DESC:
5 TECHNICAL FIELD
[0001] The present subject matter described herein relates generally to an on- board center of gravity determination system and more particularly to an on- board center of gravity determination system of a two wheeled vehicle.
BACKGROUND

10 [0002] Conventionally, a two wheeled vehicle has a driving wheel and a driven wheel. The driving wheel is a wheel that transmits force, and aids in transforming torque generated by a power source, into tractive force. Further the tractive force from the tires of the two wheeled vehicle is transferred to the road, causing the two wheeled vehicle to move. Usually, the two wheels of the
15 two wheeled vehicle are arranged in tandem, i.e. one behind the other. Such two wheeled vehicles are either pedal powered vehicles, such as a bicycle, or motor-powered vehicles, such as a motorcycle or a scooter type vehicle.
[0003] Usually, two-wheeled vehicles stay upright while moving forward due to a physical property known as conservation of angular momentum in the
20 wheels. Ideally, the direction of the angular momentum vector lies along the axis of rotation, which is the axle of the wheel of the two wheeled vehicle. Thereby, if no external torque is present, the axle of the wheels will remain horizontal, and as a result, the entire two wheeled vehicle remains in vertical position with respect to the underlying road. Therefore, upon turning, if the
25 turning speed of the vehicle is substantially high, or the turning radius of the vehicle is substantially small, the vehicle may tilt excessively under the action of centrifugal force.
[0004] Different types of two wheeled vehicles have different dynamics and these play a role in how a two wheeled vehicle performs in given conditions.
30 For example, the two wheeled vehicle having a longer wheelbase provide more vehicle stability as compared to vehicles having shorter wheelbase.

5 BRIEF DESCRIPTION OF THE DRAWINGS

[0005] 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
10 limit the scope of the invention to these particular embodiments. The same numbers are used throughout the drawings to reference like features and components.
[0006] Figure 1 illustrates a block diagram showing brief overview for an on- board center of gravity determination system of a two-wheeled vehicle, in
15 accordance with an embodiment of the present subject matter.
[0007] Figure 2 illustrates a block diagram showing detailed overview for an on-board center of gravity determination system of a two-wheeled vehicle, in accordance with an embodiment of the present subject matter.
[0008] Figure 3 illustrates a flow diagram showing detailed overview for an
20 on-board center of gravity determination system of a two-wheeled vehicle, in accordance with an embodiment of the present subject matter.
[0009] Figure 4A- Figure 4C illustrates schematic diagrams depicting the parameters involved in estimation of the real time position of the center of gravity for a two-wheeled vehicle in a three-dimensional space, using the on-
25 board center of gravity determination system in accordance with an embodiment of the present subject matter.
DETAILED DESCRIPTION

[00010] The Center of Gravity of a vehicle is a critical parameter affecting not only the vehicle dynamics but also the stability of the vehicle, especially in
30 small vehicles such as two wheeled vehicles. The influence of the center of gravity is more strongly felt in single track two wheeled vehicles. A single-

5 track vehicle is a vehicle that leaves a single ground track as it moves forward. Single-track vehicles usually have little or no lateral stability when being in stationary position, however the stability is developed when the vehicle moves forward or controlled.
[00011] In single-track two wheeled vehicles, herein interchangeably called as
10 ‘the two wheeled vehicle’ for brevity, the center of gravity of the vehicle is strongly affected by the center of gravity of the rider. This is because, as compared to vehicles having more than two vehicles, herein interchangeably called as ‘multi-wheeled vehicle’ for brevity, the two wheeled vehicles are smaller vehicle. Further as compared to multi-wheeled vehicles, the two
15 wheeled vehicles have larger ratio of the weight of the occupant to the weight of the entire vehicle. Therefore, any movement or action of the rider majorly affects and changes the center of gravity of the two wheeled vehicle from time to time.
[00012] Further, the two wheeled vehicle is capable of having longitudinal
20 motion, lateral motion and rotational motion. Thereby, the dynamics and the center of gravity of the vehicle, in two wheeled vehicles is dependent on three- dimensional motion of the vehicle. For instance, if the rider is cornering the two wheeled vehicle, he is leaning as well as controlling the steering the vehicle at the same time. Vehicle leaning is induced by the method known as
25 counter steering, in which the rider momentarily steers the handlebars in the direction opposite of the desired turn. Thereby, during leaning the vehicle is moving forward as well as the vehicle along with the rider is making an angle with the ground. Particularly during leaning the vehicle is moving almost in a three-dimensional plane. Thereby, leaning also becomes a deciding factor in
30 estimating center of gravity of two wheeled vehicles.

[00013] However, in multi-wheeled vehicles, where the weight of the multi- wheeled vehicle along with the occupants, at any point of time, is balanced on

5 at least one parallel set of wheels. The dynamics and the center of gravity of the vehicle is dependent on mostly lateral and longitudinal motion of the vehicle. Thereby, the dynamics and the center of gravity of the vehicle, in multi-wheeled vehicles is largely dependent on two-dimensional motion of the vehicle.
10 [00014] Further, since the two wheeled vehicle is more sensitive to the third dimensional motion, the chances of interference of the third dimensional motion with the dynamics and center of gravity of the vehicle is more. For instance, chances of toppling in two wheeled vehicles are more as compared in a multi-wheeled vehicle, because of the extra stability provided by at least a
15 set of parallelly placed wheels.

