WO2023166532A1

WO2023166532A1 - A two-wheeled vehicle

Info

Publication number: WO2023166532A1
Application number: PCT/IN2023/050202
Authority: WO
Inventors: Vijay Mahalwal; Abhay Singh Rana; Tariq DAUD
Original assignee: Hero MotoCorp Limited
Priority date: 2022-03-04
Filing date: 2023-03-04
Publication date: 2023-09-07

Abstract

An auxiliary lighting system (102) of a vehicle (100), the auxiliary lighting system (102) comprising a first auxiliary lighting unit (102a) disposed on a first portion of a leg shield (105) of the vehicle (100), a second auxiliary lighting unit (102b) disposed on a second portion of the leg shield (105) of the vehicle (100), a lighting control module (M) configured to selectively operate the first auxiliary lighting unit (102a) and the second auxiliary lighting unit (102b) to produce lighting to illuminate the dark void based on bank angle of the vehicle (100), wherein, the lighting control module (M) operatively disposed in one of the first auxiliary lighting unit (102a) and the second auxiliary lighting unit (102b).

Description

A TWO-WHEELED VEHICLE

TECHNICAL FIELD

[0001] The present disclosure relates to the field of automobiles. Particularly, but not exclusively, the present disclosure relates to a lighting unit for a vehicle. Embodiments of the present disclosure discloses an auxiliary lighting module for producing a bend lighting for the vehicle. Embodiments of the system and method for calibrating a bank angle sensor associated with an auxiliary lighting system of the vehicle.

BACKGROUND

[0002] Vehicles such as, but not limited to, motorized scooters, motorcycles, etc., among other components and assemblies include body frame, a power unit, a passenger seating area, a storage space, and wheels. The power unit is adapted to provide the necessary power to the wheels, to drive the vehicle. The power unit, seating area, storage space, etc., are all carried by the body frame. The wheels are connected to the body frame. Therefore, the body frame is designed to carry the load of the vehicle, including the weight of the power unit, other components, and sub-assemblies of the vehicle. Such weight carried by the body frame is transferred, through the ground engaging members, to the ground.

[0003] In addition to the above components, the vehicle also includes headlights, taillights, blinkers/winkers provided for illuminating road ahead of vehicle in dark conditions. The headlight of vehicles, such as the two-wheeled vehicles, have a low beam and a high beam lighting element. Any one of the low beams or the high beam lighting element can be operated at a time based on the requirement using a dimmer switch. However, such headlight is generally narrow and illuminate only the road ahead of the vehicle. There are situations or needs which require illuminating dark voids on the side vehicles. For example, while taking a turn towards right/left, the corners need to be illuminated. The conventional headlights in the vehicle do not illuminate the corners during turning of the vehicle which leads to dark voids. Due to the dark voids, the rider will not be able to see the road ahead during the turn which may lead to potential hazard/risk. Conventionally, there exists cornering lights existing provided in vehicles. However, such conventional systems require separate control modules for functioning. Providing additional control modules substantially increases part cost in turn increasing the cost of the vehicle. Also, maintenance and service of the conventional lighting systems are significantly difficult due to the complexity in electrical connections. Furthermore, mounting errors are inevitable while mounting the light control modules of the lighting system, thereby affecting the overall performance of the lighting system.

[0004] The present disclosure is directed to overcome one or more limitations stated above or any other limitations associated with the conventional vehicles.

SUMMARY

[0005] One or more shortcomings of the prior art are overcome by method as disclosed and additional advantages are provided through the method as described in the present disclosure.

[0006] 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.

[0007] In one aspect of the invention, an auxiliary lighting system (102) of a vehicle is disclosed. An auxiliary lighting system of a vehicle, the auxiliary lighting system comprising a first auxiliary lighting unit (ALU) disposed on a first portion of a leg shield of the vehicle a second auxiliary lighting unit disposed on a second portion of the leg shield of the vehicle a lighting control module configured to selectively operate the first auxiliary lighting unit and the second auxiliary lighting unit to produce lighting to illuminate the dark void based on bank angle of the vehicle, wherein, the lighting control module operatively disposed in one of the first auxiliary lighting unit and the second auxiliary lighting unit . [0008] In an embodiment, the lighting control module configured to be connectable with a power source of the vehicle.

[0009] In an embodiment, the second auxiliary lighting unit comprises a second connecting cable and a second connector.

[00010] In an embodiment, the auxiliary lighting system further comprises a wiring assembly of the vehicle , wherein the wiring assembly comprises a main wiring harness, a first cable configured to form a power transmission path between the main wiring harness of the vehicle and the lighting control module , the first cable comprises a third connector connectable to a corresponding terminal of the main wiring harness, a fourth connector, wherein some terminals of the fourth connector configured to receive other end of the first cable.

[00011] In an embodiment, the auxiliary lighting system further comprises a bridge cable, wherein the bridge cable at one end, connectable to remaining terminals of the fourth connector and at other end connectable to a fifth connector, wherein the third connector configured to be connectable to the second connector.

[00012] In an embodiment, the first auxiliary lighting unit comprises a first connecting cable connectable to a first connector at one end and with the lighting control module at the other end, wherein the first connector configured to be connectable to fourth connector.

[00013] In an embodiment, the lighting control module comprises a microprocessor and a sensor, wherein the sensor is configured to determine a bank angle of the vehicle and send corresponding signals to the microprocessor.

[00014] In an embodiment, the micro-processor is configured to generate control signal to trigger one of the first auxiliary lighting unit and the second auxiliary lighting unit based on the signals received from the sensor corresponding to the bank angle of the vehicle. [00015] In an embodiment, the one of the first auxiliary lighting unit and the second auxiliary lighting unit is triggered when the bank angle of the bike exceeds a pre-set bank angle in respective directions.

[00016] In an embodiment, the pre-set bank angle ranges from about 7 degrees to about 10 degrees towards the left side and right side of the vehicle.

[00017] In an embodiment, each of the first auxiliary lighting unit and second auxiliary lighting unit is integrated into a provision defined at pre-defined positions on the leg shield in either side of the vehicle.

[00018] In an embodiment, the first connector and the fourth connector are four-pole connectors, the second connector, the fifth connector is a two-pole connector, and the third connector is at least one of a tow pole and four pole connector.

[00019] In accordance with an aspect of the present disclosure, a two-wheeled vehicle is described. The two-wheeled vehicle includes a steering mechanism, a power unit and a body frame. The body frame further includes a head tube configured to support the steering mechanism and a down frame member extends downward and rearward from the head tube. The vehicle further includes a leg shield enclosing at least a portion of the head tube and the down frame. The leg shield includes an inner leg shield securable to at least one of the down frame and the head tube. Further, an outer leg shield is securable to at least one of the down frame and the head tube at a front end. The outer leg shield includes a right panel, a left panel and a central panel. A first auxiliary lighting unit mounted on at least one of the right panels and the left panel. The first auxiliary lighting unit comprises a first cable with a first connector. A second auxiliary lighting unit mounted to remaining of the right panel and the left panel. The second auxiliary lighting unit comprises a second cable with a second connector. A lighting control module is operatively disposed in at least one of the first auxiliary lighting unit and the second auxiliary lighting unit. Further, a wiring module is provided to couple the first auxiliary lighting unit, the second auxiliary lighting unit and a wiring harness of the vehicle. The wiring module includes a main cable, a portion of which is securable to the inner leg shield and configured to form a power transmission path between a wiring harness of the vehicle and at least one of the first auxiliary lighting unit and a second auxiliary lighting unit. A fourth connector is coupled to one end of the main cable, wherein some terminals of the fourth connector configured to receive the first connector. A bridge cable securable to the surface of the inner leg shield and connectable to remaining terminals of the fourth connector at one end and couplable to the second connector through a fifth connector crimped to the bridge cable at another end opposite to the one end. The bridge cable is configured to form a signal transmission path between the first auxiliary lighting unit and the second auxiliary lighting unit.

[00020] With this auxiliary lighting system as disclosed in aforementioned disclosure, as the lighting control module is disposed inside one of the first auxiliary lighting unit and second auxiliary lighting unit, therefore, packaging is easy and less expensive as compared to the arrangement where the lighting control module is disposed outside first auxiliary lighting unit and second auxiliary lighting unit. With this packaging, the lighting control module does not need any dedicated sealed packaging. Moreover, assembly of the lighting control module together with the first auxiliary lighting unit and second auxiliary lighting unit in the vehicle is easy and less time consuming. In addition, as the first auxiliary lighting unit and second auxiliary lighting unit is connected with each other through plurality of connectors, therefore, it is easy to assemble and mount it in the leg shield considering the main harness of the vehicle in the vehicle layout.

[00021] In one embodiment of the invention, a system for calibrating a bank angle sensor associated with a plurality of auxiliary lighting units (ALUs) of a vehicle is disclosed. The system comprises a plurality of ALUs provided on the vehicle. The system also comprises a processor disposed within one ALU of the plurality of ALUs and configured to operate the plurality of ALUs. A bank angle sensor is provided that is coupled to the processor. The system further comprises a first connector coupled to one ALU of the plurality of ALUs within which the processor is disposed. Further, the first connector operatively couples to a second connector in order to calibrate the bank angle sensor for compensating a bank angle error introduced at a time of assembling of the bank angle sensor on the vehicle. Here, the first connector and second connector both comprise a plurality of pins and have equal number of pins. The second connector is disposed external to the vehicle. Furthermore, one of the plurality of pins of the first connector is a calibration pin that enables the compensation of the bank angle error by resetting the bank angle sensor upon receiving a calibration signal from a calibration signal pin of the second connector. In another embodiment, the processor is configured to control the plurality of ALUs for illuminating one or more ALUs of the plurality of ALUs, when the vehicle inclines according to a plurality of preset illumination angle values.

