FORM 2
THE PATENTS ACT, 1970
[39 OF 1970]
&
THE PATENTS RULES, 2003
COMPLETE SPECIFICATION
[See section 10; rule 13]
TITLE: “AN ANTI-ROLLOVER SYSTEM FOR A VEHICLE”
Name and Address of the Applicant:
TATA MOTORS LIMITED of 24 Homi Mody Street, Hutatma Chowk, Mumbai 400 001 Maharashtra, India.
Nationality: Indian
The following specification particularly describes the invention and the manner in which it is to be performed.

TECHNICAL FIELD
[001] Present disclosure relates to a field of automobiles. Particularly, but not exclusively, the present disclosure relates to an anti-rollover system for a vehicle.
BACKGROUND OF THE DISCLOSURE
[002] Vehicles, particularly heavy vehicles such as buses, trucks, etc. are known to carry people and/or goods from one place to other. Such vehicles usually includes a chassis, and a load body and a driver cabin (also referred as “cabin” interchangeably) mounted on the chassis. Further, the vehicle includes a suspension system to isolate passengers from feeling undulations of the road and impending shocks and vibrations arising from going over the undulations, making the ride more comfortable. In many of these vehicles, the suspension system includes an anti-roll bar coupled to a damper of the suspension system of the vehicle. Generally, the anti-roll bar minimizes body roll of the vehicle during cornering/turning/banking and pitching movements of the vehicle arising from the vehicle going over the undulations.
[003] However, when the vehicle is moving at a velocity higher than the maximum turning velocity during cornering/turning/banking, particularly in a loaded condition, uneven loaded condition, and/or overloaded condition of the vehicle, there is a high tendency of toppling of the vehicle. Such incidents of toppling over may cause accidents that may be fatal to humans and animals. Therefore, there is a need of an anti-rollover system to prevent the vehicle from toppling when the vehicle is moving at a velocity higher than the maximum turning velocity during cornering/turning/banking and high pitching movements of the vehicle. The present disclosure is directed to overcome one or more limitations stated above or any other limitations associated with the aspect of the anti-rollover/toppling of the vehicle.
[004] The drawbacks/difficulties/disadvantages/limitations of the conventional techniques explained in the background section are just for exemplary purpose and the disclosure would never limit its scope only such limitations. A person skilled in the art would understand that this disclosure and below mentioned description may also solve other problems or overcome the other drawbacks/disadvantages of the conventional arts which are not explicitly captured above.
SUMMARY OF THE DISCLOSURE
[005] One or more shortcomings of the conventional vehicle are overcome by an anti-rollover
system, as described. Additional features and advantages are realized through the techniques

of the present disclosure. Other embodiments and aspects of the disclosure are described in detail herein and are considered a part of the claimed disclosure.
[006] In a non-limiting embodiment of the disclosure, an anti-rollover system for a vehicle is disclosed. The anti-rollover system comprising a chassis configured to receive a cabin and a load body. The anti-rollover system further comprises a shaft mounted to the chassis. The shaft is connectable to the chassis through at least one bracket. Furthermore, the anti-rollover system comprises a plurality of actuators disposed on the chassis at first predetermined locations. Each of the plurality of actuator comprises at least one sensor configured to determine load of the load body. In addition, the anti-rollover system comprises a plurality of struts with spring disposed on the chassis at second predetermined locations. Moreover, the anti-rollover system comprises a control unit communicatively connected to the plurality of sensors and the plurality of actuators. The control unit is configured to receive load data from the plurality of sensors. Further, the control unit is configured to determine the load data with predetermined vehicle parameters and determine centre of gravity of the vehicle. Furthermore, the control unit is configured to actuate the plurality of actuators to swivel the load body about the shaft to adjust centre of gravity of the vehicle.
[007] In an embodiment, the at least one bracket mounted to the shaft. The at least one bracket comprises an upper portion and a lower portion. The upper portion is connected to the load body and the lower portion is connected to the chassis of the vehicle.
[008] In an embodiment, the anti-rollover system comprises a bearing disposed within each of the at least one bracket. The bearing accommodates the shaft and allows frictionless rotation of the shaft relative to the chassis of the vehicle.
[009] In an embodiment, the plurality of sensors are at least one of load cells/sensors, strain gauges, and force sensors.
[0010] In an embodiment, the plurality of actuators are operable pneumatically or hydraulically.
[0011] In an embodiment, the predetermined vehicle parameters are speed of the vehicle and topology of a road. The topology of the road is at least one of a gradient of the road, banking of the road, and radii of curvature/turning in the road.
[0012] In an embodiment, a vehicle is disclosed. The vehicle comprising a cabin disposed on a front portion of the chassis. Further, the vehicle comprises a load body disposed adjacent to

