FORM 2
THE PATENTS ACT 1970
[39 OF 1970]
&
The Patents Rules, 2003
COMPLETE SPECIFICATION
[See section 10 and rule 13]
TITLE: “A METHOD OF MODULATING TRACTION OF A VEHICLE AND A
SYSTEM THEREOF”
Name and address of the Applicant:
TATA MOTORS LIMITED, an Indian company having its registered office at Bombay
House, 24 Homi Mody Street, Hutatma Chowk, Mumbai 400 001, Maharashtra, INDIA.
Nationality: INDIAN
The following specification particularly describes the invention and the manner in which it is to be performed.

FIELD OF INVENTION
Present disclosure relates in general to a field of automobiles. Particularly, but not exclusively, the present disclosure relates to the aspect of improving traction in vehicles. Further, embodiments of the present disclosure disclose a method and a system for improving the traction of the vehicle.
BACKGROUND
Generally, vehicles such as buses, trucks, utility vehicles, goods transport, large motor homes, and other transportation vehicles are built with multiple axles to maximize their hauling capabilities while maintaining the benefits of a single-unit or a trailer attached vehicles. Vehicles with multiple axles generally include at least one or more auxiliary axles with at least one drive axle. The drive axle of trucks is often referred to as 4x2, 6x2, 6x4, 6x6, 8x8, 10x8, or 10x10 configurations based on the number of wheels and the number of driven wheels. The user may generally operate the auxiliary axle between an operational position and a non-operational position based on the load that is to be transported by the truck. The user may toggle switches on the dashboard which may further actuate a system for traversing the auxiliary axle between the operational position and the non-operational position.
Further, when a truck is being traversed on a path with a steep gradient, the traction to the drive axle may often remain inadequate. Consequently, the tyres on the drive axle may slip and may spin without traction. Therefore, traversing or navigating the vehicle along the path with the steep gradient may be difficult. Also, the tyres tend to wear at a faster rate when there is slippage and the same may have to be replaced prematurely which further increases the operational and service costs of the vehicle. Further, the slippage of tyres on the drive axle due to lack of traction may reduce the operational efficiency of the vehicle as the vehicle tends to consume excessive fuel for covering a given distance.
The user may often recognize the steep gradient and the user may further toggle the switches to actuate the system which brings the auxiliary axle to the non-operational mode. In the non-operational mode, the auxiliary axle is raised and is disengaged from the path that the vehicle traverses. Consequently, the load that was borne by the auxiliary axle is now transferred to other axles of the vehicle including the drive axle of the vehicle. The drive axle thus takes up the load and the traction of the wheels on the drive axle increases. However, in the existing vehicles, the driver must manually select from a plurality of switches, to shift a auxiliary axle

system from the operational mode to the non-operational mode. Also, the driver must frequently toggle the switches during the journey. For instance, the driver has to manually recognize the gradient and the driver must operate the required switches to disengage the auxiliary axle or bring the auxiliary axle to the non-operational condition. Further, once the switch is operated, the vehicle is driven in the same operating condition where the auxiliary axle in raised or is in the non-operational condition. The driver may often forget to bring the auxiliary axle to the operational condition from the non-operational condition after the vehicle is traversed through the steep gradient. Consequently, all the axles of the vehicle except the auxiliary axle are overloaded. Overloading of the axles may jeopardize the effective handling of the vehicle and may result in catastrophic accidents. Further, raising the auxiliary axle to the non-operational condition, away from the path being traversed by the vehicle may consume excessive energy. For instance, raising the auxiliary axle away from the path being traversed by the vehicle may require the operation of an actuator which further consumes energy from the engine of the vehicle. Consequently, the operational efficiency of the vehicle is adversely affected.
The present disclosure is directed to overcome one or more limitations stated above or any other limitations associated with prior arts.
SUMMARY OF THE INVENTION
One or more shortcomings of the conventional system or device are overcome, and additional advantages are provided through the provision of the assembly as claimed in the present disclosure.
In a non-limiting embodiment of the disclosure, a method of modulating traction of a vehicle is disclosed. The method includes aspects of receiving a first signal by a control unit where the first signals corresponds to a gradient traversed by the vehicle. Further, the first signal corresponds to height and angular orientation of the vehicle. The control unit operates at least one port coupled to at least one load bearing bellow based on the first signal where, the at least one load bearing bellow is connected to an auxiliary axle. The port is selectively operable to de-pressurize the at least one load bearing bellow when the gradient is greater than a pre¬determined gradient limit. Further, depressurizing the at least one load bearing bellow, reduces the load from the auxiliary axle and re-distributes the load onto a drive axle for increasing the traction of wheels on the drive axle.