[00022] In another embodiment, when the vehicle inclines according to the plurality of preset illumination angle values, the one or more ALUs upon illuminating produces bend lighting effect to illuminate path of the vehicle.

[00023] In another embodiment, the plurality of ALUs are made up of at least one of a light emitting diode (LED) and a halogen lamp.

[00024] In another embodiment, the second connector of the system is operatively decoupled from the first connector after the calibration of the bank angle sensor.

[00025] In another embodiment, when the calibration pin of the first connector is operatively coupled to the calibration signal pin of the second connector, the calibration signal pin transmits the calibration signal to the calibration pin in response to closing of a calibration signal switch connected to a voltage source.

[00026] In another embodiment, wherein the first connector operatively couples to a third connector in order to supply power to the plurality of ALUs, after the calibration of the bank angle sensor, wherein the third connector comprises a plurality of pins and wherein the plurality of pins of third connector is same as that of the plurality of pins of first connector.

[00027] In yet another embodiment, a method of calibrating a bank angle sensor associated with a plurality of ALUs of a vehicle is disclosed. The method comprises providing the plurality of ALUs on the vehicle such that the bank angle sensor is disposed within one ALU of the plurality of ALUs. Here, a first connector is coupled to the one ALU of the plurality of ALUs within which the bank angle sensor is disposed. The method comprises operatively coupling the first connector to a second connector in order to calibrate the bank angle sensor for compensating a bank angle error introduced at a time of assembling of the bank angle sensor on the vehicle. Here, the first connector and the second connector comprise an equal number of plurality of pins. The second connector is disposed external to the vehicle. Further, the method comprises resetting the bank angle sensor upon receiving a calibration signal, by a calibration pin of the first connector from a calibration signal pin of the second connector in order to compensate the bank angle error.

[00028] Thus, the present disclosure also overcomes the mounting tolerances and/or errors, introduced at the time of mounting the ALUs on the vehicle by compensating the bank angle error through a calibration mechanism, thereby ensuring correct functioning of the ALUs.

BRIEF DESCRIPTION OF DRAWINGS

[00029] The disclosure itself, together with further features and attended advantages, will become apparent from consideration of the following detailed description, taken in conjunction with the accompanying drawings. One or more embodiments of the present disclosure are now described, by way of example only wherein like reference numerals represent like elements and in which:

[00030] FIG.1 illustrates an exemplary side view of the front-end structure of the vehicle, in accordance with an embodiment of the present disclosure.

[00031] FIG.2 illustrates a front view of the vehicle of FIG.1 depicting front end of the vehicle including leg shield, in accordance with an embodiment of the present disclosure. [00032] FIG.3 illustrates a front view of a leg shield provided with a wiring module for connecting the auxiliary lighting unit, in accordance with an embodiment of the present disclosure.

[00033] FIG.4 illustrates an exploded view of the leg shield for the vehicle along with auxiliary lighting unit and wiring module, in accordance with an embodiment of the present disclosure.

[00034] FIG.5 illustrates a wiring layout for the auxiliary lighting module, in accordance with an embodiment of the present disclosure.

[00035] FIG. 6 illustrates a system for calibrating a bank angle sensor associated with a plurality of auxiliary lighting units (ALUs) of a vehicle, according to an embodiment of the present invention.

[00036] FIG.7 illustrates a method for calibrating a bank angle sensor associated with the plurality of ALUs of a vehicle, according to an embodiment of the present invention.

[00037] FIG. 8A and 8B illustrates a descriptive front view of a six-pole first connector comprising at least 6 pins according to an embodiment of the present invention.

[00038] FIG.9 illustrates a connection between a six -pole second connector of FIG.

6 and an external voltage source, according to an embodiment of the present invention.

[00039] FIG. 10A-10D illustrates a step-by-step view of coupling and decoupling process of six-pole first connector to a third connector and a second connector of FIG. 6 according to an embodiment of the present invention.

[00040] FIG. 11 illustrates a wiring layout for a pair of ALUs comprising a plurality of connecting cables, according to an embodiment of FIG. 6. [00041] The drawings referred to in this description are not to be understood as being drawn to scale except if specifically noted, and such drawings are only exemplary in nature.

DETAILED DESCRIPTION

[00042] While the disclosure is susceptible to various modifications and alternative forms, an embodiment thereof has been shown by way of example in the drawings and will be described here 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.

[00043] The term “comprises”, comprising, or any other variations thereof, are intended to cover a non-exclusive inclusion, such that an assembly, system, or method that comprises a list of components or steps does not include only those components or steps but may include other components or steps not expressly listed or inherent to such assembly, system, or method. In other words, one or more elements in a system or assembly proceeded by “comprises... a” does not, without more constraints, preclude the existence of other elements or additional elements in the system or apparatus.

[00044] In the present disclosure, the terms like “additional lighting units” and “auxiliary lighting units” and “ALUs” have been interchangeably used throughout the description. Further, the terms like “connector” or “coupler” have been interchangeably used throughout the description. Further, the terms like “wire harness battery” or “main battery” have been interchangeably used throughout the description. Further, the terms like “processor” or “microprocessor” or “control unit” have been interchangeably used throughout the description. Further, the terms like “sensor” or “light control module” or “bank angle sensor” have been interchangeably used throughout the description.

[00045] The following paragraphs describe the present disclosure with reference to FIG(s) 1 to 5. In the figure, the same element or elements which have similar functions are indicated by the same reference signs. With general reference to the drawings, a wiring module for an auxiliary lighting unit for a vehicle (100) in accordance with preferred embodiments of the present invention is illustrated and generally identified with reference numeral 10. Further, the auxiliary lighting unit may contain one or more components and is depicted with refence numeral 102a and 102b in the forthcoming description. It will be understood that the teachings of the present disclosure are not limited to any particular type of vehicle. Also, the corresponding figures illustrate only a portion of the vehicle. The complete vehicle is not illustrated in the corresponding figures for purpose of simplification.

[00046] While the present disclosure is illustrated in the context of a vehicle similar features thereof can be used with other type of vehicles as well. The term “vehicle” comprises vehicles such as motorcycles, scooters, bicycles, mopeds, scooter type vehicle, or vehicles that require tilting when turning.

[00047] The following detailed description is merely exemplary in nature and is not intended to limit application and uses. Furthermore, there is no intention to be bound by any theory presented in the preceding background or summary or the following detailed description. It is to be understood that the disclosure may assume various alternative orientations and step sequences, except where expressly specified to the contrary. It is also to be understood that the specific devices or components illustrated in the attached drawings and described in the following specification are simply exemplary embodiments of the inventive concepts defined in the appended claims. While some specific terms of “front / forward”, “rear / rearward / back / backward”, “up / upper / top”, “down / lower / lower ward / downward, bottom”, “left / leftward”, “right / rightward” and other terms containing these specific terms and directed to a specific direction will be used, the purpose of usage of these terms or words is merely to facilitate understanding of the present invention referring to the drawings. Accordingly, it should be noted that the meanings of these terms or words should not improperly limit the technical scope of the present invention. [00048] Also, it is to be understood that the phraseology and terminology used herein is for description and should not be regarded as limiting. Unless specified or limited otherwise, the terms “accommodated,” “mounted,” “connected,” “supported,” and “coupled” and variations thereof are used broadly and encompass both direct and indirect mountings, connections, supports, and couplings. Further, “connected” and “coupled” are not restricted to physical or mechanical connections or couplings. It is to be understood that this disclosure is not limited to the specific devices, methods, applications, conditions, or parameters described and/or shown herein and that the terminology used herein is to describe embodiments by way of example and is not intended to be limiting of the claimed invention. Hereinafter in the following description, various embodiments will be described. For purposes of explanation, specific configurations and details are outlined to provide a thorough understanding of the embodiments. However, it will also be apparent to one skilled in the art that the embodiments may be practiced without the specific details. Furthermore, well-known features may be omitted or simplified in order not to obscure the embodiments being described.