the cabin on the chassis. Furthermore, the vehicle comprises an anti-rollover system. The anti-rollover system comprises a shaft mounted to the chassis. The shaft is connectable to the chassis through at least one bracket. Further, the anti-rollover system comprises a plurality of actuators disposed on the chassis at first predetermined locations. Each of the actuator comprises at least one sensor configured to determine load of the load body. Furthermore, the anti-rollover system comprises a plurality of struts with spring disposed on the chassis at second predetermined locations. In addition, the anti-rollover system comprises a control unit communicatively connected to the plurality of sensors and the plurality of actuators. The control unit is configured to receive load data from the plurality of sensors. Further, the control unit is configured to determine the load data with predetermined vehicle parameters and determine centre of gravity of the vehicle. Furthermore, the control unit is configured to actuate the plurality of actuators to swivel the load body about the shaft to adjust centre of gravity of the vehicle.
[0013] In an embodiment, the vehicle comprises a LiDAR sensor disposed on a frontal side of the cabin of the vehicle. The LiDAR sensor is configured to measure the topology of a road.
[0014] In an embodiment, the topology of the road is at least one of a gradient of the road, banking of the road, and radii of curvature/turning in the road.
[0015] In an embodiment, the vehicle comprises an alerting mechanism disposed within the cabin of the vehicle. The alerting mechanism is configured to alert a driver of the vehicle based on the predetermined vehicle parameters.
[0016] The foregoing summary is illustrative only and is not intended to be in any way limiting. In addition to the illustrative aspects, embodiments, and features described above, further aspects, embodiments, and features will become apparent by reference to the drawings and the following detailed description.
BRIEF DESCRIPTION OF THE ACCOMPANYING DRAWINGS
[0017] The novel features and characteristics of the disclosure are set forth in the appended description. The disclosure itself, however, as well as a preferred mode of use, further objectives, and advantages thereof, will best be understood by reference to the following detailed description of an illustrative embodiment when read in conjunction with the accompanying figures. One or more embodiments are now described, by way of example only, with reference to the accompanying figures wherein like reference numerals represent like elements and in which:

[0018] Figure 1 illustrates a perspective view of a vehicle comprising an anti-rollover system, according to an embodiment of the present disclosure.
[0019] Figure 2 illustrates a rear view of the vehicle of Figure 1, according to an embodiment of the present disclosure.
[0020] Figure 3 illustrates a bottom view of the vehicle of Figure 1, according to an embodiment of the present disclosure.
[0021] Figure 4 illustrates an exploded view of the vehicle of Figure 1, according to an embodiment of the present disclosure.
[0022] Figure 5 illustrates a block diagram of the anti-rollover system, according to an embodiment of the present disclosure.
[0023] The figures depict embodiments of the disclosure for purposes of illustration only. One skilled in the art will readily recognize from the following description that alternative embodiments of the anti-roll bar and the system for varying stiffness of the anti-roll bar illustrated herein may be employed without departing from the principles of the disclosure described herein.
DETAILED DESCRIPTION
[0024] While the embodiments in the disclosure are subject to various modifications and alternative forms, specific embodiments thereof have been shown by the way of example in the figures and will be described below. It should be understood, however that it is not intended to limit the disclosure to the particular forms disclosed, but on the contrary, the disclosure is to cover all modifications, equivalents, and alternatives falling within the scope of the disclosure.
[0025] It is to be noted that a person skilled in the art would be motivated from the present disclosure and modify various features of the anti-rollover system for a vehicle without departing from the scope of the disclosure. Therefore, such modifications are considered to be part of the disclosure. Accordingly, the drawings show only those specific details that are pertinent to understand the embodiments of the present disclosure, so as not to obscure the disclosure with details that will be readily apparent to those of ordinary skilled in the art having benefit of the description herein. Also, the anti-rollover system of the present disclosure may be employed in any kind of vehicles including commercial vehicles, passenger vehicles, electric vehicles (EV), hybrid vehicles, off/road/highway vehicles, mining machinery, earth moving machinery, and among others.

