Description:FORM 2
THE PATENTS ACT, 1970
(39 OF 1970)
&
THE PATENTS RULES, 2003
COMPLETE SPECIFICATION
[See section 10, Rule 13]

TITLE OF INVENTION
System for Predicting Fall of Two-Wheeled Vehicle and Method Thereof

APPLICANT
TVS MOTOR COMPANY LIMITED, an Indian company, having its address at “Chaitanya”, No.12 Khader Nawaz Khan Road, Nungambakkam, Chennai 600 006, Tamil Nadu, India.

PREAMBLE TO THE DESCRIPTION
The following specification particularly describes the invention and the manner in which it is to be performed.

FIELD OF THE INVENTION
The present invention generally relates to a two-wheeled vehicle. More specifically, the present invention relates to a system and a method for predicting fall of a two-wheeled vehicle.

BACKGROUND OF THE INVENTION
It is a known fact that, two-wheeled vehicles are maneuverable, provide a quick turn capability to a rider and also be driven at higher speeds. However, the two-wheeled vehicles are inherently less stable than automobiles having more than two wheels, particularly while turning or while abruptly changing a lane on a road surface.
During such a turn or while changing the lane, the two-wheeled vehicle is required to be leaned at an angle by the rider for balancing centrifugal forces acting horizontally outwards of the two-wheeled vehicle. The rider typically does not know a maximum lean angle that the two-wheeled vehicle can be leaned for taking the turn or while changing the lane at various speeds. Such a scenario might cause the rider to lean beyond a safe range of the lean angle, which may cause a fall of the vehicle, which can be catastrophic to the rider.
In order to overcome such a limitation, lean angle adjustment systems or lean angle monitoring systems are devised in the two-wheeled vehicles. These systems may be adapted to control operation of the two-wheeled vehicle during turning for preventing fall of the vehicle. However, these systems do not provide a warning on the lean angle of the two-wheeled vehicle that the rider can consider at various speeds. Moreover, these systems do not consider relation between speed of the two-wheeled vehicle and a lean rate that is generated by the rider. Additionally, these systems are cumbersome and complex to operate, which is undesirable.
In view of the above, there is a need for a system and a method for predicting fall of a two-wheeled vehicle, which addresses one or more limitations stated above.

SUMMARY OF THE INVENTION
In one aspect, a system for predicting fall of a two-wheeled vehicle is disclosed. The system comprises a vehicle speed sensing unit disposed in the two-wheeled vehicle. The vehicle speed sensing unit is configured to generate a speed input signal based on a speed of the two-wheeled vehicle. An Inertial Measurement Unit (IMU) is disposed in the two-wheeled vehicle. The IMU is configured to generate a lean angle signal based on a tilt of the two-wheeled vehicle. A control unit is disposed in the two-wheeled vehicle and is in communication with the vehicle speed sensing unit and the IMU. The control unit is configured to receive the speed input signal from the vehicle speed sensing unit and the lean angle signal from the IMU. The speed of the two-wheeled vehicle is then determined based on the speed input signal received from the vehicle speed sensing unit. Thereafter, a predicted lean angle of the two-wheeled vehicle is determined based on the lean angle signal received from the IMU. The predicted lean angle is then compared with a safe lean angle, the safe lean angle being a tilt angle corresponding to the speed of the two-wheeled vehicle. Subsequently, fall of the two-wheeled vehicle is predicted, when the predicted lean angle is greater than the safe lean angle.
In an embodiment, the control unit comprises of a plurality of predetermined values of the safe lean angle for a plurality of the speed of the two-wheeled vehicle.
In an embodiment, the control unit is configured to determine a lean rate of the two-wheeled vehicle based on the lean angle signal received from the IMU.
In an embodiment, the control unit is configured to determine the predicted lean angle based on a current lean angle and the lean rate of the two-wheeled vehicle.
In an embodiment, the control unit is configured to provide an alert signal to an alerting device of the two-wheeled vehicle when the predicted lean angle is greater than the safe lean angle. The alerting device is configured to alert the rider upon receiving the alert signal from the control unit.
In an embodiment, the alerting device is an instrument cluster of the two-wheeled vehicle.
In an embodiment, the alerting device comprises an audio alert, a visual alert, a haptic alert and combinations thereof.
In another aspect, a method for predicting fall of the two-wheeled vehicle is disclosed. The method comprises receiving by the control unit, the speed input signal from the vehicle speed sensing unit and the lean angle signal from the Inertial Measurement Unit (IMU). The speed of the two-wheeled vehicle is then determined based on the speed input signal received from the vehicle speed sensing unit. Thereafter, the predicted lean angle of the two-wheeled vehicle is determined based on the lean angle signal received from the IMU. The predicted lean angle is then compared with the safe lean angle, the safe lean angle being the tilt angle corresponding to the speed of the two-wheeled vehicle. Subsequently, fall of the two-wheeled vehicle is predicted, when the predicted lean angle is greater than the safe lean angle.
In an embodiment, the control unit allows riding of the two-wheeled vehicle without alerting the rider when the predicted lean angle is less than the safe lean angle.