[00049] Referring to FIG.1, the vehicle (100) comprises a front-end structure (101), a floorboard [not shown], a power unit [not shown], and a rear end structure [not shown]. The front-end structure (101) may comprise a steering mechanism, a leg shield (105), a front ground engaging member (104) also referred to as maneuvering wheel, a dash assembly [not shown], a control unit [not shown], a headlamp unit (106) [refer FIG.1], a plurality of winkers (107) [shown in FIG I], The steering mechanism comprises a handlebar (HB). The handlebar (HB) is configured to be rotated by the rider to steer the vehicle (100). The steering mechanism comprises a plurality of front forks (103) disposed at the front-end structure (101) of the vehicle (100). The steering mechanism may be operatively coupled to the front ground engaging members (104) via the plurality of front forks (103) [as seen in FIG.2],

[00050] In the illustrated example, the dash assembly (not shown) is provided on the steering mechanism. The dash assembly comprises a display unit (not shown). The display unit displays information relating to the vehicle (100) to the rider. In an embodiment, the display unit displays information such as distance travelled by the vehicle (100), and other operating parameters of the vehicle (100). The dash assembly may include additional components such as LCD, GPS, graphical user interface (GUI) etc. without limiting the scope of the invention. In the illustrated example, the headlamp unit (106) is provided on the steering mechanism. Alternatively, the headlamp unit (106) may be provided on the leg shield (105), without limiting the scope of the invention. The front-end structure (101) comprises first electronic connections (not shown) and first hydraulic connections (not shown). The first electronic connections may embody a main wiring harness (H). The first hydraulic connections may embody fluid hoses. Further, the front-end structure (101) may further comprise additional components such as mirrors, front fenders etc. without limiting the scope of the disclosure.

[00051] The leg shield (105) is disposed on the front-end structure (101) of the vehicle (100). The leg shield (105) encloses at least a portion of the head tube (2) and the down frame (DF). In an embodiment, the leg shield (105) encloses the steering mechanism. The leg shield (105) comprises an inner leg shield (105a) and an outer leg shield (105b). The leg shield (105) provides protection for the feet of the rider of the vehicle (100). The outer leg shield (105b) includes a central panel (105c) [refer FIGI], a left panel (1051), and a right panel (105r). In the illustrated example, the plurality of the winkers (107) are disposed on the leg shield (105). The plurality of winkers (107) may be disposed on the outer leg shield (105b), particularly on the left panel (1051) and the right panel (105r). Alternatively, the plurality of the winkers (107) may be provided on the steering mechanism of the vehicle (100), without any limitations. The floorboard is disposed behind the front-end structure (101) and ahead of the rear end structure. The floorboard provides a footrest for a rider riding the vehicle (100).

[00052] In addition to the above-described configuration, the leg shield (105) may be defined with one or more provisions to accommodate an auxiliary lighting system (102) which includes an auxiliary lighting unit (102a and 102b). In an embodiment, the auxiliary lighting unit (102a and 102b) may also be provided on the steering mechanism without deviating from the scope of the present disclosure. The auxiliary lighting unit (102a and 102b)) may be integrated to the leg shield (105) on the front end. That is the auxiliary lighting unit (102a and 102b) may be integrated to the outer leg shield (105b). In an illustrated example, the auxiliary lighting unit (102a and 102b) may be integrated into left panel (1051) and the right panel (105r) of the outer leg shield (105b). In an embodiment, one or more provisions may be defined at a pre-defined position on the left panel (1051) and the right panel (105r) of the outer leg shield (105b). The auxiliary lighting unit (102a and 102b) may include a first auxiliary lighting unit (102a) and a second auxiliary lighting unit (102b) which are integrated into respective provisions defined in the leg shield (105). As described above, the first auxiliary lighting unit (102a) and the second auxiliary lighting unit (102b) may be accommodated in the provisions defined on the left panel (1051) and the right panel (105r) of the outer leg shield. The first auxiliary lighting unit (102a) [also referred to as first lighting unit (102a) hereinafter] may be integrated to the provision defined on the left panel (1051) of the outer leg shield (105b). The second auxiliary lighting unit (102b) [also referred to as second lighting unit (102b) hereinafter] may be integrated to the provision defined on the right panel (105r) of the outer leg shield (105b). The first lighting unit (102a) and the second lighting unit (102b) may be viewed in FIG.4 and FIG.5. It is to be understood that the position of these lighting units (102a and 102b) is exemplary in nature and is used in the forthcoming embodiments only for the purpose of illustration. The position of the lighting units (102a and 102b) should not be construed as a limitation of the present disclosure.

[00053] One of the first lighting unit (102a) or the second lighting unit (102b) may house or include a lighting control module (M). In an embodiment, the lighting control module (M) may be integrated into one of the first lighting unit (102a) and the second lighting unit (102b). The lighting control module (M) and the lighting unit (102a, 102b) may be a single unit or may be individual units communicatively coupled to each other. The lighting control module (M) is depicted in FIG.5. The lighting control module (M) may include a microprocessor (P) and a sensor (S) each intended to perform defined function. In an embodiment, the sensor (S) used may be at least one of a gyro-sensor or a bank angle sensor [also referred to as banking sensor]. For instance, the sensor (S) such as the bank angle sensor/gyro sensor may be configured to generate the banking/leaning information. Examples of banking information may include, but are not limited to, direction banking of the vehicle, angle of the banking of the vehicle and the like. The direction of banking may correspond to inclination of the vehicle towards left, right or substantially vertical direction. In an embodiment, the banking angle may be an angle sensed either from a horizontal plane or a vertical plane. For example, 10 degrees from the vertical plane leaning towards left side or 10 degrees from vertical plane leaning towards right side. If there is no banking of the vehicle in either direction, the banking information may include information corresponding to zero banking.

[00054] The lighting control module (M), the first auxiliary lighting unit (102a) and the second auxiliary lighting unit (102b) are communicatively or electron! cally/electrically coupled to each other which will be elucidate in forthcoming embodiments. The sensor (S) of the lighting control module (M) may be configured to determine banking angle of the vehicle (100) and send the corresponding signals to the microprocessor (P). The microprocessor (P) may be configured to process the signal received from the sensor (S) and based on the processed signal, the microprocessor (P) may be configured to trigger at least one of the first lighting unit (102a) and the second lighting unit (102b) selectively to ON/OFF condition. For instance, rider of the vehicle (100) may intend to take a right turn and leans the vehicle towards the right side. The sensor (S) determines the baking angle of the vehicle from the vertical plane and compare it with a pre-set banking angle. In case, the banking angle of the vehicle is more than the pre-set banking angle, the microprocessor (P) may trigger the second lighting unit (102b) provided on the right side of the leg shield to ON condition. Turning ON the second lighting unit (102b) may produce bend lighting to illuminate the dark void ahead of the vehicle (100). Similarly, if the rider is turning left, the vehicle may lean towards left side. The sensor (S) determines the banking angle of the vehicle from the vertical plane and compare it with the pre-set banking angle. Based on the comparison, the first lighting unit (102a) may be selectively turned ON/OFF by the microprocessor (P). Thus, making it safe for the rider of the vehicle (100) to take the right turn. The pre-set bank angle may range from about 7 degrees to about 10 degrees in the respective directions i.e., the right side or the left side. In some embodiments, the first auxiliary lighting unit (102a) and the second auxiliary lighting unit (102b) may be triggered based on leaning of the vehicle i.e., at a curvature on the roads without deviating from the scope of the present disclosure.

[00055] Reference is now made to FIG(s) 2 to 5 in conjunction. The first lighting unit (102a) and the second lighting unit (102b) may be communicatively and electrically connected by a wiring module (10) [refer FIG.2 and FIG.4], The first lighting unit (102a), the second lighting unit (102b), wiring module (10) is depicted as a wiring layout in FIG.5. The first lighting unit (102a), the second lighting unit (102b) and the wiring assembly (10) may be best viewed in FIG.4. The wiring module (10) may also be used to couple the first lighting unit (102a) and the second lighting unit (102b) to the main wiring harness (H) of the vehicle. The wiring module (10) may include a main cable (lOd) configured to form a power transmission path between the wiring harness (H) or the main wiring harness (H) of the vehicle (100) and one of the first lighting unit (102a) and the second lighting unit (102b). For instance, the main cable (1 Od) may be configured to form power transmission path between the main wiring harness (H) and the first lighting unit (102a). In some embodiments, the main cable (1 Od) may be configured to form power transmission path between the main wiring harness (H) and the second lighting unit (102b) without deviating from the scope of the present invention.

[00056] The wiring module (10) includes a third connector (1 c of Fig.5) and a fourth connector (la of Fig. 5). The third connector (1c of Fig.5) and the fourth connector (la of Fig. 5) may be coupled to either ends of the main cable (1 Od) [refer FIG.4], The third connector (1c of Fig.5) may be a two-pole connector and is configured to receive terminals of the main wiring harness (H) of the vehicle (100) [as shown in FIG.5], In an embodiment, the main cable (lOd) may be branch from the main harness (H), thus eliminating use of third connector (1c of Fig.5). The fourth connector (la of Fig. 5) provided on the end of the main cable (1 Od) opposite to the third connector (1c of Fig.5) may be a four-pole connector. Although, the fourth connector (la of Fig. 5) is defined on the end of the main cable (1 Od), terminals of the main cable (1 Od) are received only in a portion of the fourth connector (la of Fig. 5). That is the terminals of the main cable (lOd) is receivable by some terminals of the fourth connector (la of Fig. 5) and the remaining terminals may be structured to receive terminals of other cables which will be elucidated in forthcoming embodiments. The fourth connector (la of Fig. 5) may be configured to receive a first connector (Id) [refer FIG.4 and 5] of a first cable (lOe and 10b) which may be branching from one of the first lighting unit (102a) or the second lighting unit (102b). In an embodiment, the first connector (Id) of first cable (lOe and 10b) are connected to the fourth connector (la of Fig. 5) on end opposite to that receiving the terminals of the main cable (lOd). According to the present disclosure, the first cable (1 Oe and 10b) may be branching from the first lighting unit (102a) and the first connector (Id) coupled to the first cable (lOe and 10b) is receivable by the fourth connector (la of Fig. 5). In an embodiment, the first connector (Id) may be at least one of a four-pole connector or may be a two two-pole connectors. Once the first cable (lOe and 10b) is plugged into the fourth connector (la of Fig. 5), the transmission path between the main wiring harness (H) and the first lighting unit (102a) is complete. In an embodiment, one cable (lOe) of the first cable (lOe and 10b) may form a transmission path between the main wiring harness (H) and another cable (10b) of the first cable (lOe and 10b) may form signal transmission path to the second auxiliary lighting unit (102b) which is elucidated in forthcoming embodiments.