[0026] The terms “comprises”, “comprising”, or any other variations thereof used in the disclosure, are intended to cover non-exclusive inclusions, such that a device, assembly, mechanism, system, and method that comprises a list of components does not include only those components but may include other components not expressly listed or inherent to such system, or assembly, or device. In other words, one or more elements in a system/assembly proceeded by “comprises… a” does not, without more constraints, preclude the existence of other elements or additional elements in the assembly or system.
[0027] In the present disclosure, the term “exemplary” is used herein to mean “serving as an example, instance, or illustration”. Any embodiment or implementation of the present subject matter described herein as “exemplary” is not necessarily to be construed as preferred or advantageous over other embodiments.
[0028] Unless the context of the disclosure describes or indicates a different interpretation, any reference to an object in the specification that is preceded by a definite or indefinite article, such as 'the', 'a', or 'an', should be understood to encompass both the singular and the plural forms of the object. Accordingly, “a” means “at least one/one or more”. The phrase “a/an X” may be construed as “at least one/one or more X”.
[0029] Embodiments of the present disclosure discloses a vehicle. The vehicle comprising a cabin, the cabin is disposed on a front portion/region of a chassis of the vehicle. Further, the vehicle comprises a load body disposed adjacent to the cabin on the chassis. Furthermore, the vehicle comprises an anti-rollover system. The anti-rollover system comprises a shaft mounted to the chassis. The shaft is connectable to the chassis. The shaft is connectable to the chassis through at least one bracket. Further, the anti-rollover system comprises a plurality of actuators disposed on the chassis at first predetermined locations. Each of the actuator comprises at least one sensor configured to determine load of the load body. Furthermore, the anti-rollover system comprises a plurality of struts with spring disposed on the chassis at second predetermined locations. In addition, the anti-rollover system comprises a control unit communicatively connected to the plurality of sensors and the plurality of actuators. The control unit is configured to receive load data from the plurality of sensors. Further, the control unit is configured to determine the load data with predetermined vehicle parameters and determines the centre of gravity of the vehicle. Furthermore, the control unit is configured to actuate the plurality of actuators to swivel the load body about the shaft to adjust centre of gravity of the vehicle.

[0030] The following paragraphs describe the present disclosure with reference to Figures. 1 to 5. In the figures, the same element or elements which have similar functions are indicated by the same reference signs. With general reference to the drawings, the vehicle is illustrated and generally identified with reference numeral (100). Further, the anti-rollover system operatively associated with the vehicle (100) is identified with reference numeral (10). It will be understood that the teachings of the present disclosure are not limited to any particular vehicle and may be employed in a myriad of category of vehicles including, but not limited to, commercial vehicles, passenger vehicles, electric vehicles (EV), hybrid vehicles, and among others.
[0031] Figures 1-3 illustrate a vehicle (100) in accordance with an exemplary embodiment of the present disclosure. The vehicle (100) comprising a chassis (110) and a cabin (102). The cabin (102) is disposed on a front portion (A) of the chassis (110). Further, the vehicle (100) comprises a load body (104) disposed adjacent to the cabin (102) on the chassis (110). That is, the load body (104) is disposed on a rear portion (B) of the chassis (110). The vehicle (100) includes a plurality of front wheels (106) on the front portion (A) of the chassis (110) and below the cabin (102). Furthermore, the vehicle (100) includes a plurality of rear wheels (108) on the rear portion (B) of the chassis (110) and below the load body (104). In addition, the vehicle (100) comprises an anti-rollover system (10). The anti-rollover system (10) comprises a shaft (16) mounted to the chassis (110). The shaft (16) is connectable to the chassis (110) through at least one bracket (20). The shaft (16) allows swivelling of the load body (104) about the shaft (16). In an illustrative embodiment, the shaft (16) is mounted centrally along a longitudinal portion of the chassis (110) of the vehicle (100).
[0032] As depicted in Figure 4, the at least one bracket (20) is mounted to the shaft (16). The at least one bracket (20) comprises an upper portion (24) and a lower portion (22). The upper portion (24) is connected to the load body (104) and the lower portion (22) is connected to the chassis (110) of the vehicle (100). Each of the upper portion (24) and the lower portion (22) comprises at least one hole (23, 25). The at least one hole (25) of the upper portion (24) is co-axially aligned with the at least one hole (23) of the lower portion (22). The anti-rollover system (10) further comprises a bearing (26) disposed within each of the at least one bracket (20). That is, the bearing (26) is disposed within the at least one hole (25) of the upper portion (24) and the at least one hole (23) of the lower portion (22) of the at least one bracket (20). The bearing (26) accommodates the shaft (16) and allows frictionless rotation of the shaft (16) relative to the chassis (110) of the vehicle (100).