In an embodiment of the disclosure, the control unit receives signals from a first sensor and a second sensor where, the first sensor is a height sensor, and the second sensor is an angle sensor connected to a chassis frame of the vehicle.
In an embodiment of the disclosure, the signal from the first sensor and the second sensor form the first signal.
In an embodiment of the disclosure, the control unit is configured to determine the gradient traversed by the vehicle from the signals of the first sensor and the second sensor.
In an embodiment of the disclosure, the control unit operates the port to a second position when the first signal from the first sensor and the second sensor is greater than the pre-determined gradient limit for depressurizing the at least one load bearing bellow.
In an embodiment of the disclosure, the control unit regulates air pressure supplied to the at least one load bearing bellow of the auxiliary axle.
In an embodiment of the disclosure, the control unit reduces the air pressure in the at least one load bearing bellow when the gradient traversed by the vehicle increases.
In a non-limiting embodiment of the disclosure, traction modulation system for a vehicle is disclosed. The system includes a chassis frame, at least one drive axle coupled to the chassis frame and at least one auxiliary axle coupled to the chassis frame. The auxiliary axle is selectively operable between an engaged position and a disengaged position. At least one sensor is coupled to the vehicle for determining a gradient traversed by the vehicle. At least one load bearing bellow is coupled to the auxiliary axle and the at least one load bearing bellow is defined with an at least one port. The port is selectively operable to pressurize and depressurize the at least one load bearing bellow. A control unit is communicatively coupled to the at least one sensor and the at least one load bearing bellow where, the control unit is configured to receive a first signal from the at least one sensor corresponding to the gradient traversed by the vehicle. The control unit operates the at least one port based on the gradient traversed by the vehicle. The port is selectively operable to depressurize the at least one load bearing bellow when the gradient is greater than a pre-determined gradient limit. Further, depressurizing the at least one load bearing bellow, reduces the load from the auxiliary axle and increases the load on the drive axle for increasing the traction of wheels on the drive axle.

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.
The foregoing summary is illustrative only and is not intended to be in any way limiting. In addition to the illustrative aspects, embodiments, and features described above, further aspects, embodiments, and features will become apparent by reference to the drawings and the following detailed description.
BRIEF DESCRIPTION OF THE ACCOMPANYING FIGURES
The novel features and characteristics of the disclosure are set forth in the appended claims. The disclosure itself, however, as well as a preferred mode of use, further advantages, will best be understood by reference to the following detailed description of an illustrative embodiment when read in conjunction with the accompanying figures. One or more embodiments are now described, by way of example only, with reference to the accompanying figures wherein like reference numerals represent like elements and in which:
Figure 1 illustrates a schematic view of a traction modulation system for a vehicle, in accordance with an embodiment of the disclosure.
Figure 2 and Figure 3 illustrates a vehicle with the traction modulation system in engaged and disengaged condition from the Figure 1, in accordance with an embodiment of the disclosure.
Figure. 4 illustrates a perspective view of a auxiliary axle with pneumatic bellows, in accordance with an embodiment of the disclosure.
Figure. 5 illustrates a flowchart describing the working of the traction modulation system from the Figure 1, in accordance with an embodiment of the disclosure.
The figure depicts embodiments of the disclosure for purposes of illustration only. One skilled in the art will readily recognize from the following description that alternative embodiments of the mechanism for operating a tailgate of a vehicle illustrated herein may be employed without departing from the principles of the disclosure described herein.
DETAILED DESCRIPTION