[00057] In some embodiments, a bridge cable (10c) may be provided in the wiring module (10). The bridge cable (10c) may be configured to connect the first lighting unit (102a) to the second lighting unit (102b). The bridge cable (10c) may be connectable to remaining terminals of the fourth connector (la of Fig. 5) on one end and a fifth connector (lb) at other end of the bridge cable (10c) opposite to the end connected to the second connector (le of Fig. 5) [shown in FIG.4 and 5], In an embodiment, the fifth connector (lb) may be a two-pole connector but not limiting to the same. The fifth connector (lb) may be configured to receive a second connector (le of Fig. 5) that may be crimped to a second cable (10a) extending from remaining of the first lighting unit (102a) and the second lighting unit (102b). According to the present disclosure, the second cable (10a) may be extending from the second lighting unit (102b). The terminals of the second cable (10a) may be received by the fifth connector (lb). Once, the second connector (le of Fig. 5) of the second cable (10a) is plugged into the fifth connector (lb), the signal transmission path between the first lighting unit (102a) and the second lighting unit (102b) is formed. The transmission path may be configured to transmit at least one of power or control signal to the second lighting unit (102b) from the lighting control module (M) disposed in the first lighting unit (102a). The term cable refers to a thick wire or a group of wires inside a rubber or plastic covering which is generally used to transmit electricity or electronic signals. These cables may be anyone of but not limiting to optical fibers, patch cables, power cables and the like.

[00058] The bridge cable (10c), first cable (1 Oe and 10b)), the main cable (1 Od), and the second cable (10a) described above may be mounted with the leg shield (105) of the vehicle (100). In an embodiment, the bridge cable (10c) and the main cable (lOd) may be mounted within a housing (U). In an embodiment, the main cable (lOd), the bridge cable (10c) and the second may be routed along an inner surface of the leg shield (105) [as shown in FIG.3], In an exemplary illustration, the main cable (lOd) and the bridge cable (10c) may be secured to the surface of the inner leg shield (105a) [refer FIG.3], In an exemplary embodiment, the above-described cables may be secured to the inner surface of the leg shield by mechanical joining methods including but not limiting to fastening and clamping. Also, the above described joining method should not be construed as limitation of the present disclosure.

[00059] The vehicle (100) further comprises a front side cover [not shown], a left side cover [not shown] and a right-side cover [not shown]. The front side cover is disposed adjacent to the floorboard and covers the front area below the rider’s seat. The left side cover and the right-side cover are disposed on both sides of the vehicle body and cover the lower sides of the rider’s seat and the passenger’s seat. Further, the vehicle (100) may also comprise a first battery unit (not shown). In an embodiment, the first battery unit may be disposed below the left seat rail (not shown) and the right seat rail (not shown). In one example, the first battery unit may be disposed within the leg shield (105). In another example, the first battery unit is disposed underneath the floorboard, without limiting the scope of the invention. The first battery unit is electrically coupled to the control unit and the power unit and provides necessary power to vehicle components as and when required. [00060] The vehicle (100) comprises the rear end structure (not shown). The rear end structure is disposed at the rear portion of the vehicle (100). The rear end structure comprises a tail lamp and a rear side cover. The rear side cover is disposed on the rear portion of the vehicle (100) and covers a hind area below the passenger’s seat (not shown). In an embodiment, the tail lamp (not shown) is disposed on the rear side cover. A plurality of turn signal indicators (not shown) is disposed on either side of the tail lamp. The rear end structure comprises at least one suspension device. In an embodiment, the rear end structure comprises one suspension device which is operatively coupled between the body frame and the swing arm. The suspension device embodies a shock absorber. The rear end structure may comprise additional components such as rear grip, rear fender, license plate etc. without limiting the scope of the invention.

[00061] In the forthcoming paragraphs, a method assembling the two-wheeled vehicle (100) is elucidated. More particularly assembling sequence of the auxiliary lighting unit (102a and 102b) to the leg shield (105) and the wiring module (10) is described. The sequence of assembly elucidated hereinafter should not be construed as a limitation of the present disclosure. The method includes providing a body frame comprising the head tube (2) and the down frame (DF) extending downward and rearward from the head tube (2). The component such as powertrain, battery unit, transmission module and the like may be installed onto the respective provisions defined in the frame. Further, the leg shield (105) may be mounted to enclose at least the portion of the head tube (2) and the down frame (DF). As described in earlier embodiments, the leg shield (105) may include the inner leg shield (105a) and the outer leg shield (105b). The inner leg shield (105a) may be secured to at least a portion of the head tube (2) and the down frame (DF) on the rear end of the down frame (DF). Before securing the inner leg shield (105a) to at least a portion of the head tube (2) and the down frame (DF), the main cable (lOd) and the bridge cable (10c) may be secured or mounted to the surface of the inner leg shield (105a). The bridge cable (10c) and the main cable (lOd) are secured to the prior to securing the inner leg shield (105a) to the down frame (DF) as there may be space constraints to access this region after the assembly is performed. It would be very inconvenient if wires connecting the auxiliary lighting unit (102a) and the second auxiliary lighting unit (102b) are routed from the front side of the head tube as this area is already crowded. Also, such wires cannot be routed from behind the head tube after the side cover is mounted to the frame. In the conventional vehicles, when the steering mechanism is operated the wires routed over the head tube would also be subjected to movement, that may cause electrical failure. As described in earlier embodiments, the wiring module (10) of the present disclosure is routed behind the head tube (2) and is secured to the inner leg shield (105a), the said configuration of the wiring module (10) overcomes the problems of the conventional systems described above. Mounting the main cable (1 Od) and the bridge cable (10c) on the surface of the inner leg shield (105a) enables routing of the main cable and the bridge cable (10c) behind the head tube (2) and the down frame (DF). The main cable (1 Od) and the bridge cable (10c) may be secured to the inner leg shield (105a) by securing clips. In an embodiment, the securing clips may be integrally defined on the inner leg shield (105a) or can be affixed to the surface by suitable joining methods. In some embodiments the main cable (10d) and the bridge cable (10c) may be a single unit formed within the housing (U) such as wire housing or may be individual units electrically coupled via one or more connectors. The third connector (1c of Fig.5) provided on the main cable (1 Od) at one end may be coupled to terminals of the main wiring harness (H). Once the inner leg shield (105a) is mounted, the left panel (1051) and the right panel (105r) of the outer leg shield (105b) may be secured to the respective ends on the inner leg shield (105a). The left panel (1051) and the right panel (105r) may be pre-fitted with the first auxiliary lighting unit (102a) and the second auxiliary lighting unit (102b). The first connector (Id) of the first auxiliary lighting unit (102a) may be coupled to the fourth connector (la of Fig. 5) on the main cable (lOd). Similarly, the second connector (le of Fig. 5) on the second cable (10a) branching from the second lighting unit (102b) may be coupled to the fifth connector (lb) provided on the bridge cable (10c). The fifth connector (lb) may be provided on the bridge cable (10c) on the end opposite to the connected to the fourth connector (la of Fig. 5). Coupling the said connectors forms a closed electrical circuit. Lastly, the central panel (105c) may be secured to the right panel (105r) and the left panel (1051) to define the outer leg shield (105b). [00062] In an embodiment, the wiring module (10) according to the present disclosure is integrated with the body structure of the vehicle (100) making it easy during the assembly of the auxiliary lighting unit (102a and 102b). Since, the wiring module (10) already assembled to the leg shield (105), there is not much of hassle to access the wiring module (10) for coupling the module (10) to auxiliary lighting unit (102a and 102b). The auxiliary lighting unit (102a and 102b) may be readily plugged to the wiring module (10) that is secured to the leg shield (105). The configuration of the wiring module (10) and the auxiliary lighting unit (102a and 102b) according to the present disclosure is cost effective. The auxiliary lighting unit (102a and 102b) provides a bend lighting to illuminate dark voids ahead of the vehicle (100) to provide better visibility to the rider.

[00063] As discussed in the background section, the cornering lights also known as auxiliary lighting units (ALUs), enable the corners of the path to be illuminated when a driver makes a left or a right turn. Ordinarily while turning, the vehicle usually leans with respect to a bank angle. This detection of bank angle is accomplished by a bank angle sensor. Further, the control circuitry of the vehicle enables the ALUs to light up in response to different values of the bank angle.