[0033] The anti-rollover system (10) comprises a plurality of actuators (12) disposed on the chassis (110) at first predetermined locations. Each of the actuator (12) comprises at least one sensor [not shown in figures]. The plurality of sensors are configured to determine load of the load body (104). Furthermore, the anti-rollover system (10) comprises a plurality of struts with spring (14) disposed on the chassis (110) at second predetermined locations. In an exemplary embodiment as depicted in Figure 4, the anti-rollover system (10) includes four actuators (12) disposed on the chassis (110), and the first predetermined locations on the chassis (110) are proximal to the four corners of the load body (104). Further, the anti-rollover system (10) includes four struts with spring (14), and the second predetermined locations on the chassis (110) are proximal to the four corners of the load body (104) and adjacent to the first predetermined locations.
[0034] The plurality of sensors may be at least one of load cells/sensors, strain gauges, and force sensors. Further, the plurality of actuators (12) may be operated pneumatically or hydraulically. The vehicle (100) further includes a LiDAR sensor (50) disposed on a frontal side of the cabin (102) of the vehicle (100). The LiDAR sensor (50) is configured to measure the topology of a road. The topology of the road is at least one of a gradient of the road, banking of the road, and radii of curvature/turning in the road. However, the sensor (50) may be any other sensor which is capable of measuring the topology of the road, without deviating from the scope of the present disclosure, and the same is not to be construed as a limitation to the present disclosure.
[0035] The anti-rollover system (10) further comprises a control unit (60) communicatively connected to the plurality of sensors and the plurality of actuators (12). The control unit (60) is configured to receive load data from the plurality of sensors. Further, the control unit (60) is configured to determine the load data with predetermined vehicle parameters and determine centre of gravity of the vehicle (100). Furthermore, the control unit (60) is configured to actuate the plurality of actuators (12) to swivel the load body (104) about the shaft (16) to adjust centre of gravity of the vehicle (100). The predetermined vehicle parameters may be the speed of the vehicle and the topology of the road. In an exemplary embodiment, the vehicle (100) may include a display (not shown). The plurality of sensors may determine the load data while loading the goods to the load body (104). The control unit (60) may display the load distribution on the load body (104), thereby assisting in uniform loading and avoid the overloading of the vehicle (100).

[0036] As depicted in Figure 5, the LiDAR sensor (50) is configured to measure the topology of the road. The control unit (60) is configured to receive the inputs on topology of the road from the LiDAR sensor (50) and create DEM (Digital Elevation Models) (51). The control unit (60) is further configured to estimate the angle of banking of road (52) using DEM. However, the angle of banking of road (52) may be estimated using any other type of simulation, without deviating from the scope of the present disclosure, and the same is not to be construed as a limitation to the present disclosure. The vehicle (100) also includes a wheel speed sensor (53) to measure speed of the vehicle. The control unit (60) is configured to receive data on speed of the vehicle from the wheel speed sensor (53). Furthermore, control unit (60) is configured to receive the load data and centre of gravity (54) of the vehicle (100) from the plurality of sensors. In an exemplary embodiment, the plurality of sensors are strain gauges (also referred as “gauges” interchangeably). The control unit (60) is configured to compare the load data and determine centre of gravity of the vehicle (100) with the predetermined vehicle parameters. The predetermined vehicle parameters usually includes speed of the vehicle and topology of the road, such as angle of banking/radii of curvature of the road.
[0037] Further, the control unit (60) is configured to send an alert signal to the alerting mechanism (55) positioned within the cabin (102) to alert the driver. The alerting mechanism may be at least one of a display unit, an automatic bell, warning chimes, and among others. The alerting mechanism is capable of displaying the approaching banking of the road and/or alert the driver to decrease the speed of the vehicle. In a case where the driver fails to decrease the speed of the vehicle below the maximum turning velocity, during banking of the vehicle, the control unit (60) is configured to actuate (56) the plurality of actuators (12) to swivel the load body (104) about the shaft (16) to adjust centre of gravity of the vehicle (100).
[0038] The anti-rollover system (10) of the present disclosure determines the load data and centre of gravity of the vehicle (100), and compares with the predetermined vehicle parameters. The anti-rollover system (10) estimates the safe speed for manoeuvring in cornering/ turning/banking and alerts the driver to decrease the speed of the vehicle (100). Furthermore, the control unit (60) of the anti-rollover system (10) is configured to actuate the plurality of actuators (12) to swivel the load body (104) about the shaft (16) to adjust centre of gravity of the vehicle (100). Such anti-rollover system (10) prevents rollover/toppling of the vehicle (100) when the vehicle (100) is over speeding, vehicle (100) is moving at a velocity higher than the maximum turning velocity during cornering/turning/banking and high pitching movements, sudden and sharp lane changes, etc.