The foregoing has broadly outlined the features and technical advantages of the present disclosure in order that the description of the disclosure that follows may be better understood. Additional features and advantages of the disclosure will be described hereinafter which form the subject of the disclosure. It should be appreciated by those skilled in the art that the conception and specific embodiment disclosed may be readily utilized as a basis for modifying or designing other devices for carrying out the same purposes of the present disclosure. It should also be realized by those skilled in the art that such equivalent constructions do not depart from the spirit and scope of the disclosure. The novel features which are believed to be characteristic of the disclosure, as to its organization, together with further objects and advantages will be better understood from the following description when considered in connection with the accompanying figures. It is to be expressly understood, however, that each of the figures is provided for the purpose of illustration and description only and is not intended as a definition of the limits of the present disclosure.
In the present document, the word "exemplary" is used herein to mean "serving as an example, instance, or illustration." Any embodiment or implementation of the present subject matter described herein as "exemplary" is not necessarily to be construed as preferred or advantageous over other embodiments.
While the disclosure is susceptible to various modifications and alternative forms, specific embodiment thereof has been shown by way of example in the drawings and will be described below. It should be understood, however, that it is not intended to limit the disclosure to the particular forms disclosed, but on the contrary, the disclosure is to cover all modifications, equivalents, and alternative falling within the scope of the disclosure.
The terms “comprises”, “comprising”, or any other variations thereof, are intended to cover a non-exclusive inclusion, such that an assembly that comprises a list of components does not include only those components but may include other components not expressly listed or inherent to such mechanism. In other words, one or more elements in the device or mechanism proceeded by “comprises… a” does not, without more constraints, preclude the existence of other elements or additional elements in the mechanism.
The following paragraphs describe the present disclosure with reference to Figures. 1 to 5. Figure 1 illustrates a schematic view of a traction modulation system (100) [hereinafter referred to as the system] for a vehicle (200). Reference is also made to Figures 2 to 4. The

vehicle (200) may include a chassis frame (6). The chassis frame (6) may accommodate multiple axles. In this example, the chassis frame (6) includes a front axle (FA), an auxiliary axle (LA), a drive axle (DA) and a tag axle (TA). The drive axle (DA) may be coupled to an engine of the vehicle (200) and the drive axle (DA) may be configured to power the vehicle. The auxiliary axle (LA) may be configured to be selectively operated between an operational condition and a non-operational condition. The auxiliary axle (LA) in the operational condition lies in contact with a path that is being traversed by the vehicle. The auxiliary axle (LA) in the non-operational condition is raised away from the path being traversed by the vehicle and lies proximal to the chassis frame (6). In this example, the front axle (FA), the auxiliary axle (LA), the drive axle (DA) and the tag axle (TA) are defined. However, the same must not be considered as a limitation and the vehicle may include any feasible number or type of axles. The system (100) may further include at least one sensor (2) [hereinafter referred to as the sensor]. The sensor (2) may be configured to detect a gradient traversed by the vehicle (200) and the sensor (2) may transmit a corresponding first signal. The system (100) may include a control unit (1). The control unit (1) may be communicatively coupled with the sensor (2) and the control unit (1) may be configured to receive the first signal which corresponds to the gradient of the path being traversed by the vehicle (200). In an example, the sensor (2) may be multiple sensors (2) that are configured at different positions on the chassis frame (6) and are configured to determine various parameters of the vehicle (200). Particularly, the sensor (2) may be a first sensor (2a) and a second sensor (2b).
In an implementation, the first sensor (2a) is mounted on the front axle (FA), the drive axle (DA) and the tag axle (TA). In an implementation, the first sensor (2a) is a height sensor and is configured to determine the height of the chassis frame (6) with respect to the path being traversed by the vehicle (200). The first sensor (2a) may be communicatively coupled to the control unit (1) and the first sensor (2a) may be configured to transmit a signal which corresponds to the difference in height of the vehicle (200) between a front end and a rear end of the vehicle (200). In an implementation, the control unit (1) may receive signals from the first sensors (2a) mounted on the front axle (FA), the drive axle (DA) and the tag axle (TA). The control unit (1) may compare the variation in height of the vehicle based on the signals from the first sensor (2a) mounted on the front axle (FA), the drive axle (DA) and the tag axle (TA). For instance, as the vehicle traverses over a steep path, the first sensor (2a) on the front axle (FA) may transmit a signal that is indicative of elevated height whereas, the first sensor (2a) on the tag axle (TA) may indicate a lower height. The control unit (1) determines the