[00064] In one of the embodiments, a plurality of auxiliary/additional lighting units (ALUs), may be mounted at various locations on the vehicle body. The ALUs are associated with a connector for connecting to an internal power source of the vehicle that supplies the necessary power to the ALUs. The internal power source can be a wire harness battery. Here, the connectors associated with each of the ALUs and the wire harness battery may either be a male connector or a female connector. The configuration and structure of these connectors is similar (i.e., such as comprising similar number of pins or terminals) in order to facilitate efficient coupling of the connectors. A wiring module provides the connection of the plurality of ALUs with the wire harness battery through a plurality of cables. The wiring module may include a main cable and configured to form a power transmission path between the wire harness battery and at least one ALU of the plurality of ALUs. Further, a bridge cable of the wiring module may link the plurality of ALUs together, thereby providing a control transmission path between the ALUs. Furthermore, at least one of the ALUs may comprise a processor to drive the plurality of the ALUs, such that the ALUs illuminate in response to receiving a command from the processor.

[00065] In accordance with the present disclosure, it may be preferred to keep at least the sensor and the processor within the same housing of at least one of the ALUs. This integration of sensor and processor with the ALU in a singular housing within a body frame of the vehicle, simplifies the assembly process of the ALUs. This enables the ALUs to be readily plugged to the wiring module and also enhances the cost effectiveness of the system.

[00066] During assembly process, it is intended to mount the sensor on a precise angle, so that it performs its intended operation accurately. However, while mounting of the ALU housing comprising the processor and the sensor, an error may be introduced in the sensor due to incorrect mounting or unavoidable mounting tolerances. This may cause the orientation of sensor to vary from the actual intended orientation.

[00067] In order to solve afore -mentioned problem, an embodiment of the present disclosure provides a method and a system for calibrating a bank angle sensor associated with the plurality of ALUs, to overcome mounting tolerances and/or errors. This makes the ALUs to function in the intended manner and remain unaffected from mounting tolerances. Thus, the present disclosure aims to provides a system that houses the bank angle sensor and ALU in the same housing, and also overcome the above-mentioned limitations.

[00068] Figure 6 illustrates a system for calibrating a bank angle sensor associated with a plurality of auxiliary lighting units (ALUs) of a vehicle, according to an embodiment of the present invention. The system (600) comprises the plurality of ALUs (604a-604n) provided on the vehicle. The system also comprises processor (602) to disposed within one ALU of the plurality of ALUs (604a-604n) and configured to operate the plurality of ALUs (604a-604n). Herein the ALUs 604a and 604b are similar to auxiliary lighting units 102a and 102b of Fig. 1 and 5. A bank angle sensor (610) is provided that is coupled to the processor (602). The system (600) further comprises a first connector (606) coupled to one ALU of the plurality of ALUs (604a-604n) within which the processor (602) is disposed. The first connector (606) comprises a plurality of pins (618). Further, the first connector (606) operatively couples to a second connector (608) in order to calibrate the bank angle sensor (610) for compensating a bank angle error introduced at a time of assembling of the bank angle sensor (610) on the vehicle. Here, the first connector (606) and second connector (608) both comprise a plurality of pins (618, 614 respectively) that are equal in number in order to ensure effective coupling of the connectors. The second connector (608) is disposed external to the vehicle. Furthermore, one of the plurality of pins (618) of the first connector is a calibration pin (620) that enables the compensation of the bank angle error by resetting the bank angle sensor (610) upon receiving a calibration signal from a calibration signal pin (616) of the second connector (608).

[00069] In an embodiment, the bank angle sensor (610) is configured to detect the current bank angle value of the vehicle and transmit signals to the processor (602) based on the current bank angle value. In another embodiment, the sensor (610) is one of an accelerometer, a gyroscope sensor or a tilt sensor that measures the bank angle of the sensor with respect to the ground. In one of the embodiments, the tilt sensor may be off- the-shelf sensor such as Silicon Microstructures Inc (SMI ) 230 Sensor . In one of the embodiments, the processor (602) is configured to generate control signal to operate the one or more ALUs based on the signals received from the sensor (610). Herein, the sensor (610) may have similar functionality as the sensor (S of Fig. 5).

[00070] In another embodiment, the processor (602) is a controller or a microprocessor. The processor (602) is configured to control the plurality of ALUs (604a-604n) for illuminating one or more ALUs of the plurality of ALUs (604a-604n), when the vehicle inclines according to a plurality of preset illumination angle values.

Herein, the processor 602 may have similar functionality as the processor (P of Fig. 5).

[00071] In an embodiment, the preset illumination angle values comprise pre-set bank angle values. For instance, the preset bank angle value may comprise a set of values such as -6, -3, +3, +6 etc. In another embodiment, the preset illumination values may be represented thought a range starting from about 3 degrees to about 6 degrees in one or more directions, such as a left and a right direction. Thus, in the above example, when the vehicle leans in accordance with pre-set illumination angle values, (i.e., 6, -3, +3, +6), the processor determines whether the current bank angle value (received from the bank angle sensor) is equivalent to one of the pre-set illumination angle values. That is if the current bank angle measured by the bank angle sensor is +3, i.e., 3 degrees on the right (when considering an x and y axis graph, where the range from the centre to positive x axis denotes a right direction of the vehicle with respect to the path and the range from the centre to negative x axis denotes a left direction of the vehicle with respect to the path), then the processor transmits a control signal to illuminate the one or more ALUs on the right direction.

[00072] In one of the embodiments, the processor (602) is configured to receive a bank angle error value pertaining to the bank angle error. The processor (602) then generates a plurality of calibration values by correlating a plurality of preset illumination angle values associated with the plurality of ALUs (604a-604n), with the bank angle error value, such that the plurality of ALUs(604a-604n) illuminate only when the vehicle inclines according to the plurality of preset illumination angle values. For instance, considering the above example, where pre-set illumination angle values are 6, -3, +3, +6. Due to mounting tolerances, a bank angle error is introduced, say +2 degree. In conventional scenario, due to the introduction of positive error, the ALUs on the left become sensitive to a minor tilt in the left direction, i.e., left ALUs starts illuminating even at a bank angle value of -1 degree (e.g., -3 (preset value) +2 (error value) = -1). Further, the ALUs on the right become insensitive even to a major tilt, i.e., right ALUs illuminates only when the bank angle value is +5 degree (e.g., +3 (preset value) +2 (error value) = +5). However, the processor is configured to generate a calibration value (in each direction) such as -2 to eliminate the bank angle error (+2) introduced. This enables the bank angle sensor (610) to work as intended, thereby facilitating accurate operation of the ALU circuitry.

[00073] In another embodiment, when the vehicle inclines according to the plurality of preset illumination angle values, the one or more ALUs upon illuminating produces bend lighting effect to illuminate path of the vehicle.

[00074] In another embodiment, the plurality of ALUs (604a-604n) are made up of at least one of a light emitting diodes (LED) and a halogen lamp.

[00075] In one of the embodiments, the ALU may comprise optical mechanical and electrical components. Further, the ALU are grouped and/or reciprocally incorporated with other lighting or light-signaling devices.

[00076] In one of the embodiments, the vehicle can be a two-wheeled vehicle comprising a plurality of ALUs. The at least one ALU of the plurality of ALUs (604a- 604b) is mounted on the left panel of the two-wheeled vehicle and the remaining ALUs of the plurality of ALUs (604a... 604n) is mounted on the right panel of the two-wheeled vehicle. In one of the embodiments, the number of ALUs mounted on the left panel and the right panel of the two-wheeled vehicle is equal in number.

[00077] In one embodiment, the system further comprises a memory configured to store the plurality preset illumination angle values.

[00078] In one of the embodiments, the first connector (606) is a six -pole connector comprising six pins, wherein at least two pins receive two inputs (i.e., a positive terminal and a negative terminal) from an internal power source such as wire harness battery. One of the pins is a calibration pin (620) that is provided for calibration of the bank angle sensor (610). Additional two pins of the first connector (606) are connected to ALU 604b. In a six-pole first connector, at least one pin is a dummy pin, that does not specifically implement any functionality. This calibration process is performed by providing -12 Volt to the calibration pin for a pre-determined time period, say 1 millisecond, which results in resetting the sensor (610) to zero. Additionally, at least one LED of the ALU 604a may blink to indicate the completion of the calibration process.

[00079] Here, when the first connector (606) comprises six pins (618). Herein the first connector 606 may have similar functionality as the first connector (Id depicted in FIG.5) . Then the plurality of pins (614) of the second connector and the plurality of pins (622) of the third connector (612) also contain six pins. This is required to ensure accurate coupling between the first (606), second (608) and third connectors (612). In another embodiment, the system (600) may comprise other connectors apart from illustrated connectors in Figure 6.

[00080] In another embodiment, the second connector (608) of the system is operatively decoupled from the first connector (606) after the calibration of the bank angle sensor (610). After decoupling of the second connector (608), the third connector (612) is coupled to the first connector (606) to drive the system (600) from an internal power source. In another embodiment, the first connector (606) operatively couples to a third connector (612), in order to supply power to the plurality of ALUs (604a..604n), after the calibration of the bank angle sensor, wherein the third connector (612) comprises a plurality of pins (622) and wherein the plurality of pins (622) of third connector (612) is same as that of the plurality of pins (618) of first connector (606). Herein, the third connector (612) may have similar functionality as the fourth connector (la depicted in FIG.5).