[00015] Further, the third dimensional motion of the two wheeled vehicle is susceptible to change with changing parameters. Some of such changing parameters include changes in the motion of the vehicle, acceleration and deacceleration of the vehicle, turning speed, leaning of the vehicle, driving
20 style, and weight of the occupants of the vehicle. Thereby, in two wheeled vehicles the added third dimensional motion adds complexity in determining the real time center of gravity of the vehicle.
[00016] Further accurate and precise real-time determination of the center of gravity position for two wheeled vehicles becomes critical for vehicular
25 functions related to dynamics and control of the two wheeled vehicle. Determining the precise position of center of gravity of the two wheeled vehicle, helps in the development of better vehicle control systems.
[00017] Additionally certain sensors are sensitive to their mounting position on the vehicle and are to be mounted on areas where the center of gravity of the
30 vehicle lies. However, in absence of being mounted near center of gravity area, faulty data may be reproduced by such sensors and, the data captured may not

5 reflect the exact dynamics of the vehicle. In such scenarios, determining the center of gravity position as well as shift in position of the center of gravity helps in providing corrections to this data, thereby providing the actual dynamics of the vehicle.
[00018] Several attempts have been made to determine the center of gravity of
10 vehicles, particularly in multi-wheeled vehicles. Some known arts disclose about estimating the height of the center of gravity for multi-wheeled vehicles, such as cars, taking in consideration the vehicular wheel loads measured on at least one sprung axle. However, such parameters fail to precisely estimate the center of gravity of single track two wheeled vehicles. This is because the lean
15 angle of two wheeled vehicles strongly affects the center of gravity, as compared to the height of the center of gravity and wheel load dynamics.
[00019] Some other known arts disclose about estimating the height of the center of gravity of four wheeled vehicles, considering longitudinal and lateral dynamics of the four wheeled vehicle. Some other known arts disclose about
20 estimating center of gravity of two wheeled vehicles having wheels arranged parallel to each other. In addition, both the wheels are independently powered by providing a differential torque to each wheel. Thus, the vehicle dynamics considered for such parallel wheeled vehicles substantially differs from single track two wheeled vehicles. Thereby algorithm used to determine center of
25 gravity for such parallel wheeled two wheeled vehicle cannot be applied to single track two wheeled vehicles.
[00020] Some other known arts disclose about determining the height of the center of gravity of multi wheeled vehicles using the natural frequency value for the vehicle roll, and the static gain values associated to a group of values
30 relating to the roll angle and lateral acceleration of the multi wheeled vehicle. However, such known arts does not disclose about determining the center of gravity position in the horizontal plane, i.e. longitudinal and lateral position of

5 two wheeled vehicles. In addition, the multi wheeled vehicles disclosed in such known arts are majorly vehicles like tractors, trailers, trucks, and passenger cars. Thereby because of the difference in vehicle dynamics between the single track two wheeled vehicle and such multi wheeled vehicles, the algorithm used to determine the height of the center of gravity cannot be applied to single track
10 two wheeled vehicles.

[00021] Some other known arts aim at solving the problem of developing a vehicle control device capable of accurately calculating the height of the center of gravity of a vehicle when the front axle and the rear axle of the vehicle are vibrating in the same phase. In such known arts the vehicle considered are
15 multi-wheeled vehicle. Further in such known arts only the longitudinal position and height of the center of gravity of the vehicle is calculated. However, such known art does not consider complexity caused due to overall three-dimensional motion of two wheeled vehicles.
[00022] Since the above mentioned known arts does not consider complexity
20 caused due to overall three dimensional motion of small vehicles, particularly two wheeled vehicles, the above mentioned methods cannot be applied in determining accurate and precise real-time determination of the center of gravity of single track two wheeled vehicles.
[00023] Hence, there is a need of addressing the above circumstances and
25 problems of the known arts.
[00024] The present subject matter has been devised in view of the above circumstances as well as solving other problems of the known art.
[00025] The present subject matter discloses about an on-board center of gravity determination system which provides information about the real-time
30 longitudinal, lateral and vertical positions of the vehicle center of gravity in a three-dimensional space, with respect to a two wheeled vehicle.