BRIEF DESCRIPTION OF THE DRAWINGS
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 is a block diagram of a system for predicting fall of a two-wheeled vehicle, in accordance with an exemplary embodiment of the present disclosure.
Figure 2 is a block diagram of a control unit of the system for predicting fall of the two-wheeled vehicle, in accordance with an exemplary embodiment of the present disclosure.
Figure 3 is a flow diagram of a method for predicting fall of the two-wheeled vehicle, in accordance with an exemplary embodiment of the present disclosure.

DETAILED DESCRIPTION OF THE INVENTION
Various features and embodiments of the present invention here will be discernible from the following further description thereof, set out hereunder.
Figure 1 illustrates a block diagram of a system 100 for predicting fall of a two-wheeled vehicle (not shown in Figures), in accordance with an exemplary embodiment of the present disclosure. The system 100 is adapted to monitor a lean rate dθ/dt based on a speed of the two-wheeled vehicle (hereinafter referred to as ‘vehicle’). The system 100 is also adapted to alert a rider of a permissible lean angle of the vehicle, thereby enabling the rider to stabilize and prevent fall of the vehicle.
The system 100 comprises a vehicle speed sensing unit 102 disposed in the vehicle and is configured to generate a speed input signal based on the speed of the vehicle. In an embodiment, the vehicle speed sensing unit 102 generates the speed input signal based on speed of rotation of wheels (not shown) of the vehicle. In an embodiment, the vehicle speed sensing unit 102 may be mounted onto a front wheel (not shown) of the vehicle. In another embodiment, the vehicle speed sensing unit 102 may be a mechanical-type speed sensing unit or a electrical-type speed sensing unit as per design feasibility and requirement of the system 100.
The system 100 further comprises an Inertial Measurement Unit (IMU) 104 disposed in the vehicle. The IMU 104 is configured to monitor tilting of the vehicle with respect to a lateral axis i.e., about a top-down direction (not shown) of the vehicle of the vehicle. Accordingly, the IMU 104 generates a lean angle signal based on the tilt of the vehicle with respect to the lateral axis of the vehicle. In an embodiment, the IMU 104 may be a gyroscope disposed in the vehicle.
Referring to Figure 2 in conjunction with Figure 1, the system 100 comprises a control unit 106 communicably coupled to the vehicle speed sensing unit 102 and the IMU 104. In an embodiment, the control unit 106 is communicably coupled to the vehicle speed sensing unit 102 and the IMU 104 through a wired connection or a wireless connection as per design feasibility and requirement. The control unit 106 is adapted to predict fall of the vehicle based on the speed input signal provided by the vehicle speed sensing unit 102 and the lean angle signal provided by the IMU 104.
In an embodiment, the control unit 106 can be in communication with at least one vehicle control unit (not shown) of the vehicle. Accordingly, the control unit 106 may obtain data pertaining to speed of the vehicle and/or the lean angle signal from the at least one control unit. In an embodiment, the control unit 106 may comprise one or more additional components such as, but not limited to, an input/output module 110, a processing module 112, and an analytic module 114.
The control unit 106 is in communication with the components such as the processing module 112 and the analytic module 114. In an embodiment, the processing module 112 and the analytic module 114 are configured within the control unit 106. In another embodiment, the control unit 106 may be embodied as a multi-core processor, a single core processor, or a combination of one or more multi-core processors and one or more single core processors. For example, the control unit 106 is embodied as one or more of various processing devices or modules, such as a coprocessor, a microprocessor, a controller, a digital signal processor (DSP), a processing circuitry with or without an accompanying DSP, or various other processing devices including integrated circuits such as but not limited to, for example, an application specific integrated circuit (ASIC), a field programmable gate array (FPGA), a microcontroller unit (MCU), a hardware accelerator, a special-purpose computer chip, or the like. In yet another embodiment, the control unit 106 may be configured to execute hard-coded functionality. In still another embodiment, the control unit 106 may be embodied as an executor of instructions, where the instructions are specifically configured to the control unit 106 to perform steps or operations described herein for predicting fall of the vehicle.
Further, the control unit 106 is communicably coupled to a memory unit 116. The memory unit 116 is capable of storing information processed by the control unit 106 and also the data received from each of the vehicle speed sensing unit 102 and the IMU 104. In an embodiment, the memory unit 116 may be integrated within the control unit 106. In an embodiment, the memory unit 116 comprises a look-up table (for e.g., as shown in below table 1) comprising values or data pertaining to a safe lean angle θs corresponding to speed values of the vehicle. In other words, the look up table may include range of the safe lean value θs that the vehicle can be tilted to corresponding to the speed of the vehicle. In an embodiment, the safe lean angle θs may be the lean angle at which the vehicle can be tilted without fall or instability of the vehicle.
SI. NO. Speed of vehicle Safe lean angle
1 X1 ± θs1
2 X2 ± θs2
3 Xn ± θsn
Table 1
Wherein:
X1, X2…Xn are speed values of the vehicle; and
± θs1, ± θs2 … ± θsn are safe lean angle values corresponding to the speed values for the vehicle.