gradient of the path being traversed by the vehicle by comparing the difference in height based on the signals from the first sensor (2a) on the front axle (FA) and the tag axle (TA). Thus, the gradient of the vehicle or the gradient of the path being traversed by the vehicle is determined by comparing the difference in height between a front end and a rear end of the vehicle (200).
In an implementation, at least one second sensors (2b) may be provided on the chassis frame (6) of the vehicle (200). In an implementation, the second sensor (6) may be configured at a position on the chassis frame (6) of the vehicle (200) which is proximal to a center of gravity of the vehicle (200). Further, the second sensor (2b) may be configured to determine the angular orientation of the path being traversed by the vehicle (200). The second sensor (2b) may be communicatively coupled to the control unit (1) and the second sensor (2b) may be configured to transmit a signal which corresponds to the angular orientation of the path being traversed by the vehicle (200). In this implementation, the signal from the first sensor (2a) and the second sensor (2b) may be together form the first signal. The control unit (1) receives the signals from the first sensor (2a) and the second sensor (2b) which correspond to the gradient and the angular orientation of the path being traversed by the vehicle (200). The control unit (1) may consider both the signals from the first sensor (2a) and the second sensor (2b) to determine the gradient of the path being traversed by the vehicle (200). The control unit (1) may determine a parameter based on the signals from the first sensor (2a) and the second sensor (2b). This determined parameter may be the gradient of the path being traversed by the vehicle (200) or the gradient of the vehicle (200). In an implementation, the signals from the first sensor (2a) correspond to the variation in height of the vehicle (200) and the signals from the second sensor (2b) correspond to the angular orientation of the vehicle (200). In an implementation, the combination of input signals from the first sensor (2a) and the second sensor (2b) provides accurate results of the vehicle’s (200) gradient.
The system (100) may also include at least one port (4) [hereinafter referred to as the port]. The port (4) may be fluidly coupled to the at least one load bearing bellow (5). The port (4) of the at least one load bearing bellows (5) [hereinafter referred to as the load bearing bellow] may be coupled to an air tank [not shown] and the port (4) may be selectively operated by the control unit (1) between a first position and a second position. The first position of the port (4) may be a position where the load bearing bellows (5) are coupled to the air tank. The port (4) in the first position may direct the air into the load bearing bellows (5) and may pressurize the load

bearing bellows (5). The second position of the port (4) may be a position where the air from load bearing bellow (5) is exhausted, and the load bearing bellow is depressurized.
In an implementation, the load bearing bellows (5) are air springs or air bags configured to receive and release pressurized air.
In an implementation, the control unit (1) is also configured to operate the port (4) to increase or decrease the load bearing capacity of the load bearing bellow (5) by operating the port (4) to the first position and the second position. In an implementation, the load bearing bellows (5) are coupled to the auxiliary axle (LA) of the vehicle (200). Particularly, the load bearing bellows (5) are configured to bear the load on the auxiliary axle (LA). When the auxiliary axle (LA) is in the lowered or operational condition, the load bearing bellows (5) are filled with air and the load on the auxiliary axle (LA) is borne by the load bearing bellows (5). The control unit (1) may be configured to selectively operate the port (4) to the first position to supply air into the load bearing bellows (5). Further, the control unit (1) may operate the port (4) to the second position for releasing the air from the load bearing bellows (5).
The control unit (1) may operate the port (4) to at least one of the first position to supply air to the load bearing bellows (5) and to the second position to release the air from the load bearing bellows (5), based on the determined gradient of the vehicle (200). In an implementation, as the determined gradient increases above a pre-determined gradient level, the control unit (1) may operate the port (4) to the second position for depressurizing the load bearing bellows (5). As the air pressure in the load bearing bellows (5) reduces, the load bearing capacity of the corresponding auxiliary axle (LA) also reduces. Consequently, the reduced load from the auxiliary axle (LA) is distributed to other axles of the vehicle (200). Each of the front axle (FA), the auxiliary axle (LA), the drive axle (DA) and the tag axle (TA) is subjected to a pre¬determined amount of load from the vehicle cabin, the chassis frame (6) and the trailer. When the air is released from the load bearing bellows (5), the load bearing capacity of the auxiliary axle (LA) reduces and the same load may be transferred to the front axle (FA), the drive axle (DA) and the tag axle (TA). Consequently, the traction of the vehicle increases as the load on the drive axle (DA) increases.
In an example, the overall rated load carrying capacity of the vehicle (200) may be 37 tons. In this example, the load on each of the front axle (FA) may be 10 tons. The load on the auxiliary axle (LA), the drive axle (DA) and the tag axle (TA) may be 10 tons each.