5 [00026] As per an embodiment of the present subject matter, the proposed on- board center of gravity determination system uses a plurality of data sensed by a plurality of sensors. Herein, the plurality of data relates to rider weight, vehicle weight, lean angle of the vehicle, yaw rate/velocity, longitudinal acceleration and longitudinal velocity of the vehicle.
10 [00027] As per an aspect of the present embodiment, the vehicle lean angle helps in determining the center of gravity position in the Y coordinate, i.e. vehicle lateral direction, and Z coordinate, vehicle vertical direction. While the yaw rate/velocity, longitudinal velocity and longitudinal acceleration of the vehicle helps to determine the center of gravity position in the global X coordinate, i.e.
15 vehicle longitudinal direction.
[00028] As per another as aspect of the present embodiment, the data related to at least one of vehicle lean angle, rider weight, vehicle weight, and average crown radius, is used by an electronic control unit in determining the change in height of the center of gravity of the two wheeled vehicle and calculating
20 the real-time lateral and vertical center of gravity positions of the two wheeled vehicle in the Y coordinate and the Z coordinate.
[00029] As per another as aspect of the present embodiment, the data related to at least one of the rider weight, vehicle weight, longitudinal velocity, yaw rate, yaw velocity and longitudinal acceleration, enabling an on-board center of
25 gravity determination system in determining the load change due to centrifugal force, and vehicle load spilt up and calculating the real time longitudinal position of the center of gravity of the two wheeled vehicle in the X coordinate. [00030] As per another aspect of the present embodiment, the proposed on-board center of gravity determination system also considers, the weight of the rider
30 as well as the vehicle weight while estimating the real-time position of the vehicle center of gravity in a three-dimensional space.

5 [00031] As per another aspect of the present embodiment, the estimated the real- time position of the vehicle center of gravity in the three-dimensional space, may be used in vehicle dynamics, stability, and control applications.
[00032] The present subject matter, ensures that the on-board center of gravity determination system is sensitive to the third dimensional motion of small and
10 less stable vehicles, such as a two wheeled vehicle. Because of being sensitive to the third dimensional motion, the present claimed on-board center of gravity determination system is capable of estimating the chances of interference of the third dimensional motion with the dynamics and center of gravity of the vehicle. Thereby, the present claimed invention is capable of estimating
15 accurate and precise real-time determination of the center of gravity position for two wheeled vehicles.
[00033] Further, because of the estimation of the accurate and precise real-time determination of the center of gravity position for two wheeled vehicles, the present claimed subject matter aids in development of better vehicle control
20 systems.
[00034] Further, since the present claimed on-board center of gravity determination system is sensitive to the third dimensional motion of small and less stable vehicles, the mounting location of sensors on the vehicle, does not produce faulty data or effect the estimation of the accurate and precise real-
25 time determination of the center of gravity position.
[00035] Further, since the lean angle of the vehicle is taken into consideration, while estimating the real-time determination of the center of gravity position. The present claimed system is capable of determining estimation of the accurate and precise real-time determination of the center of gravity position.
30 [00036] Exemplary embodiments detailing features regarding the aforesaid and other advantages of the present subject matter will be described hereunder with reference to the accompanying drawings. Various aspects of different embodiments of the present invention will become discernible from the

5 following description set out hereunder. Rather, the following description provides a convenient illustration for implementing exemplary embodiments of the invention. It should be noted that the description and figures merely illustrate principles of the present subject matter. Various arrangements may be devised that, although not explicitly described or shown herein, encompass
10 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. Further, it is to be noted that terms “upper”, “down”, “right”, “left”, “front”, “forward”, “rearward”, “downward”, “upward”, “top”, “bottom”, “exterior”,
15 “interior” and like terms are used herein based on the illustrated state or in a standing state of the two wheeled straddle type vehicles with a user riding thereon. Furthermore, arrows wherever provided in the top right corner of figure(s) in the drawings depicts direction with respect to the vehicle, wherein an arrow F denotes front direction, an arrow R indicates rear direction, an
20 arrow Up denotes upward direction, an arrow Dw denotes downward direction, an arrow RH denotes right side, and an arrow LH denotes left side. Also, it is to be understood that the phraseology and terminology used herein is for the purpose of description and should not be regarded as limiting.
[00037] Figure 1 illustrates a block diagram showing brief overview for an on-
25 board center of gravity determination system 10 of a two wheeled vehicle 20 (shown in Figure 4B), in accordance with an embodiment of the present subject matter. The on-board center of gravity determination system 10 includes a plurality of sensors 108. The plurality of sensors 108 include a rider weight sensor 100, a vehicle weight sensor 101, a vehicle longitudinal acceleration
30 sensor 102, a vehicle longitudinal velocity sensor 103, a vehicle lean angle sensor 104 and a vehicle yaw rate/velocity sensor 105. The plurality of sensors 108 are placed on optimum locations on the two wheeled vehicle 20. The plurality of sensors 108 are configured to detect data related to at least one