In an embodiment, the memory unit 116 is embodied as one or more volatile memory devices, one or more non-volatile memory devices and/or combination thereof, such as magnetic storage devices, optical-magnetic storage devices and the like as per design feasibility and requirement. The memory unit 116 communicates with the control unit 106 via suitable interfaces such as Advanced Technology Attachment (ATA) adapter, a Serial ATA [SATA] adapter, a Small Computer System Interface [SCSI] adapter, a network adapter or any other component enabling communication between the memory unit 116 and the control unit 106. In an embodiment, the control unit 106 may be connected to a power supply such as a battery module (not shown) of the vehicle, for receiving electrical power. In an embodiment, the control unit 106 may have an inbuilt power supply 118 for drawing power from the battery module of the vehicle.
In an embodiment, the control unit 106 or the analytic module 114 of the control unit 106 is adapted to predict fall of the vehicle, based on the speed input signal and the lean angle signal. The control unit 106 determines the speed of the vehicle based on the speed input signal received from the vehicle speed sensing unit 102. In an embodiment, if the vehicle is travelling at a speed of 20 Kmph, the vehicle speed sensing unit 102 accordingly provides the speed input signal to the control unit 106, for determining the speed of the vehicle as 20 Kmph.
Further, when the vehicle is taking a turn or is changing a lane, the IMU 104 monitors tilt of the vehicle and accordingly provides the lean angle signal to the control unit 106 for determining the lean angle of the vehicle. In an embodiment, if the vehicle is tilted by an angle of 10 degrees for taking the turn or for changing the lane, the IMU 104 accordingly provides the lean angle signal to the control unit 106 for determining the lean angle of the vehicle as 10 degrees. In an embodiment, the lean angle determined by the control unit 106 based on the lean angle signal is a current lean angle θc of the vehicle. In an embodiment, the current lean angle θc is the lean angle or tilt of the vehicle caused by the rider for taking the turn or for changing the lane on the road surface.
Additionally, the control unit 106 also determines a lean rate dθ/dt of the vehicle based on the lean angle signal. The lean rate dθ/dt enables the control unit 106 to comprehend the rate at which the vehicle is being tilted. That is, if the rider takes 1 second to tilt to 10 degrees, the lean rate dθ/dt is determined by the control unit 106 as 10 degrees/second. The control unit 106 further determines a predicted lean angle θp based on the lean angle signal received from the IMU 104 through eq. (1).
θ_p=θc+dθ/dt*t ……………………. Eq. (1)
wherein:
θp is the predicted lean angle of the vehicle;
θc is the current lean angle from IMU of the vehicle; and
dθ/dt is the measured lean rate from IMU of the vehicle.

