C150 pilot reported experiencing disorientation in IMC resulted in momentary loss of aircraft control.

Narrative

I filed an IFR Flight plan with from ZZZ - ZZZ1 using a route that went from ZZZZZ to ZZZ [VOR] at 5000 ft. Estimated departure of XA:00 on Day 0. I called ZZZ Approach clearance delivery and requested my IFR clearance while I was holding short of Runway XX @ ZZZ; run-up complete. I was assigned an ODP (Obstacle Departure Procedure) for my route and 5000 ft. for my altitude. I took 3-5 minutes to brief the ODP and called back to let ZZZ know that I was ready for departure. I could have done better with briefing the ODP ahead of time in my preflight planning; and I also could have been proactive with stating in the remarks section (No ODP or SIDs). I departed; flew runway heading and entered the base of the overcast cloud layer at 1300 ft.; I was in the cloud layer for about 3 minutes and broke out of it around 2300 ft. While climbing in the clouds; I noticed my heading was veering towards the right from 140 to 165 and I knew that there was terrain to the right that must be avoided. As I corrected my heading; by turning back to the left; I noticed my bank was about 30 degrees left; then I noticed my VSI showed no climb and briefly showed a decent. I then brought the nose back up and saw the airspeed drop to 65 mph. As I was making all these corrections; I reminded myself to fly the plane first; once I felt I caught up to the plane; I informed ATC that I was disoriented and needed help. ATC assisted by confirming that they could see me turning back to my original heading / track; and they reminded me to continue climbing to 5000 ft. A consideration; I could have taken earlier action by requesting priority handling as soon as I was disoriented and working hard to regain control of the aircraft. I also could have practiced flying the ODP in VMC conditions before proceeding to fly it in IMC. To prevent this from occuring again; I will personally re-evaluate my personal minimums; and I will practice various IFR procedures in VMC with a safety pilot before attempting them in IMC. I can also choose days with more approachable IMC conditions and build my way up in my tolerance. I can also spend more quality time practicing in my flight simulator to improve my instrument scan.