5 physical parameter, especially with respect to the vehicle 20. The plurality of sensors 108 provides the required inputs to an electronic control unit (ECU) 106 of the two wheeled vehicle 20, wherein the main algorithm for the center of gravity determination is stored.
[00038] Based on the inputs provided by the plurality of sensors 108, at least one
10 processor 201 of the ECU 106 of the on-board center of gravity determination system 10, is configured to receive and process at least two sets of data received from the plurality of sensors 108 simultaneously.
[00039] The sets of data may include at least one set of data related to at least one of vehicle lean angle 106b, rider weight 106c, vehicle weight 106d, and
15 average crown radius 106h enabling the on-board center of gravity determination system 10 in determining the change in height of the center of gravity 106i of the two wheeled vehicle 20 and calculating the real-time center of gravity lateral and vertical positions of the two wheeled vehicle 20.
[00040] The sets of data may include at least one another set of data related to
20 rider weight 106c, vehicle weight 106d, longitudinal velocity 106e, yaw rate 106f, yaw velocity 106f and longitudinal acceleration 106g enabling the on- board center of gravity determination system 10 in determining the two wheeled vehicle’s 20 load change due to centrifugal force 106m, and vehicle load spilt up 106n and calculating the real-time longitudinal position of the
25 center of gravity of the two wheeled vehicle 20.
[00041] Thereby, the processor 201 aids in providing as an output, a precise and accurate measurement of the real time center of gravity position of the vehicular system in a three-dimensional space. The output includes determination of real time longitudinal position of the center of gravity position
30 of the vehicular system, (X coordinate) 107a, in vehicle longitudinal direction; determination of real time lateral position of the center of gravity of the vehicular system, (Y coordinate) 107b, in a vehicle lateral direction; and

5 determination of real time vertical position or height of the center of gravity of the vehicular system, (Z coordinate) 107c in vehicle vertical direction.
[00042] Herein the real time center of gravity position of the vehicular system includes the real time center of gravity lateral, longitudinal and vertical positions of the vehicle along with the real time center of gravity lateral,
10 longitudinal and vertical positions of the rider.
[00043] The plurality of sensors 108 used to detect the inputs for the on-board center of gravity determination system 10 may be of different types. For instance, for calculating the rider’s weight different rider weight sensors 100 may be used. Some rider weight sensor 100 may measure the weight of the
15 rider directly, for example by using load cells sensors. In some other instances the weight of the rider may be weighed or indirectly, for example by using damper pressure level sensors or spring displacement/travel sensors. Similarly, for calculating the two wheeled vehicle 20 weight, different types of vehicle weight sensors 101 may be used. However, it needs to be considered that the
20 weight of the two wheeled vehicle 20 does not change often, except in exceptional conditions. Such exceptional conditions include load due to the amount of fuel present in the fuel tank. Thereby, the weight of the two wheeled vehicle 20 can be measured by considering the sum of the initial weight of the two wheeled vehicle 20 (without any fuel) and the load due to the total amount
25 of fuel present in the fuel tank at any given time.
[00044] For the vehicle longitudinal acceleration sensing, the longitudinal acceleration sensors 102, such as longitudinal accelerometers, IMUs (Inertial Measurement Units), etc may be used. Further for longitudinal velocity sensing either the acceleration data received from the longitudinal velocity sensor 103
30 can be integrated to get the velocity data, or longitudinal velocity sensors 103 such as the hall effect wheel encoders may be used to indirectly determine the longitudinal velocity. For lean angle and yaw rate/velocity sensing, yaw

5 rate/velocity sensors 104,105 such as gyroscopes, accelerometers, or like may be used.
[00045] Figure 2 illustrates a block diagram showing detailed overview for an on-board center of gravity determination system 10 of a two-wheeled vehicle 20 (shown in Figure 4), in accordance with an embodiment of the present
10 subject matter.
[00046] Figure 3 illustrates a flow diagram showing detailed overview for an on-board center of gravity determination system 10 of a two-wheeled vehicle 20 (shown in Figure 4), in accordance with an embodiment of the present subject matter.
15 [00047] As per an aspect of the present embodiment, The process starts 201, when a set of pre-stored data is stored within the ECU 106. The set of pre- stored data herein includes data regarding the weight of the two wheeled vehicle 20 without fuel, the center of gravity of the two wheeled vehicle 20 in X coordinate, Y coordinate, and Z coordinate in vehicle stationary position
20 202, and the original dimensions of the tires used in the two wheeled vehicle
20, for example original tire crown radius.
[00048] By means of the plurality of sensors 108 (as discussed under Figure 1), the on-board center of gravity determination system 10 detects the data 203 with respect to lean angle 106b, rider weight 106c, vehicle weight 106d,
25 vehicle weight 106d, longitudinal velocity 106e, yaw rate/velocity 106f, and longitudinal acceleration 106g.
[00049] The ECU 106 of the on-board center of gravity determination system
10 includes a filter module 106a.
[00050] In an embodiment, the filter module 106a is a combination of both
30 hardware filter modules as well as software filter modules. Hardware filters include filters such as high pass filters, medium pass filters or low pass filters. Software filters includes filters such as moving average filter, digital filters such as IR or FIR filters, or the like. The filter module 106a aids in filtering

