful, the method 200 moves to step 220, where on unsuccessful calibration, the mobile device 110 sends a request again for a predetermined number of attempts (for example, 5) for calibration of the vehicle characteristics, till the calibration is successful. If the calibration is unsuccessful after the predetermined number of attempts, at step 222, the same is notified to the rider through the speedometer unit 120 and the mobile device 110. Thereafter, at step 224, no mode change is performed, and the method 200 ends at step 226.
[037] In an embodiment, the present invention provides method steps 300 for ride control of a vehicle 10. As referenced in Figure 4, at step 302, a set of input data corresponding to the terrain is received by the mobile device 110 from the an inbuilt Global Positioning System (GPS). At step 304, a set of terrain parameters are determined by the mobile device 110 based on the set input data. At step 306, the set of terrain parameters are received by the speedometer unit 120 from the mobile device 110. At step 308, the set of terrain parameters are by the Vehicle Control Unit (VCU) 140 from the speedometer unit 120. Further, at step 310, a ride mode from a plurality of ride modes is selected by the vehicle control unit 140, wherein the selected ride mode corresponds to the set of terrain parameters. Thereafter, at step 312, one or more vehicle characteristics are calibrated by the vehicle control unit 140, corresponding to the selected ride mode.
[038] Thereafter, if the calibration is successful, the method 200 moves to step 314, wherein at step 314, the rider is notified through speedometer unit 120 and mobile device 110. Thereafter, at step 316, the one or more vehicle characteristics are calibrated as per the selected ride mode, after which the method steps 300 come to an end at step 318. If the calibration at step 312 remains unsuccessful, the method steps 300 moves to step 320, where on unsuccessful calibration, the mobile device 110 sends a request again for a predetermined number of attempts (for example, 5) for calibration of the vehicle characteristics, till the calibration is successful. If the calibration is unsuccessful after the predetermined number of attempts, at step 322, the same is notified to the rider through the speedometer unit 120 and the mobile device 110. Thereafter, at step 324, no mode change is performed, and the method steps 300 end at step 326.
[039] Advantageously, the present invention provides a system and method by way of which the ride modes, and thus the vehicle characteristics are calibrated based on the terrain details that are updated in real time. The calibration of vehicle characteristics in real time with respect to the terrain not only enhances the rider experience, but also results in improved fuel efficiency in case of vehicle with internal combustion engines, improved energy efficiency in terms of battery power consumption in case of electric vehicles, better comfort and improved vehicle performance, irrespective of the terrain.
[040] The present invention also provides for prevention of draining of excessive battery by making the switching ride modes a predominantly automated operation rather than a manual operation. Furthermore, in the present invention, receiving the set of input data from the GPS in addition to the Inertial Measurement Unit, allows for updating of mountainous or hilly terrains in advance, supplementing the real time terrain updates.
[041] While the present invention has been described with respect to certain embodiments, it will be apparent to those skilled in the art that various changes and modification may be made without departing from the scope of the invention as defined in the following claims.

List of Reference Numerals
10: Vehicle
100: System for ride control of the vehicle
110: Mobile device
120: Speedometer unit
130: Inertial Measurement Unit
140: Vehicle Control Unit
150: Accelerometer
160: Gyroscope
200: Method for Ride Control of a Vehicle
, Claims:1. A system (100) for ride control of a vehicle (10), the system comprising:
a mobile device (110), the mobile device (110) being configured to receive a set of input data corresponding to a terrain, and determine a set of terrain parameters based on the set of input data;
an Inertial Measurement Unit (130) provided on the vehicle (10), wherein the mobile device (110) being configured to receive the set of input data corresponding to the terrain from the Inertial Measurement Unit (130);
and
a vehicle control unit (VCU) (140) configured to control the vehicle (10) in a plurality of ride modes, and the vehicle control unit (140) being configured to:
receive the set of terrain parameters from the mobile device (110);
select a ride mode corresponding to the set of terrain parameters from the plurality of ride modes; and
calibrate one or more vehicle characteristics according to the selected ride mode, thereby controlling the ride of the vehicle based on the selected ride mode.

2. The system (100) as claimed in claim 1, comprising a speedometer unit (120), the speedometer unit (120) being configured to be in communication with the mobile device (110), and being configured to receive the set of terrain parameters from the mobile device (110), wherein the vehicle control unit (140) being configured to receive the set of terrain parameters from the speedometer unit (120).

3. The system (100) as claimed in claim 1, wherein the Inertial Measurement Unit (130) comprises an accelerometer (150) configured to detect acceleration of the vehicle (10) in x, y and z axis; and a gyroscope (160) configured to detect angular velocity of the vehicle (10) in x, y and z axes, wherein the set of input data comprises the acceleration and angular velocity of the vehicle (10) in x, y and z axis.

4. The system (100) as claimed in claim 1, wherein the mobile device (110) comprises a Global Positioning System inbuilt into the mobile device (110), and the mobile device (110) is configured to receive the set of input data from the inbuilt Global Positioning System, to determine the set of terrain parameters.

5. The system (100) as claimed in claim 1, wherein the vehicle control unit (140) is configured to communicate with the speedometer unit and the mobile device (110) via the speedometer unit (120), on successful calibration of the vehicle (10) parameters according to the selected ride mode, and the speedometer unit (120) and the mobile device (110) are configured to notify the successful calibration of the vehicle (10) parameters to the rider.

6. A method (200) for ride control of a vehicle (10), the method comprising steps of:
receiving, by a vehicle control unit (140), a set of terrain parameters from a mobile device (110), wherein the set of terrain parameters are determined by the mobile device (110) based on a set of input data corresponding to the terrain received by the mobile device from an Inertial Measurement Unit (130);
selecting, by the vehicle control unit (140), a ride mode corresponding to the set of terrain parameters from a plurality of ride modes; and
calibrating, by the vehicle control unit (140), one or more vehicle (10) characteristics according to the selected ride mode, thereby controlling the ride of the vehicle (10) based on the selected ride mode.

7. The method (200) as claimed in claim 6, comprising the step of:
receiving, by the vehicle control unit (140), the set of terrain parameters from the mobile device (110), wherein the set of terrain parameters are determined by the mobile device (110) based on a set of input data corresponding to the terrain received by the mobile device from a Global Positioning System inbuilt into the mobile device (110).

8. The method (200) as claimed in claim 6, comprising the step of:
communicating, by the vehicle control unit (140), with the speedometer unit (120) and the mobile device (110) via the speedometer unit (120), on successful calibration of the vehicle parameters according to the selected ride mode; and
notifying, by the vehicle control unit (140), the successful calibration of the vehicle parameters to the rider through the speedometer unit (120) and the mobile device (110).