[00081] In another embodiment, when the calibration pin (620) of the first connector (606) is operatively coupled to the calibration signal pin (616) of the second connector (608), the calibration signal pin (616) transmits the calibration signal to the calibration pin (620) in response to closing of a calibration signal switch (904) connected to a voltage source (902). Here, the calibration signal switch (904) is configured to open and close based on an external operation. When the switch (904) is in open state, the calibration signal pin (616) does not transmit the calibration signal. Further, when the switch (904) is in close state, the calibration signal pin (616) transmits the calibration signal, wherein the calibration signal is a negative current such as -12 Volt. Here, the voltage source (902) is an external power source.

[00082] Figure 7 illustrates a method for calibrating a bank angle sensor (610) associated with a plurality of ALUs (604 a..604n) of a vehicle, according to the embodiment of the present invention. The method (700) comprises providing (702) the plurality of ALUs (604 a..604n) on a vehicle such that a bank angle sensor (610) is disposed within one ALU of the plurality of ALUs (604 a..604n). Here, first connector (606) coupled to the one ALU of the plurality of ALUs (604 a..604n) within which the bank angle sensor (610) is disposed. The method (700) comprises operatively coupling (704) the first connector (606) to a second connector (608) in order to calibrate the bank angle sensor (610) for compensating a bank angle error introduced at a time of assembling of the bank angle sensor (610) on the vehicle. The first connector (606) comprises a plurality of pins (618) and the second connector (608) comprises a plurality of pins (614), wherein the plurality of pins (618) of first connector (606) is same as that of the plurality of pins (614) of second connector (608). The second connector (608) is disposed external to the vehicle. Further, the method (700) comprises resetting (706) the bank angle sensor (610) upon receiving a calibration signal, by a calibration pin (620) of the first connector (606) from a calibration signal pin (616) of the second connector (608) in order to compensate the bank angle error.

[00083] In yet another embodiment, the method (700) comprises controlling the plurality of ALUs (604a..604n) in order to illuminate one or more ALUs of the plurality of ALUs (604a..604n), when the vehicle inclines according to a plurality of preset illumination angle values.

[00084] In yet another embodiment, the method (700) comprises receiving a bank angle error value pertaining to the bank angle error. The method (700) further comprises generating a plurality of calibration values by correlating a plurality of preset illumination angle values, associated with plurality of ALUs (604a..604n), with the bank angle error value, such that the plurality of ALUs (604a..604n) illuminates only when the vehicle inclines according to the plurality of preset illumination angle values.

[00085] In yet another embodiment, the method (700) comprises producing bend lighting effect to illuminate path of the vehicle, when the one or more ALUs illuminate in response to the vehicle being inclined according to the plurality of preset illumination angle values.

[00086] In another embodiment, the plurality of ALUs (604a..604n) are made up of at least one a light emitting diode (LEDs) and a halogen lamp.

[00087] In another embodiment, the method comprises operatively decoupling the first connector (606) from the second connector (608) after calibrating the bank angle sensor (610).

[00088] In another embodiment, when the calibration pin (620) of the first connector (606) is operatively coupled to the calibration signal pin (616) of the second connector (608), the calibration signal pin (616) transmits the calibration signal to the calibration pin (620) in response to closing of a calibration signal switch (904) connected to a voltage source (902).

[00089] In another embodiment, the method comprises operatively coupling the first connector (606) to a third connector (612) in order to supply power to the plurality of ALUs (604a..604n) after the calibration of the bank angle sensor, wherein the third connector (612) comprises a plurality of pins (622) and wherein the plurality of pins (622) of third connector (612) is same as that of the plurality of pins (618) of first connector (606). [00090] In an embodiment, the bank angle sensor (610) is configured to determine bank angle of the vehicle and send corresponding signals to a microprocessor (602) of a light control module. In one of the embodiments, the microprocessor (602) configured to generate control signal to trigger one of the plurality of ALUs (604a..604n) based on the signals received from the bank angle sensor (610) corresponding to the bank angle of the vehicle.

[00091] In another embodiment, the sensor is one of an accelerometer, a gyroscope sensor or a tilt sensor that measures the bank angle of the sensor with respect to the ground. In one of the embodiments, the tilt sensor is a SMI 230 Sensor.

[00092] In one of the embodiments, one ALU may comprise optical mechanical and electrical components. Further, the ALU is grouped and/or reciprocally incorporated with other lighting or light-signaling devices.

[00093] In one of the embodiments, the vehicle can be a two-wheeled vehicle comprising a plurality of ALUs. The at least one ALU of the plurality of ALUs (604a- 604b) is mounted on the left panel of the two-wheeled vehicle and the remaining ALUs of the plurality of ALUs (604a... 604n) is mounted on the right panel of the two-wheeled vehicle. In one of the embodiments, the number of ALUs mounted on the left panel and the right panel of the two-wheeled vehicle is equal in number.

[00094] Figure 8A and 8B illustrates a descriptive front view of a six -pole first connector comprising at least 6 pins according to an embodiment of the present invention. The first connector (606) is a six-pole connector illustrating six pins (T1... T6). The pins T1 and T2 of the first connector (606) receives 2 inputs (i.e., positive terminal and a negative terminal) from a wire harness battery. The first connector (606) further comprises a calibration pin T5, that is provided for calibration of the bank angle sensor (610). This calibration is performed by providing - 12V to the calibration pin T5 for a predetermined time period, say 1 millisecond, which results in resetting the sensor reading to zero. Further, the pins T3 and T4 of the first connector (606) receives 2 inputs from one of the ALU of the plurality of ALUs (604a..604n) to establish connection for controlling the connected ALU. The remaining pin of the first connector (606) is a dummy pin T6. In one of the embodiments, the first connector (606) comprises a lock to facilitate a locking mechanism for the connector.

[00095] Figure 9 illustrates a connection between a six-pole second connector and an external voltage source, according to an embodiment of the present invention. In another embodiment, the second connector (608) is a six -pole connector, that receives two inputs from an external power source (902), preferably disposed at the assembly line. Further a calibration pin is provided to second connector (608) that is operable through a calibration signal switch (904). Further, on receiving an indication that the vehicle is aligned at zero-degree bank angle to the ground, the calibration signal switch is closed, to enable the calibration of the bank angle sensor (610). Further, once the calibration has been completed, the calibration signal switch (904) is opened. The remaining pins of the second connector (608) are dummy pins.

[00096] In another embodiment, the third connector (612) is a six-pole connector that connects with the first connector (606). The two inputs pins of the calibration connector are connected to the positive and negative terminals of the wire harness battery disposed within the vehicle. The remaining inputs of the third connector (612) are dummy pins.

[00097] Figures 10A- 10D illustrates a step-by-step view of coupling and decoupling process of a six-pole first connector to a third connector and a second connector respectively according to an embodiment of the present invention. Figure 10A depicts decoupling of the ALU connector (i.e., first connector) from the main harness connector (i.e. third connector). Further in Figure 10B, a calibration connector (i.e., second connector) is depicted comprising a calibration input. Here, the calibration input of the second connector is connected to the calibration pin of the first connector. After the coupling of the calibration connector, the calibration signal switch is turned ON, that provides a -12V to the calibration pin of the first connector. This calibrates/resets the sensor coupled to the first connector. Once the reset operation is completed, a LED of the ALU may blink to indicate that the bank angle value detected by the sensor is zero degrees with respect to the ground. In Figure 10C, the calibration connector is decoupled from the ALU connector. At Figure 10D, the ALU connector is again coupled with the wire harness connector, that is disposed within the vehicle, to supply power to the system.

[00098] Figure 11 illustrates a wiring layout for a pair of ALUs comprising a plurality of connecting cables, according to an embodiment of Figure 8A and 8B. As illustrated, the pair of ALUs comprise a first ALU (604a) and a second ALU (604b) that are communicatively and electrically connected via a wiring module (10a..1 Of). The wiring module (10a..l0f) also connects the first ALU (604a) and the second ALU (604b) to the main wiring harness (H) of the vehicle. The main wiring harness (H) supplies power via an internal power source such as a battery. The wiring module (10a..1 Of) may include a main cable (lOd) configured to form a power transmission path between the wiring harness (H) or the main wiring harness (H) of the vehicle (600) and the first ALU (604a).

The main cable(lOd) connects a fourth connector (1c of Fig. 11) to a third connector (la of Fig.11). Herein, the fourth connector (1c of Fig. 11) may have similar functionality as the third connector (1c of Fig. 5). Here, the third connector (la of Fig. 11) may have similar configuration as that of the third connector (612) illustrated in Figure 6, lOAand 10D. The fourth connector (1c of Fig. 11) and the third connector (la of Fig. 11) are coupled to either ends of the main cable (lOd). The third connector (la of Fig. 11) is a six-pole connector and is configured to receive terminals of the main wiring harness (H) of the vehicle (600). In an embodiment, the main cable (lOd) branched from the main harness (H) may not be present, thus eliminating the use of fourth connector (1c of Fig. 11). The third connector (la of Fig. 11) provided on the end of the main cable (lOd) opposite to the fourth connector (1c of Fig. 11) is a two-pole connector or a four-pole connector. The terminals of the main cable (lOd) are received only in a portion of the third connector (la of Fig. 11). That is the terminals of the main cable (lOd) is receivable by some terminals of the third connector (la of Fig. 11) and the remaining terminals are structured to receive terminals of other cables such as a bridge cable (10c). The third connector (la of Fig. 11) is configured to receive a first connector (Id) through a first cable (lOe, 10b and 1 Of) which is branching from one of the first ALU (604a). Here, the first connector (Id) may have similar configuration as that of the first connector (606) illustrated in Figure 6, 8A-8B and 10A-10D. In one embodiment, the first cable (lOe, 10b and 1 Of) is branching from the first ALU (604a) and the first connector (Id) is joined to the first cable (lOe, 10b and 1 Of). Once the first cable (lOe, 10b and 1 Of) with the first connector (Id) is plugged into the third connector (la of Fig. 11), the transmission path between the main wiring harness (H) and the first ALU (604a) is complete. One of the first lighting unit (604a) or the second lighting unit (604b) may house or include a lighting control module (M). The lighting control module (M) may include the processor (602) and the bank angle sensor (610). Herein the lighting control module (M) may have similar functionality as the lighting control module (M) depicted in FIG.5.