5 received signals from the plurality of sensors 108 and reproducing refined version of sensor signals. Particularly the filter module 106a aids in filtering of any received sensor signal, and the noise associated with the sensor signal is removed.
[00051] The sensor signals from the plurality of sensors 108 are received by the
10 filter module 106a of the ECU 106. Once the noise is removed and the sensor signals are filtered, the filtered signals are received by the processor 201 of the
, the ECU 106 by using the on-board center of gravity determination system
10. The processor 201 of the , the ECU 106 calculates the real time lateral and vertical positions of the vehicular system center of gravity position on Y and
15 Z coordinates, simultaneously calculates of the real time vertical position of the center of gravity of the vehicular system on X coordinate.
[00052] To calculate the real time lateral and vertical positions of the center of gravity of the vehicular system on Y and Z coordinates, the lean angle 106b is detected by the lean angle sensor 104 (shown in Figure 1). Once the real time
20 lean angle 106b of the two wheeled vehicle 20 is detected and estimated, the ECU 106 by using the on-board center of gravity determination system 10, calculates the real time center of gravity position of the two wheeled vehicle 106j on Y and Z coordinates, along with the real time center of gravity position of the rider 106k on Y and Z coordinates.
25 [00053] To calculate the real time lateral and vertical positions of the center of gravity of the two wheeled vehicle 106j on Y and Z coordinates, the weighted average of the tire crown radius 106h of both front and rear wheels of the vehicle 20 is calculated 204 by the ECU 106 by using the on-board center of gravity determination system 10. The tire crown radius is the measurement of
30 the curvature of a tire tread between the shoulders of the tire of the two wheeled vehicle 20.
[00054] The weighted average tire crown radius 106h is calculated by the ECU
106, by considering the pre stored data regarding original tire crown radius

5 along with the real time estimated lean angle 106b of the two wheeled vehicle
20. This is because the lean angle 106b taken by the two wheeled vehicle 20 effects the average crown radius of the tire of the two wheeled vehicle 20. Once the two wheeled vehicle 20 is leaned for turning, a slight but significant deformation on the crown area of the tire is formed, due to the increased load
10 near the crown area of the tire. Thereby with leaning the overall radius of the tire decreases for the time the vehicle 20 is leaned. The decreased radius of the tire further decreases the overall tire crown radius.
[00055] Once the ECU 106 by using the on-board center of gravity determination system 10, determines the weighted average tire crown radius
15 106h, the change in height of the center of gravity of the vehicle 106i is calculated 205 by the ECU 106. Based on the determined weighted average tire crown radius 106h, and the pre stored data regarding the ECU 106 estimates the change in height of the center of gravity of the vehicle 106i.
[00056] Further, based on the determined lean angle 106b and the estimated
20 change in height of the center of gravity of the vehicle 106i, the real time lateral and vertical positions of the center of gravity of the vehicle in the Y and Z coordinates is determined.
[00057] Simultaneously, the real time longitudinal position of the center of gravity position of the rider 106k on Y and Z coordinates is determined on the
25 lean angle 106b sensed by the lean angle sensor 104.
[00058] Further, the real time lateral and vertical positions of the center of gravity position of the system 106l on Y and Z coordinates is determined 206 by taking the average of the real time center of gravity position of the vehicle on Y and Z coordinates and the real time center of gravity position of the rider
30 106k on Y and Z coordinates.
[00059] Usually when the two wheeled vehicle 20 corners, there will be centrifugal force acting on the vehicle 20. Thereby, to calculate the real time center of gravity position of the vehicular system on X coordinate, the ECU

5 106 estimates the load change due to centrifugal force 106m and the load split up 106n.
[00060] To calculate 207 the load change due to centrifugal force 106m, the parameters such as rider weight 106c, the vehicle weight 106d, the longitudinal velocity 106e, and the yaw rate/velocity 106f is considered. Simultaneously
10 load split up 106n is determined 208 by the ECU 106. The load split up 106n is distribution of load on front and rear portions of the vehicle 20. The load split up 106n changes usually with the acceleration and the deacceleration of the vehicle 20. Ultimately, by considering the estimated the load change due to centrifugal force 106m, the load split up 106n, and the longitudinal
15 acceleration 106g, the ECU 106 calculate the real time center of gravity position of the vehicular system on X coordinate 209.
[00061] Finally, the calculated real time center of gravity position of the system on X, Y and Z coordinates determine the real time center of gravity position of the two wheeled vehicle in three-dimensional space 210, i.e in longitudinal,
20 lateral and vertical positions.
[00062] Figure 4A- Figure 4C illustrates schematic diagrams depicting the parameters involved in estimation of the real time position of the center of gravity for a two-wheeled vehicle in a three-dimensional space, using the on- board center of gravity determination system 10 in accordance with an
25 embodiment of the present subject matter. Figure 2A depicts the parameters involved in estimation of the real time position of the center of gravity for a two-wheeled vehicle in a three-dimensional space, using the on-board center of gravity determination system 10, from a front view of the vehicle 20, particularly when the vehicle along with the rider is leaning to make a turn.
30 Figure 2B depicts the parameters involved in estimation of the real time position of the center of gravity for a two-wheeled vehicle in a three- dimensional space, using the on-board center of gravity determination system 10, from a side view of the vehicle 20, particularly when the vehicle in moving