The predicted lean angle θp is the angle at which the vehicle may be tilted to after a predetermined duration of time. That is, considering the above mentioned example, if the vehicle is being tilted at the lean rate of 10 degrees/second and the current angle of the vehicle is 1 degree, then the control unit 106 determines the predicted lean angle θp of the vehicle as 11 degrees after 1 second. Thus, the predicted lean angle θp enables the control unit 106 to predict the lean angle of the vehicle after the predetermined time. The predicted lean angle θp is then compared with the safe lean angle θs (as depicted in table 1) of the vehicle for the current speed of the vehicle. Upon comparison, if the predicted lean angle θp is greater than the safe lean angle θs, the control unit 106 provides an alert signal to the rider, to alert the rider that the vehicle will overshoot the safe lean angle θs after a predefined time period. That is, as an example, if the predicted lean angle θp is 11 degrees and the safe lean angle θs is 10 degrees for the speed of 20 Kmph, the control unit 106 alerts the rider that vehicle will lean beyond the safe lean angle θs after 1 seconds. Thus, the control unit 106 is able predict tilting of the vehicle beyond the safe lean angle θs and thereby provide the rider sufficient time to stabilize the vehicle, consequently preventing fall of the vehicle.
Further, the control unit 106 is communicably coupled to an alerting device 108. The alerting device 108 is configured to alert the rider when the predicted lean angle θp is greater than the safe lean angle θs. In the present embodiment, the alerting device 108 is an instrument cluster (not shown) of the vehicle. In an embodiment, the alerting device 108 is capable of providing a visual alert, an audible alert or a haptic alert or combination thereof to the rider. In an embodiment, the visual alert is provided to the rider by the instrument cluster through glow of an icon (not shown) or a warning lamp (not shown) provided in the instrument cluster. In an embodiment, the audible alert may be provided to the rider by the instrument cluster through a sound generating device (not shown) such as an alarm (not shown), provided in the instrument cluster. In another embodiment, the audible alert may be provided through a smart audio wearable device (not shown) worn by the rider or through a smart helmet (not shown). In an embodiment, the haptic alert may be provided to the rider by the instrument cluster by inducing high frequency vibrations on a handlebar (not shown) of the vehicle. In an embodiment, one or more haptic sensors (not shown) may be provided at predetermined locations on the handlebar, such as a grip portion (not shown) of the handlebar, which upon actuation by the control unit 106 provide the haptic alert to the rider.
Referring to Figure 3 in conjunction to Figures 1 and 2, a flow diagram of a method 300 for predicting fall of the vehicle is depicted.
At step 302, the rider starts the vehicle by actuating an ignition system (not shown) of the vehicle. Upon starting, the rider may initiate travelling on the vehicle. The method then proceeds to step 304, wherein the rider is taking the turn or is changing the lane on the road surface. At this scenario, the method proceeds to step 306.
At step 306, the control unit 106 receives the speed input signal from the vehicle speed sensing unit 102 and the lean angle signal from the IMU 104. Upon receiving the speed input signal, the method 300 proceeds to step 308 wherein, the control unit 106 determines the speed of the vehicle. Thereafter at step 310, based on the lean angle signal, the control unit 106 determines the current lean angle θc of the vehicle and the lean rate dθ/dt of the vehicle based on the lean angle signal. As mentioned in the above example in paragraphs [025] and [026], the current lean angle θc is determined as 1 degree, the lean rate as 10 degrees/second and the predicted lean angle is 11 degrees. Upon determining the current lean angle θc and the lean rate dθ/dt, the method 300 proceeds to step 312.
At step 312, the control unit 106 procures the safe lean angle θs corresponding to the speed of the vehicle from the look up table (as depicted in table 1). Thereafter, the control unit 106 compares the safe lean angle θs with the predicted lean angle θp. Upon comparison, if the predicted lean angle θp is greater than the safe lean angle θs the method 300 proceeds to step 314 wherein, an alert signal is transmitted by the control unit 106 to the alerting device 108 for alerting the rider. Thus, the rider is alerted before attaining the predicted lean angle θp, thereby predicting fall of the vehicle. As the lean angle is predicted by the control unit 106 before the predetermined time, the rider may have sufficient time to stabilize the vehicle, thereby preventing fall of the vehicle. Further, if the predicted lean angle θp is lesser than the safe lean angle θs, the control unit 106 allows riding of the vehicle without alerting the rider.
The claimed invention as disclosed above is not routine, conventional or well understood in the art, as the claimed aspects enable the following solutions to the existing problems in conventional technologies. Specifically, the claimed aspect provides the system which is capable of predicting fall of the vehicle based on the speed, the current lean angle and the lean rate of the vehicle. As such, ample time may be provided to the rider for stabilizing the vehicle, thereby preventing fall of the vehicle. Consequently, improving handling, safety, ergonomics and comfort of the vehicle. Moreover, such a safety feature also adds onto market attractiveness of the vehicle.