[00099] In some embodiments, the bridge cable (10c) is configured to connect the first ALU (604a) to the second ALU (604b). The bridge cable (10c) is connectable to remaining terminals of the third connector (la of Fig. 11) on one end and a fifth connector (lb) at other end of the bridge cable (10c). Herein the fifth connector (lb) may have similar functionality as the fifth connector (lb of Fig. 5). In an embodiment, the fifth connector (lb) and a sixth connector (le of Fig. 11) are two-pole connectors but not limiting to the same. The fifth connector (lb) is configured to receive the sixth connector (le of Fig. 11) that is crimped to a second cable (10a) extending from the second ALU (604b). Herein the sixth connector (le of Fig. 11) may have similar functionality as the second connector (le of Fig. 5). In another embodiment, the fifth connector (lb) and the sixth connector (le of Fig. 11) are four-pole connectors that may connect to another ALU of the plurality of ALUs (604a... 604n). According to the present disclosure, the second cable (10a) is extending from the second ALU (604b). The terminals of the second cable (10a) are received by the fifth connector (lb). Once, the sixth connector (le of Fig. 11) of the second cable (10a) is plugged into the fifth connector (lb), the signal transmission path between the first ALU (604a) and the second ALU (604b) is formed. The transmission path is configured to transmit at least one of a power signal or a control signal to the second ALU (604b) from the microprocessor (M, 602) disposed in the first ALU (604a). The term cable refers to a thick wire or a group of wires inside a rubber or plastic covering which is generally used to transmit electricity or electronic signals. These cables may be anyone of but not limiting to optical fibers, patch cables, power cables and the like.

[000100] In an embodiment, the bridge cable (10c) and the main cable (lOd) are mounted within a housing (U). In another embodiment, the main cable (lOd) and the bridge cable (10c) are secured to the surface of the inner surface of the vehicle body. In an exemplary embodiment, the above-described cables are secured to the inner surface of the vehicle body by mechanical joining methods including but not limiting to fastening and clamping. Also, the above described joining method should not be construed as limitation of the present disclosure.

[000101] It is to be understood that a person of ordinary skill in the art may develop a system 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.

[000102] Equivalents:

[000103] 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.

[000104] 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., “a system having at least one of A, B, and C” would include but not be limited to systems 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., “a system having at least one of A, B, or C” would include but not be limited to systems 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 being indicated by the following claims.

Claims

Claims:

1. An auxiliary lighting system (102) of a vehicle (100), the auxiliary lighting system (102) comprising: a first auxiliary lighting unit (102a) disposed on a first portion of a leg shield (105) of the vehicle (100); a second auxiliary lighting unit (102b) disposed on a second portion of the leg shield (105) of the vehicle (100); a lighting control module (M) configured to selectively operate the first auxiliary lighting unit (102a) and the second auxiliary lighting unit (102b) to produce lighting to illuminate the dark void based on bank angle of the vehicle (100); wherein, the lighting control module (M) operatively disposed in one of the first auxiliary lighting unit (102a) and the second auxiliary lighting unit (102b).

2. The auxiliary lighting system (102) as claimed in claim 1, wherein the lighting control module (M) configured to be connectable with a power source of the vehicle (100).

3. The auxiliary lighting system (102) as claimed in claim 1, wherein the second auxiliary lighting unit (102b) comprises a second connecting cable (10a) and a second connector (le)

4. The auxiliary lighting system (102) as claimed in claim 1 and 2 further comprises a wiring assembly (10) of the vehicle (100), wherein the wiring assembly (10) comprises: a main wiring harness (H); a first cable (lOd) configured to form a power transmission path between the main wiring harness (H) of the vehicle (100) and the lighting control module (M), the first cable (lOd) comprises: a third connector (1c) connectable to a corresponding terminal of the main wiring harness (H); a fourth connector (la), wherein some terminals of the fourth connector (la) configured to receive other end of the first cable (lOd). The auxiliary lighting system (102) as claimed in claim 1, 2, 3 and 4 further comprises a bridge cable (10c), wherein the bridge cable (10c) at one end, connectable to remaining terminals of the fourth connector (la) and at other end connectable to a fifth connector (lb), wherein the third connector (lb) configured to be connectable to the second connector (le). The auxiliary lighting system (102) as claimed in claim 1 and 4, the first auxiliary lighting unit (102a) comprises a first connecting cable (lOe and 10b) connectable to a first connector (Id) at one end and with the lighting control module (M) at the other end, wherein the first connector (Id) configured to be connectable to fourth connector (la). The auxiliary lighting system (102) as claimed in claim 1 and 4, wherein the lighting control module (M) comprises a microprocessor (P) and a sensor (S), wherein the sensor (S) is configured to determine a bank angle of the vehicle (100) and send corresponding signals to the microprocessor (P). The auxiliary lighting system (102) as claimed in claim 7, wherein the micro-processor (P) is configured to generate control signal to trigger one of the first auxiliary lighting unit (102a) and the second auxiliary lighting unit (102b) based on the signals received from the sensor (S) corresponding to the bank angle of the vehicle. The auxiliary lighting system (102) as claimed in claim 1,7 and 8, wherein one of the first auxiliary lighting unit (102a) and the second auxiliary lighting unit (102b) is triggered when the bank angle of the bike exceeds a pre-set bank angle in respective directions. The auxiliary lighting system (102) as claimed in claim 9, wherein the pre-set bank angle ranges from about 7 degrees to about 10 degrees towards the left side and right side of the vehicle (100). The auxiliary lighting system (102) as claimed in claim 1, wherein each of the first auxiliary lighting unit (102a) and second auxiliary lighting unit (102b) is integrated into a provision defined at pre-defined positions on the leg shield (105) in either sides of the vehicle. The auxiliary lighting system (102) as claimed in claim 3, 4, 5 and 6, wherein the first connector (Id) and the fourth connector (la) are four-pole connectors, the second connector ( le), the fifth connector ( lb) is a two-pole connector, and the third connector (1c) is at least one of a tow pole and four pole connector. A two-wheeled vehicle (100) comprising: a steering mechanism; a power unit; a body frame comprising: a head tube (2) configured to support the steering mechanism; a down frame (DF) member extending downward and rearward from the head tube; a leg shield enclosing at least a portion of the head tube (2) and the down frame (DF), the leg shield (105) comprises: an inner leg shield (105 a) secur able to at least one of the down frame (DF) and the head tube (2); and an outer leg shield (105b) securable to at least one of the down frame (DF) and the head tube (2) at a front end, the outer leg shield (2) includes a right panel (105r), a left panel (1051) and a central panel (105c); a first auxiliary lighting unit (102a) mounted on at least one of the right panel (105r) and the left panel (1051), the first auxiliary lighting unit (102a) comprises a first cable (lOe and 10b) with a first connector (Id); a second auxiliary lighting unit (102b) mounted on remaining of the right panel (105r) and the left panel (1051), the second auxiliary lighting unit (102b) comprises a second cable (10a) with a second connector (le); a lighting control module (M) operatively disposed in at least one of the first auxiliary lighting unit (102a) and the second auxiliary lighting unit (102b); and a wiring module (10), the wiring module (10) comprising: a main cable (lOd), a portion of which is securable to the inner leg shield (105 a) and configured to form a power transmission path between a wiring harness (H) of the vehicle (100) and at least one of the first auxiliary lighting unit (102a) and a second auxiliary lighting unit (102b); a fourth connector (la) coupled to one end of the main cable (lOd), wherein some terminals of the fourth connector (la) configured to receive the first connector (Id); a bridge cable (10c) securable to the surface of the inner leg shied (105a) and connectable to remaining terminals of the fourth connector (la) at one end and couplable to the second connector (le) through a fifth connector (lb) crimped to the bridge cable (10c) at another end opposite to the one end of the bridge cable (10c), the bridge cable (10c) configured to form a signal transmission path between the first auxiliary lighting unit (102a) and the second auxiliary lighting unit (102b). The two-wheeled vehicle (100) as claimed in claim 13 comprises a third connector (1c) coupled to other end of the main cable (lOd) opposite to the one end, wherein the third connector (1c) is connectable to a corresponding terminal of the wiring harness (H). The two-wheeled vehicle (100) as claimed in claim 13, wherein one of the first auxiliary lighting unit (102a) and the second auxiliary lighting unit (102b) operated by the lighting control module (M) to produce bend lighting to illuminate the dark void ahead of the vehicle (100) based on bank angle of the vehicle (100). The two-wheeled vehicle (100) as claimed in claim 13, wherein the lighting control module (M) includes a microprocessor (P) and a sensor (S), the sensor (S) configured to determine bank angle of the vehicle (100) and send corresponding signals to the microprocessor (P) and the micro-processor (P) configured to generate control signal to trigger one of the first auxiliary lighting unit (102a) and the second auxiliary lighting unit (102b) based on the signals received from the sensor (S) corresponding to the bank angle of the vehicle. The two-wheeled vehicle (100) as claimed in claim 13, wherein one of the first auxiliary lighting unit (102a) and the second auxiliary lighting unit (102b) is triggered when the bank angle of the vehicle exceeds a pre-set bank angle in respective directions, the pre-set bank angle ranges from about 7 degrees to about 10 degrees in the respective directions. The two-wheeled vehicle (100) as claimed in claims 15 to 17 , wherein the microprocessor (P) is configured to generate control signal to trigger at least one of the first auxiliary lighting unit (102a) and the second lighting unit (102b) to produce bend lighting to illuminate dark void on left side of the two-wheeled vehicle (100) upon the two-wheeled vehicle (100) tilting towards the left and exceeding the pre-set banking angle. The two-wheeled vehicle (100) as claimed in claims 15 to 17, wherein the microprocessor (P) is configured to generate control signal to trigger remaining of the first auxiliary lighting unit (102a) and the second lighting unit (102b) to produce bend lighting to illuminate dark void on right side of the two-wheeled vehicle (100) upon the two-wheeled vehicle (100) tilting towards the right and exceeding the pre-set banking angle. The two- wheeled vehicle (100) as claimed in claim 13, wherein the wiring module (10) is routed along the surface of the inner leg shield (105 a) and behind the head tube (2). The two-wheeled vehicle (100) as claimed in claim 13, wherein first connector (Id) and the fourth connector (la) are four-pole connectors, the second connector (le), the fifth connector (lb) is a two-pole connector, and the third connector (1c) is at least one of a tow pole and four pole connector. 22. The two-wheeled vehicle (100) as claimed in claim 13, wherein the lighting control module (M) is electrically coupled to the wiring module (10) by at least one of first cable (lOe and 10b) and second cable (10a).