5 in a forward direction ahead of the rider. Figure 2C depicts the parameters involved in estimation of the real time position of the center of gravity for a two-wheeled vehicle in a three-dimensional space, using the on-board center of gravity determination system 10, from a top view of the vehicle 20, particularly when the two wheeled vehicle 20 along with the rider is leaning to
10 make a turn.
[00063] The proposed vehicle system (rider and vehicle) center of gravity determination method is derived and dependent on the vehicle dynamics of a single track two wheeled vehicle. Herein, as the vehicle moves, there is a constant change in the parameters related to its dynamics, such as the
15 longitudinal velocity, the longitudinal acceleration, the lean angle, the yaw angle, yaw rate/velocity, etc. In addition, an important parameter affecting the two-wheeler dynamics is its center of gravity position, which is determined using some of these vehicle dynamics parameters.
[00064] In accordance, with an embodiment of the present subject matter, the
20 below mentioned calculations are performed within the ECU 106 by using the on-board center of gravity determination system 10, where the inputs to the system, provided by the sensors (100-105) are processed by the on-board center of gravity determination system 10 to determine the center of gravity position for the vehicle system in a three-dimensional space.
25 [00065] Herein, the weighted average tire crown radius 106h is denoted as (????). The weighted average tire crown radius 106h represented as a function of lean angle 106b. Herein, the lean angle is denoted as (??). The vehicle system center of gravity X coordinate position 106o is denoted as (??????????????). The vehicle system center of gravity X coordinate position (??????????????) 106o is used, along
30 with the lean angle (??) 106b, to calculate the change in the vehicle center of gravity (CG) height change 106i. Herein vehicle center of gravity (CG) height change is denoted as (h??h).

5 [00066] The center of gravity Y and Z coordinate position of the vehicle (????????????, ??????h??) is calculated 106j from the change in the vehicle center of gravity (CG) height change (h??h) 106i as well as the CG Y and Z coordinate position of the rider (????????????, ??????h??)106k. Using the center of gravity Y and Z coordinate position 106j of the vehicle (????????????, ??????h??) along with the rider
10 weight (??????) 106c and the vehicle weight (??????) 106d, the real time combined vehicle Y and Z coordinate position for its center of gravity is determined (??????????, ????h??) 106l.
???? = f(??,??????????????)
h??h= f(??, ????)
15 (????????????, ??????h??)= f(h??h) (????????????, ??????h??)= f(??)
(??????????, ????h??) = f((????????????, ??????h??), (????????????, ??????h??))

[00067] Further to determine the vehicle system X coordinate position for its CG (??????????????) 106o, the first step is to determine the load change caused due to
20 centrifugal force (??????????????)106m, which can be determined using the lean angle
(??)106b, the rider weight (??????) 106c, the vehicle weight (??????) 106d, the vehicle yaw rate/velocity (?????) 106f and vehicle longitudinal velocity (????) 106e.
[00068] Further using the vehicle load split-up (????????????????????) 106n, the calculated load change caused due to centrifugal force (??????????????) 106m and the vehicle
25 longitudinal acceleration (????) 106g, the X coordinate position for the vehicle system CG (??????????????) 106o can be determined. This X coordinate position for the vehicle system CG (??????????????) 106o calculated is again used to update the load split-up (????????????????????) 106n.
?????????????? = f(??, ??????, ??????, ?????, ????)
30 ??????????????= f(????????????????????, ??????????????, ????)

5 ????????????????????= f(??????????????)
[00069] Thus, irrespective of the maneuvering performed (acceleration, deceleration, turning, cornering, etc), the proposed on-board center of gravity determination system 10 can determine the real time center of gravity position for the vehicle system including the rider and the two wheeled vehicle 20.
10 [00070] Many modifications and variations of the present subject matter are possible in the light of above disclosure. Therefore, within the scope of claims of the present subject matter, the present disclosure may be practiced other than as specifically described.

5
10: On-board center of gravity determination system

LIST OF REFERENCE NUMERAL
106i: change in height of the center of gravity

20: Vehicle

100: rider weight sensor

10 101: vehicle weight sensor

102: vehicle longitudinal acceleration sensor 103: vehicle longitudinal velocity sensor 104: vehicle lean angle sensor
105: vehicle yaw rate/velocity sensor

15 106: electronic control unit 107a: X coordinate
107b: Y coordinate 107c: Z coordinate 106a: filter module
20 106b: vehicle lean angle 106c: rider weight 106d: vehicle weight
106e: longitudinal velocity 106f: yaw rate/velocity
25 106g: longitudinal acceleration 106h: average crown radius

106j: average of the real time center of
30 gravity position of the vehicle

106k: real time longitudinal position of the center of gravity position of the rider
106l: real time lateral and vertical positions of the center of gravity position of the
35 system

106m: load change due to centrifugal force 106n: vehicle load spilt up
106o: vehicle system center of gravity X coordinate position
40 108: plurality of sensors 201: processor
202: X coordinate, Y coordinate, and Z coordinate in vehicle stationary position
203: on-board center of gravity
45 determination system detects the data

204: both front and rear wheels of the vehicle is calculated by ECU
205: change in height of the center of gravity of the vehicle is calculated by the
50 ECU

206: real time lateral and vertical positions of the center of gravity position of the system on Y and Z coordinates is determined
5 207: calculate the load change due to centrifugal force
208: load split up is determined

209: calculate the real time center of gravity position of the vehicular system on X
10 coordinate

210: determine the real time center of gravity position of the two wheeled vehicle in three-dimensional space
,CLAIMS:I/We Claim:

1. An on-board center of gravity determination system (10) for a two wheeled vehicle (20), in a three-dimensional space comprising:
5 a plurality of sensors (108) distributed throughout said two wheeled vehicle (20), each of said plurality of sensors (108) being configured to detect data related to at least one physical parameter; and
an electronic control unit (106), said electronic control unit (106) comprises of at least one processor (201) being configured to receive and process at least two sets of data
10 received from said plurality of sensors (108),
wherein said processor (201) being configured for determining real time longitudinal, lateral and vertical position of the center of gravity of said two wheeled vehicle (20) in a X coordinate (107a), a Y coordinate (107b) and a Z coordinate (107c), by processing at least one set of data of said at least two sets of
15 data received from said plurality of sensors (108).
2. The on-board center of gravity determination system (10) for a two wheeled vehicle (20), as claimed in claim 1, wherein said on-board center of gravity determination system (10) comprises of an output system (107) being communicatively connected to said electronic control unit (106) for transmitting real time position of center of gravity of said two
20 wheeled vehicle (20) information in a three-dimensional space to one or more systems or devices.
3. The on-board center of gravity determination system (10) for a two wheeled vehicle (20), as claimed in claim 1, wherein said at least one set of data of said at least two sets of data received from said plurality of sensors (108) comprises of data related to at least one of
25 vehicle lean angle (106b), rider weight (106c), vehicle weight (106d), and average crown radius (106h).

4. The on-board center of gravity determination system (10) for a two wheeled vehicle (20), as claimed in claim 3, wherein said at least one set of data related to at least one of vehicle lean angle (106b), rider weight (106c), vehicle weight (106d), and average crown radius (106h) enables said on-board center of gravity determination system (10) in
5 determining the change in height of the center of gravity (106i) of said two wheeled vehicle (20) and calculating the real-time center of gravity lateral and vertical positions of said two wheeled vehicle (20) in said Y coordinate (107b) and said Z coordinate (107c) (106l).
5. The on-board center of gravity determination system (10) for a two wheeled vehicle (20),
10 as claimed in claim 4, wherein real-time center of gravity lateral and vertical position being estimated by said on-board center of gravity determination system (10) by taking an average of the real-time center of gravity lateral and vertical positions of said two wheeled vehicle (20) in said Y coordinate (107b) and said Z coordinate (107c) (106l), and the real time center of gravity position of a rider (106k) in said Y coordinate (107b)
15 and said Z coordinate (107c).
6. The on-board center of gravity determination system (10) for a two wheeled vehicle (20), as claimed in claim 1, wherein said at least one set of data of said at least two sets of data received from said plurality of sensors (108) comprises of data related to at least one of the rider weight (106c), vehicle weight (106d), longitudinal velocity (!06e), yaw rate
20 (106f) yaw velocity (106f) and longitudinal acceleration (106g).
7. The on-board center of gravity determination system (10) for a two wheeled vehicle (20), as claimed in claim 6, wherein data related to at least one of rider weight (106c), vehicle weight (106d), longitudinal velocity (106e), yaw rate (106f) yaw velocity (106f) and longitudinal acceleration (106g) enables said on-board center of gravity determination
25 system (10) in determining the two wheeled vehicle’s (20) load change due to centrifugal force (106m), and vehicle load spilt up (106n) and calculating the real-time longitudinal position of the center of gravity of said two wheeled vehicle (20) in said X coordinate (107a) (106o).

8. The on-board center of gravity determination system (10) for a two wheeled vehicle (20), as claimed in claim 1, wherein said electric control unit (106) being configured to access a set of pre-stored data related to one of the weight of said two wheeled vehicle (20) without fuel, the center of gravity of said two wheeled vehicle (20) in said X coordinate
5 (107a), Y coordinate (107b), and Z coordinate (107c), in stationary position of said two wheeled vehicle (20), and the tire crown radius. .
9. The on-board center of gravity determination system (10) for a two wheeled vehicle (20), as claimed in claim 1, wherein said plurality of sensors (108) being at least one of a rider weight sensor (100), vehicle weight sensor (101), lean angle sensor (104), yaw rate
10 sensor (105), velocity sensor (105), longitudinal acceleration sensor (102), and longitudinal velocity sensor (103) allowing for accurate and comprehensive data collection of said two wheeled vehicle (20).
10. The on-board center of gravity determination system (10) for a two wheeled vehicle (20), as claimed in claim 1, wherein said electronic control unit (106) comprises of a filter
15 module (106a), enabling filtering of noise from said data detected by said plurality of sensors (108).
11. The on-board center of gravity determination system (10) for a two wheeled vehicle (20), as claimed in claim 10, wherein said filter module (106a) being one of a hardware and a software filter.
20 12. The on-board center of gravity determination system (10) for a two wheeled vehicle (20), as claimed in claim 1, wherein
determining real time longitudinal position of the center of gravity of said two wheeled vehicle (20) in said X coordinate (107a) being determination of center of gravity of said two wheeled vehicle (20) in a vehicle longitudinal direction;
25 determining real time lateral position of the center of gravity of said two wheeled vehicle (20) in said Y coordinate (107b) being determination of center of gravity of said two wheeled vehicle (20) in a vehicle lateral direction; and