Reference numerals

100 System for predicting fall of a vehicle
102 Vehicle speed sensing unit
104 Inertia Measurement Unit (IMU)
106 Control unit
108 Alerting device
Θp Predicted lean angle
Θc Current lean angle
dθ/dt Lean rate
114 Analytic module
116 Memory unit
118 Power supply
110 Input/Output module
112 Processing module , Claims:WE CLAIM:
1. A system (100) for predicting fall of a two-wheeled vehicle, the system (100) comprising:
a vehicle speed sensing unit (102) disposed in the two-wheeled vehicle, the vehicle speed sensing unit (102) being configured to generate a speed input signal based on a speed of the two-wheeled vehicle;
an Inertial Measurement Unit (IMU) (104) disposed in the two-wheeled vehicle, the IMU (104) being configured to generate a lean angle signal based on a tilt of the two-wheeled vehicle; and
a control unit (106) disposed in the two-wheeled vehicle and the control unit (106) being in communication with the vehicle speed sensing unit (102) and the IMU (104), the control unit (106) being configured to:
receive, the speed input signal from the vehicle speed sensing unit (102) and the lean angle signal from the IMU (104);
determine, the speed of the two-wheeled vehicle, based on the speed input signal received from the vehicle speed sensing unit (102);
determine, a predicted lean angle (θp) of the two-wheeled vehicle based on the lean angle signal received from the IMU (104);
compare, the predicted lean angle (θp) with a safe lean angle (θs), the safe lean angle (θs) being a tilt angle corresponding to the speed of the two-wheeled vehicle;
predict fall of the two-wheeled vehicle when the predicted lean angle (θp) is greater than the safe lean angle (θs).

2. The system (100) as claimed in claim 1, wherein the control unit (106) comprising of a plurality of predetermined values of safe lean angle (θs) for a plurality of the speed of the two-wheeled vehicle.

3. The system (100) as claimed in claim 1, wherein the control unit (106) is configured to determine a lean rate (dθ/dt) of the two-wheeled vehicle based on the lean angle signal received from the IMU (104).

4. The system (100) as claimed in claim 1, wherein the control unit (106) is configured to determine the predicted lean angle (θp) based on a current lean angle (θc) and the lean rate (dθ/dt) of the two-wheeled vehicle.

5. The system (100) as claimed in claim 1, wherein the control unit (106) is configured to provide an alert signal to an alerting device (108) of the two-wheeled vehicle when the predicted lean angle (θp) is greater than the safe lean angle (θs), and wherein the alerting device (108) being configured to alert a rider upon receiving the alert signal from the control unit (106).

6. The system (100) as claimed in claim 5, wherein the alerting device (108) is an instrument cluster of the two-wheeled vehicle.

7. The system (100) as claimed in claim 5, wherein the alerting device (108) comprises an audio alert, a visual alert, a haptic alert and a combination thereof.

8. A method (300) for predicting fall of a two-wheeled vehicle, the method (300) comprising:
receiving (302), by a control unit (106), a speed input signal from a vehicle speed sensing unit (102) and a lean angle signal from an Inertial Measurement Unit (IMU) (104);
determining (304), by the control unit (106), the speed of the two-wheeled vehicle, based on the speed input signal received from the vehicle speed sensing unit (102);
determining (306), by the control unit (106), a predicted lean angle (θp) of the two-wheeled vehicle based on the lean angle signal received from the IMU (104); and
comparing (308), by the control unit (106), the predicted lean angle (θp) with a safe lean angle (θs), the safe lean angle (θs) being a tilt angle corresponding to the speed of the two-wheeled vehicle,
predicting, by the control unit, fall of the two-wheeled vehicle when the predicted lean angle (θp) is greater than the safe lean angle (θs).

9. The method (300) as claimed in claim 8 comprising determining, a lean rate (dθ/dt) of the two-wheeled vehicle, by the control unit (106), based on the lean angle signal received from the IMU (104).

10. The method (300) as claimed in claim 8 comprising determining, by the control unit (106), the predicted lean angle (θp) based on a current lean angle (θc) and the lean rate (dθ/dt) of the two-wheeled vehicle.

11. The method (300) as claimed in claim 8 comprising, providing, by the control unit (106), an alert signal to an alerting device (108) of the two-wheeled vehicle when the predicted lean angle (θp) is greater than the safe lean angle (θs), the alerting device (108) being configured to alert a rider upon receiving the alert signal from the control unit (106).

12. The method (300) as claimed in claim 11, wherein the alerting device (108) comprises an audio alert, a visual alert, a haptic alert and a combination thereof.

13. The method (300) as claimed in claim 8, wherein the control unit (106) allows riding of the two-wheeled vehicle without alerting a rider, when the predicted lean angle (θp) is less than the safe lean angle (θs).

Dated this 26th day of September 2022

TVS MOTOR COMPANY LIMITED
By their Agent & Attorney

(Nikhil Ranjan)
of Khaitan & Co
Reg No IN/PA-1471