When the vehicle (200) begins to traverse over a path where the gradient of the path is greater than the pre-determined gradient limit, the control unit (1) operates the port (4) to the second position to reduce the air pressure in the load bearing bellows (5). As the air pressure reduces, the load bearing capacity of the auxiliary axle (LA) may reduce to 5 tons in this example. Consequently, the load on the front axle (FA) may be 7 tons. Further, the load on the drive axle (DA) may increase to 15 tons and the load on the tag axle (TA) may remain 10 tons. Increase in the load on the drive axle (DA) will further increase the frictional force between the wheels of the drive axle (DA) and the path being traversed by the vehicle (200). Thus, the traction of the vehicle (200) is increased. In an example, the load transferred to the drive axle (DA) may be significantly greater when compared to the load transferred to the front axle (FA) and the tag axle (TA). This may be because of the orientation of the axles in the vehicle (200). The proximity of the drive axle (DA) to the auxiliary axle (LA) ensures that the reduction in load on the auxiliary axle (LA) is majorly transferred to the drive axle (DA) while the load transferred to the front axle (FA) and the tag axle (TA) is lesser.
In an implementation, the pre-determined gradient limit may be pre-fed into the control unit (1) and the same may vary for different vehicles (200). In an implementation, the control unit (1) may be fed with inputs regarding the that is to be maintained in the load bearing bellows (5) based on the gradient of the vehicle (200). In an implementation, the control unit (1) may be configured to monitor the pressure in the load bearing bellows (5). In an implementation, the control unit (1) may pressurize the load bearing bellows (5) when the gradient of the vehicle (200) is minimal, and the control unit (1) may decrease the pressure (depressurize) in the load bearing bellows (5) when the gradient of the vehicle (200) increases. In an implementation, the inclination of the chassis frame (6) may be considered as a buffer while receiving signals from the first sensor (2a) and the second sensor (2b). For instance, the chassis frame (6) of the vehicle (200) may not be straight and may be inclined. This inclination may be considered while determining the gradient of the vehicle (200).
The working of the above-described system (100) is explained with greater detail below and reference is made to Figure 5. The vehicle (200) may initially traverse along a path with minimal gradient. The control unit (1) is configured to receive signals from the first sensor (2a) and the second sensor (2b). The signals from the first sensor (2a) may correspond to the variation in height of the vehicle (200) and the signal from the second sensor (2b) may correspond to the angular orientation of the vehicle (200). The signals from the first sensor (2a)