determining real time vertical position of the center of gravity of said two wheeled vehicle (20) in said Z coordinate (107c) being determination of the height of center of gravity of said two wheeled vehicle (20) in a vehicle vertical direction (107b).
13. A method of on-board determining of center of gravity for a two wheeled vehicle (20),
5 in a three-dimensional space comprising:
receiving data related to at least one physical parameter from said plurality of sensors (108) located throughout said two wheeled vehicle (20);
processing at least two sets of data received from said plurality of sensors (108) by a processor (201) of an electronic control unit (106); and
10 determining real time longitudinal, vertical and vertical position of the center of gravity of said two wheeled vehicle (20) in a X coordinate (107a), a Y coordinate (107b) and a Z coordinate (107c), by processing at least one set of data of said at least two sets of data received from said plurality of sensors (108).
14. The method of on-board determining of center of gravity for a two wheeled vehicle (20),
15 in a three-dimensional space, as claimed in claim 12, wherein said method comprising updating real time center of gravity information of said two wheeled vehicle (20) to one or more systems or devices.
15. The method of on-board determining of center of gravity for a two wheeled vehicle (20), in a three-dimensional space, as claimed in claim 12, wherein said processing of at least
20 two sets of data includes processing of data related to at least one of vehicle lean angle (106b), rider weight (106c), vehicle weight (106d), and average crown radius (106h), enabling an on-board center of gravity determination system (10) in determining the change in height of the center of gravity of said two wheeled vehicle (106i) and calculating the real time center of gravity lateral and vertical positions of said two
25 wheeled vehicle (20) in said Y coordinate (107b) and said Z coordinate (107c) (106l).
16. The method of on-board determining of center of gravity for a two wheeled vehicle (20), in a three-dimensional space, as claimed in claim 12, wherein said processing and estimating of at least two sets of data includes processing of real-time center of gravity

lateral and vertical positions by taking an average of the real-time center of gravity lateral and vertical positions of said two wheeled vehicle (20) in said Y coordinate (107b) and said Z coordinate (107c) (106l), and the real time center of gravity position of a rider (106k) in said Y coordinate (107b) and said Z coordinate (107c).
5 17. The method of on-board determining of center of gravity for a two wheeled vehicle (20), in a three-dimensional space, as claimed in claim 12, wherein said processing of at least two sets of data includes processing of data related to at least one of the rider weight (106c), vehicle weight (106d), longitudinal velocity (106e), yaw rate (106f) yaw velocity (106f) and longitudinal acceleration (106g), enabling an on-board center of gravity
10 determination system (10) in determining the load change due to centrifugal force (106m), and vehicle load spilt up (106n) and calculating the real time longitudinal position of the center of gravity of said two wheeled vehicle (20) in said X coordinate (107a) (106o).
18. The method of on-board determining of center of gravity for a two wheeled vehicle (20),
15 in a three-dimensional space, as claimed in claim 12, wherein said processing includes processing of a set of pre-stored data related to one of the weight of the two wheeled vehicle (20) without fuel, the center of gravity of the two wheeled vehicle (20) in said X coordinate (107a), Y coordinate (107b), and Z coordinate (107c) in stationary position of said two wheeled vehicle (20), and the tire crown radius, by said electronic control
20 unit (106).
19. The method of on-board determining of center of gravity for a two wheeled vehicle (20), in a three-dimensional space, as claimed in claim 12, wherein said plurality of sensors
(108) being at least one of the rider weight sensor (100), vehicle weight sensor (101), lean angle sensor (104), yaw rate sensor (105), velocity sensor (105), longitudinal
25 acceleration sensor (102), and longitudinal velocity sensor (103) allowing for accurate and comprehensive data collection of said two wheeled vehicle (20).
20. The method of on-board determining of center of gravity for a two wheeled vehicle (20), in a three-dimensional space, as claimed in claim 12, wherein noise from said data

received by said plurality of sensors (108), being filtered by a filter module (106a) of said electronic control unit (106).
21. The method of on-board determining of center of gravity for a two wheeled vehicle (20), in a three-dimensional space, as claimed in claim 18, wherein said filter module (106a)
5 being one of a hardware and software filter.
22. The method of on-board determining of center of gravity for a two wheeled vehicle (20), in a three-dimensional space, as claimed in claim 12, wherein
determining real time longitudinal position of the center of gravity of said two wheeled vehicle (20) in said X coordinate (107a) being determination of center of gravity
10 of said two wheeled vehicle (20) in a vehicle longitudinal direction;
determining real time lateral position of the center of gravity of said two wheeled vehicle (20) in said Y coordinate (107b) being determination of center of gravity of said two wheeled vehicle (20) in a vehicle lateral direction; and
determining real time vertical position of the center of gravity of said two wheeled
15 vehicle (20) in said Z coordinate (107c) being determination of height of the center of gravity of said two wheeled vehicle (20) in a vehicle vertical direction (107b).