23. The two-wheeled vehicle (100) as claimed in claim 13, wherein the bridge cable (10c) and the main cable (lOd) is enclosed in a hose defining a single unit.

24. A method of assembling a two-wheeled vehicle (100), the method comprising: providing a body frame, comprising: a head tube (2); a down frame (DF) extending downward and rearward from the head tube; mounting a leg shield to enclose at least a portion of the head tube (2) and the down frame (DF), wherein the mounting the leg shield comprises: securing an inner leg shield (105 a) to at least one of the down frame (DF) and the head tube (2); and securing an outer leg shield (105b) to at least one of the down frame (DF) and the head tube (2) at a front end, the outer leg shield (2) includes a right panel (105r), a left panel (1051) and a central panel (105c), and wherein at least one of the right panel and left panel comprises a first auxiliary lighting unit (102a) having a first cable (lOe and 10b) with a first connector (Id), and a remaining of the right panel and the left panel comprises a second auxiliary lighting unit (102b) having a second cable (10a) with a second connector (le); securing a wiring module (10) to the inner leg shield (105a), wherein securing the wiring module (10) comprises: securing a portion of a main cable (lOd) of the wiring module (10) to the inner leg shield (105a); coupling some terminals of a fourth connector ( 1 a) at one end of the main cable (lOd) to the first connector (Id); securing a bridge cable (10c) to the surface of the inner leg shied (105a); and connecting one end of the bridge cable (10c) to remaining terminals of the fourth connector (la) and other end opposite to the one end of the bridge cable (10c) is couplable to the second connector (le) through a fifth connector (lb) crimped to the bridge cable (10c) securing the right panel (105r) and the left panel (1051) to the inner leg shield (105a); and securing a central panel (105c) to the right panel (105r) and left panel (1051) to define an outer leg shield (105b).

25. The method as claimed in claim 13 comprises coupling a third connector (1c) coupled to the other end of the main cable (lOd) opposite to the one end, wherein the third connector (1c) is connectable to a corresponding terminal of the wiring harness (H)

26. A system comprising: a plurality of auxiliary lighting units (ALUs) (604 a..604n) provided on a vehicle; a processor (102) disposed within one ALU (604a) of the plurality of ALUs (604 a..604n) and configured to operate the plurality of ALUs (604 a..604n); a bank angle sensor (110) coupled to the processor (102); and a first connector (606) coupled to one ALU (604a) of the plurality of ALUs (604 a..604n) within which the processor (102) is disposed, wherein the first connector (606) comprises a plurality of pins (118), wherein the first connector (606) operatively couples to a second connector (608) in order to calibrate the bank angle sensor (110) for compensating a bank angle error introduced at a time of assembling of the bank angle sensor (110) on the vehicle, wherein the second connector (608) comprises a plurality of pins (114), wherein the plurality of pins (114) of second connector (608) is same as that of the plurality of pins ( 118) of first connector (606), wherein the second connector (608) is disposed external to the vehicle and wherein one of the plurality of pins (118) of the first connector (606) is a calibration pin (120) that enables the compensation of the bank angle error by resetting the bank angle sensor (110) upon receiving a calibration signal from a calibration signal pin (116) of the second connector (608).

27. The system as claimed in claim 26, wherein the processor (102) is configured to: control the plurality of ALUs (604 a..604n) for illuminating one or more ALUs of the plurality of ALUs (604 a..604n), when the vehicle inclines according to a plurality of preset illumination angle values.

28. The system as claimed in claim 26, wherein when the vehicle inclines according to the preset illumination angle values, the one or more ALUs upon illuminating produces bend lighting effect to illuminate path of the vehicle.

29. The system as claimed in claim 26, wherein the plurality of ALUs (604a..604n) are made up of at least one of a light emitting diodes (LED) and a halogen lamp.

30. The system as claimed in claim 26, wherein the second connector (608) is operatively decoupled from the first connector (606) after the calibration of the bank angle sensor (110).

31. The system as claimed in claim 26, wherein when the calibration pin (120) of the first connector (606) is operatively coupled to the calibration signal pin ( 116) of the second connector (608), the calibration signal pin (116) transmits the calibration signal to the calibration pin (120) in response to closing of a calibration signal switch (404) connected to a voltage source (402).

32. The system as claimed in claim 26, wherein the first connector (606) operatively couples to a third connector (112), in order to supply power to the plurality of ALUs (604a..604n), after the calibration of the bank angle sensor, wherein the third connector (112) comprises a plurality of pins (122) and wherein the plurality of pins (122) of third connector (112) is same as that of the plurality of pins (118) of first connector (606).

33. A method (700) comprising: providing (202) a plurality of auxiliary lighting units (ALUs) (604 a..604n) on a vehicle such that a bank angle sensor (110) is disposed within one ALU (604a) of the plurality of ALUs (604 a..604n), wherein a first connector (606) is coupled to the one ALU (604a) of the plurality of ALUs (604 a..604n) within which the bank angle sensor (110) is disposed; operatively coupling (204) the first connector (606) to a second connector (608) in order to calibrate the bank angle sensor (110) for compensating a bank angle error introduced at a time of assembling of the bank angle sensor (110) on the vehicle, wherein the first connector (606) comprises a plurality of pins (118), wherein the second connector (608) comprises a plurality of pins (114), wherein the plurality of pins (118) of first connector (606) is same as that of the plurality of pins (114) of second connector (608) and wherein the second connector (608) is disposed external to the vehicle; and resetting (206) the bank angle sensor (110) upon receiving a calibration signal, by a calibration pin (120) of the first connector (606) from a calibration signal pin (116) of the second connector (608) in order to compensate the bank angle error. The method as claimed in claim 33, further comprises: controlling the plurality of ALUs (604a..604n) in order to illuminate one or more ALUs of the plurality of ALUs (604a..604n), when the vehicle inclines according to a plurality of preset illumination angle values. The method as claimed in claim 33, further comprises producing bend lighting effect to illuminate path of the vehicle, when the one or more ALUs illuminate in response to the vehicle being inclined according to the plurality of preset illumination angle values. The method as claimed in claim 33, wherein the plurality of ALUs (604a..604n) are made up of at least one of a light emitting diodes (LED) and a halogen lamp. 37. The method as claimed in claim 33, further comprises operatively decoupling the first connector (606) from the second connector (608) after calibrating the bank angle sensor (110).

38. The method as claimed in claim 33, wherein when the calibration pin (120) of the first connector (606) is operatively coupled to the calibration signal pin ( 116) of the second connector (608), the calibration signal pin (116) transmits the calibration signal to the calibration pin (120) in response to closing of a calibration signal switch (404) connected to a voltage source (402).

39. The method as claimed in claim 33, further comprises operatively coupling the first connector (606) to a third connector (112) in order to supply power to the plurality of ALUs (604a..604n) after the calibration of the bank angle sensor, wherein the third connector (112) comprises a plurality of pins (122) and wherein the plurality of pins (122) of third connector (112) is same as that of the plurality of pins (118) of first connector (606).