and the second sensor (2b) may be the first signal. The control unit (1) may further determine the gradient of the path being traversed by the vehicle (200) or the gradient of the vehicle (200) in the first step of 201. Further, the control unit (1) may compare the determined gradient of the vehicle (200) with the pre-determined gradient limit. In this non limiting example, the pre¬determined gradient limit is considered as 7 degrees. If the determined gradient of the vehicle (200) is lesser than the pre-determined gradient limit of 7 degrees, the control unit (1) does not engage or operate the port (4). The determined gradient of the vehicle (200) being lesser than the pre-determined gradient limit is indicative of the vehicle (200) being traversed along a path with minimal gradient. Further, if the determined gradient of the vehicle (200) is greater than the pre-determined gradient limit of 7 degrees, the control unit (1) interprets that the gradient of the vehicle (200) is excessive. Subsequently, the control unit (1) may operate the port (4) to the second position for releasing the pressurized air from the load bearing bellows (5) in the step 202 and 203. As the pressurized air is released from the load bearing bellows (5), the load bearing capacity of the corresponding auxiliary axle (LA) is reduced. This reduction in the load bearing capacity of the auxiliary axle (LA) ensures that the overall load of the vehicle (200) is transferred to other axles of the vehicle (200). Particularly, the load is primarily transferred to the drive axle (DA). The load of the vehicle (200) is also transferred to the front axle (FA) and the tag axle (TA). The increase in load on the drive axle (DA) ensures that the friction between the wheels on the drive axle (DA) and the path being traversed by the vehicle (200) increases. Consequently, the traction of the vehicle (200) increases. In an implementation, the pressure in the load bearing bellows (5) may be inversely proportional to the gradient of the vehicle (200). As the gradient of the vehicle (200) increases, the pressure inside the load bearing bellows (5) may decrease proportionally due to the air released from the port (4). For instance, the control unit (1) may be configured to operate the port (4) to the second position for releasing air from the load bearing bellows (5) and decrease pressure in the load bearing bellows (5) when the determined gradient of the vehicle (200) increases beyond the pre-determined gradient limit of 7 degrees. In an example, if the determined gradient of the vehicle further increases to 10 degrees, the air released from the load bearing bellows (5) may be proportionally increased to reduce the pressure in the load bearing bellows (5). Consequently, the load bearing capacity of the corresponding auxiliary axle (LA) reduces further and the load on the drive axle (DA) increases proportionally. Thus, the traction of the wheels on the drive axle (DA) also increase with increase in gradient of the vehicle (200). Further, as the vehicle traverses from a path with steep gradient to a path with minimal gradient, the first sensor (2a) and the second sensor (2b) transmit corresponding signals to the control unit (1). The control unit (1) detects the first signal

from the first sensor (2a) and the second sensor (2b). The control unit (1) further determines the gradient of the vehicle (200) and compares the determined gradient of the vehicle (200) with the pre-determined gradient limit of 7 degrees. As the determined gradient of the vehicle (200) falls below the pre-determined gradient limit, the control unit (1) interprets that the vehicle (200) is traversing from a path with steep gradient to a path with minimal gradient. Subsequently, the control unit (1) operates the port (4) to the first position for guiding or directing air into the load bearing bellows (5). The load bearing bellows (5) are further pressurized and the load bearing capacity of the auxiliary axle (LA) increases consequently. Thus, the load is re-distributed to be borne by the auxiliary axle (LA) and the load on other axles of the vehicle (200) reduces. Particularly, the load on the front axle (FA), the drive axle (DA) and the tag axle (TA) reduces as the loading bearing capacity of auxiliary axle (LA) is increased. Thus, the load is again equally distributed among all the axles of the vehicle (200) when the vehicle (200) traverses a path with minimal gradient. In an implementation, the above method and system (100) automates the transfer of load between axles of the vehicle (200) based on the gradient of the vehicle (200). In an implementation, the above-described method and system (100) automatically improves the traction of the vehicle (200) as the vehicle (200) traverses over the path with a gradient. In an implementation, the above-described method ensures the transfer of load from the auxiliary axle (LA) to the drive axle (DA) without traversing the auxiliary axle (LA) to the non-operational condition or without raising the auxiliary axle (LA) away from the path being traversed by the vehicle (200). Therefore, no power is consumed for raising or lowering the auxiliary axle (LA). The load is transferred from the auxiliary axle (LA) to the drive axle (DA) by pressurizing and de-pressurizing the load bearing bellows (5). Thus, significantly lower amount of power is consumed for improving the traction of the vehicle (200) and the overall operational efficiency of the vehicle (200) is improved. In an implementation, the traction of the vehicle (200) in improved based on the gradient of the vehicle (200) at a proportional rate. The above-described method gradually increases the traction based on the gradient of the vehicle (200) and not in a binary ON/OFF manner. Consequently, the method provides an efficient traction control system for vehicles (200).
Equivalents
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.
It will be understood by those within the art that, in general, terms used herein, 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 description 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, or drawings, should be understood to contemplate

the possibilities of including one of the terms, either of the terms, or both terms. For example, the phrase "A or B" will be understood to include the possibilities of "A" or "B" or "A and B."
While various aspects and embodiments have been disclosed herein, other aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed herein are for purposes of illustration and are not intended to be limiting, with the true scope and spirit being indicated in the description.
Referral Numerals:

Referral numeral Detailed description
1 Control unit
2 Sensor
2a First sensor
2b Second sensor
4 Port
5 Load bearing bellows
6 Chassis frame
7 Auxiliary axle traversing bellow
FA Front axle
LA Auxiliary axle
DA Drive axle
TA Tag axle
100 System
200 Vehicle

We Claim:
1. A method of modulating traction of a vehicle (200), the method comprising:
receiving by a control unit (1), a first signal corresponding to a gradient traversed by the vehicle (200), wherein the first signal corresponds to height and angular orientation of the vehicle;
operating by the control unit (1), at least one port (4) coupled to at least one load bearing bellow (5) based on the first signal wherein, the at least one load bearing bellow (5) is connected to an auxiliary axle (LA); and wherein, the port (4) is selectively operable to de-pressurize the at least one load bearing bellow (5) when the gradient is greater than a pre-determined gradient limit; and,
depressurizing the at least one load bearing bellow (5), reduces the load from the auxiliary axle (LA) and re-distributes the load onto a drive axle (DA) for increasing the traction of wheels on the drive axle (DA).
2. The method as claimed in claim 1, wherein the control unit (1) receives signals from a first sensor (2a) and a second sensor (2b) wherein, the first sensor (2a) is a height sensor, and the second sensor (2b) is an angle sensor connected to a chassis frame (6) of the vehicle.
3. The method as claimed in claim 1 wherein, the signal from the first sensor (2a) and the second sensor (2b) form the first signal.
4. The method as claimed in claim 1, wherein the control unit (1) is configured to determine the gradient traversed by the vehicle (200) from the signals of the first sensor (2a) and the second sensor (2b).
5. The method as claimed in claim 1, wherein the control unit (1) operates the port (4) to a second position when the first signal from the first sensor (2a) and the second sensor (2b) is greater than the pre-determined gradient limit for depressurizing the at least one load bearing bellow (5).
6. The method as claimed in claim 1, wherein the control unit (1) regulates air pressure supplied to the at least one load bearing bellow (5) of the auxiliary axle (LA).

7. The method as claimed in claim 1, wherein the control unit (1) reduces the air pressure in the at least one load bearing bellow (5) when the gradient traversed by the vehicle (200) increases.
8. A traction modulation system (100) for a vehicle (200), the system (100) comprising:
a chassis frame (6)
at least one drive axle (DA) coupled to the chassis frame (6);
at least one auxiliary axle (LA) coupled to the chassis frame (6) wherein, the auxiliary axle (LA) is selectively operable between an engaged position and a disengaged position;
at least one sensor (2) coupled to the vehicle (200) for determining a gradient traversed by the vehicle (200);
at least one load bearing bellow (5) coupled to the auxiliary axle (LA), the at least one load bearing bellow (5) is defined with at least one port (4); wherein, the at least one port (4) is selectively operable to pressurize and depressurize the at least one load bearing bellow (5);
a control unit (1) communicatively coupled to the at least one sensor (2) and the at least one load bearing bellow (5) wherein, the control unit (1) is configured to:
receive a first signal from the at least one sensor (2) corresponding to
the gradient traversed by the vehicle;
operate the at least one port (4) based on the gradient traversed by the
vehicle (200);
wherein, the port (4) is selectively operable to depressurize the at least one load
bearing bellow (5) when the gradient is greater than a pre-determined gradient
limit; and
depressurizing the at least one load bearing bellow (5), reduces the load
from the auxiliary axle (LA) and increases the load on the drive axle (DA) for
increasing the traction of wheels on the drive axle (DA).
9. The system (100) as claimed in claim 8, wherein the at least one sensor includes a first sensor (2a) and a second sensor (2b) communicatively coupled to the control unit (1).
10. The system (100) as claimed in claim 9, wherein the first sensor (2a) is a height sensor, and the second sensor (2b) is an angle sensor.