[0039] In addition, the sensors and the control unit (60) of the anti-rollover system (10) assists in uniform loading and avoid the overloading of the vehicle (100). The anti-rollover system (10) of the present disclosure is cost effective. The anti-rollover system (10) of the present disclosure having the LiDAR sensor (50) accurately determines the banking of the road and thereby, enhancing the advanced driver assistance systems (ADAS) features existing in the vehicle.
[0040] It is to be understood that a person of ordinary skill in the art may develop a system (10) of similar configuration without deviating from the scope of the present disclosure. Such modifications and variations may be made without departing from the scope of the present invention. Therefore, it is intended that the present disclosure covers such modifications and variations provided they come within the ambit of the appended claims and their equivalents.
EQUIVALENTS
[0041] With respect to the use of substantially any plural and/or singular terms herein, those having skill in the art can translate from the plural to the singular and/or from the singular to the plural as is appropriate to the context and/or application. The various singular/plural permutations may be expressly set forth herein for sake of clarity.
[0042] In addition, where features or aspects of the disclosure are described in terms of Markush groups, those skilled in the art will recognize that the disclosure is also thereby described in terms of any individual member or subgroup of members of the Markush group.
[0043] While various aspects and embodiments have been disclosed herein, other aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed herein are for purposes of illustration and are not intended to be limiting, with the true scope and spirit being indicated by the following claims.
[0044] It will be understood by those within the art that, in general, terms used herein, and especially in the appended claims (e.g., bodies of the appended claims) are generally intended as “open” terms (e.g., the term “including” should be interpreted as “including but not limited to,” the term “having” should be interpreted as “having at least,” the term “includes” should be interpreted as “includes but is not limited to,” etc.). It will be further understood by those within the art that if a specific number of an introduced claim recitation is intended, such an intent will be explicitly recited in the claim, and in the absence of such recitation no such intent is present. For example, as an aid to understanding, the following appended claims may contain usage of the introductory phrases “at least one” and “one or more” to introduce claim

recitations. However, the use of such phrases should not be construed to imply that the introduction of a claim recitation by the indefinite articles “a” or “an” limits any particular claim containing such introduced claim recitation to inventions containing only one such recitation, even when the same claim includes the introductory phrases “one or more” or “at least one” and indefinite articles such as “a” or “an” (e.g., “a” and/or “an” should typically be interpreted to mean “at least one” or “one or more”); the same holds true for the use of definite articles used to introduce claim recitations. In addition, even if a specific number of an introduced claim recitation is explicitly recited, those skilled in the art will recognize that such recitation should typically be interpreted to mean at least the recited number (e.g., the bare recitation of “two recitations,” without other modifiers, typically means at least two recitations, or two or more recitations). Furthermore, in those instances where a convention analogous to “at least one of A, B, and C, etc.” is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., “an anti-rollover system (10)) having at least one of A, B, and C” would include but not be limited to system that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). In those instances, where a convention analogous to “at least one of A, B, or C, etc.” is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., “an anti-rollover system (10) having at least one of A, B, or C” would include but not be limited to pistons that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). It will be further understood by those within the art that virtually any disjunctive word and/or phrase presenting two or more alternative terms, whether in the description, claims, or drawings, should be understood to contemplate the possibilities of including one of the terms, either of the terms, or both terms. For example, the phrase “A or B” will be understood to include the possibilities of “A” or “B” or “A and B.” While various aspects and embodiments have been disclosed herein, other aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed herein are for purposes of illustration and are not intended to be limiting, with the true scope and spirit being indicated by the following claims.
REFERRAL NUMERICALS

Numerical Particulars
10 Anti-rollover system

12 Plurality of actuators
14 Plurality of struts with spring
16 Shaft
20 Bracket
22 Lower portion of the bracket
24 Upper portion of the bracket
26 At least one bearing
50 LiDAR sensor
51 Creating DEM
52 Estimation of angle of banking of the road
53 Wheel speed sensor
54 Inputs from sensors
55 Alerting mechanism
56 Actuation of plurality of actuators
60 Control unit
100 Vehicle
102 Cabin
104 Load body
106 Plurality of front wheels
108 Plurality of rear wheels
110 Chassis

We claim:
1. An anti-rollover system (10) for a vehicle (100), the anti-rollover system (10) comprising:
a chassis (110) configured to receive a cabin (102) and a load body (104);
a shaft (16) mounted to the chassis (110), wherein the shaft (16) is connectable to the chassis (110) through at least one bracket (20);
a plurality of actuators (12) disposed on the chassis (110) at first predetermined locations, wherein each of the actuator (12) comprises at least one sensor configured to determine load of the load body (104);
a plurality of struts with spring (14) disposed on the chassis (110) at second predetermined locations; and
a control unit (60) communicatively connected to the plurality of sensors and the plurality of actuators (12), the control unit (60) is configured to receive load data from the plurality of sensors;
determine the load data with predetermined vehicle parameters and determine centre of gravity of the vehicle (100); and
actuate the plurality of actuators (12) to swivel the load body (104) about the shaft (16) to adjust centre of gravity of the vehicle (100).
2. The anti-rollover system (10) as claimed in claim 1, wherein the at least one bracket (20) mounted to the shaft (16), the at least one bracket (20) comprises an upper portion (24) and a lower portion (22), the upper portion (24) is connected to the load body (104) and the lower portion (22) is connected to the chassis (110) of the vehicle (100).
3. The anti-rollover system (10) as claimed in claim 1, comprises a bearing (26) disposed within each of the at least one bracket (20), wherein the bearing (26) accommodates the shaft (16) and allows frictionless rotation of the shaft (16) relative to the chassis (110) of the vehicle (100).
4. The anti-rollover system (10) as claimed in claim 1, wherein the plurality of sensors are at least one of load cells/sensors, strain gauges, and force sensors.
5. The anti-rollover system (10) as claimed in claim 1, wherein the plurality of actuators (12) are operable pneumatically or hydraulically.

6. The anti-rollover system (10) as claimed in claim 1, wherein the predetermined vehicle
parameters are speed of the vehicle and topology of a road, wherein the topology of the road is
at least one of a gradient of the road, banking of the road, and radii of curvature/turning in the
road.
7. A vehicle (100) comprising:
a cabin (102) disposed on a front portion (A) of the a chassis (110);
a load body (104) disposed adjacent to the cabin (102) on the chassis (110); and
an anti-rollover system (10) comprises:
a shaft (16) mounted to the chassis (110), wherein the shaft (16) is connectable to the chassis (110) through at least one bracket (20);
a plurality of actuators (12) disposed on the chassis (110) at first predetermined locations, wherein each of the actuator (12) comprises at least one sensor configured to determine load of the load body (104);
a plurality of struts with spring (14) disposed on the chassis (110) at second predetermined locations; and
a control unit (60) communicatively connected to the plurality of sensors and the plurality of actuators (12), the control unit (60) is configured to receive load data from the plurality of sensors; determine the load data with predetermined vehicle parameters and
determine centre of gravity of the vehicle (100); and
actuate the plurality of actuators (12) to swivel the load body (104) about
the shaft (16) to adjust centre of gravity of the vehicle (100).
8. The vehicle (100) as claimed in claim 7, comprises a LiDAR sensor (50) disposed on a frontal side of the cabin (102) of the vehicle (100), wherein the LiDAR sensor (50) is configured to measure the topology of a road.
9. The vehicle (100) as claimed in claim 8, wherein the topology of the road is at least one of a gradient of the road, banking of the road, and radii of curvature/turning in the road.
10. The vehicle (100) as claimed in claim 7, comprises an alerting mechanism (55) disposed
within the cabin (102) of the vehicle (100), wherein the alerting mechanism (55) is configured
to alert a driver of the vehicle (100) based on the predetermined vehicle parameters.