FORM 2
THE PATENTS ACT, 1970
[39 of 1970]
&
THE PATENTS RULES, 2003
COMPLETE SPECIFICATION
[See Section 10 and Rule 13]
TITLE: “A MECHANISM FOR CONTROLLING TRAVEL OF A PEDAL OF A VEHICLE”
Name and Address of the Applicant: TATA MOTORS LIMITED, of Bombay House, 24 Homi Mody Street, Hutatma Chowk, Mumbai – 400 001, Maharashtra, India
Nationality: INDIAN
The following specification particularly describes the nature of the invention and the manner in which it is to be performed.

TECHNICAL FIELD
Present disclosure, in general, relates to automobile engineering. Particularly, but not exclusively, the disclosure relates to a regulating and pedal control assembly of a vehicle. Further, embodiments of the disclosure, disclose a mechanism for controlling travel of pedals in the vehicle.
BACKGROUND
Generally, automobiles are provisioned with an engine to impart movement. The regulation of speed, actuation of gears, and arresting motion of the vehicle are performed using one or more actuation mechanisms which are included in the vehicle. The one or more actuation mechanisms are connectable to one or more pedal assemblies where such one or more actuation mechanisms are adapted to control and regulate movement of corresponding pedal of the one or more pedal assemblies.
Conventionally, pedal levers such as a clutch pedal, accelerate pedal, brake pedal, and the like are associated with the one or more pedal assemblies of the vehicle, where the pedal levers, in general, are pressed towards either floor or towards fire wall of the vehicle for operation, by a driver or an operator. Such pressing of the pedal levers is configured to actuate further mechanism associated with the one or more pedal assemblies in the vehicle, which may include acceleration, shifting of gears, retardation of the vehicle and among others. Also, for operating of such pedal levers, the driver may be required to exert certain forces which in-turn lead to effort by the driver for performing and/or controlling maneuverability of the vehicle. Such effort may also result in time consumption whereby leading to either poor performance of the vehicle, or delayed response for maneuvering the vehicle.
With the advent of technology, attempts have been made to reduce efforts required for operating of such pedal levers being associated with the one or more pedal assemblies. Particularly, in convention, compared to effort required for operation of the accelerator pedal and/or the break pedal, detailing on responsiveness and efforts for operating the clutch pedal have been improved. For such reduction in effort, the clutch pedal, in conventional pedal assemblies, are equipped with coil spring, which is generally connectable at a front portion of the clutch pedal (i.e., when viewed from side of the pedal assembly). The coil spring, being positioned at the front of the clutch pedal, is configured to assist the driver for depressing the clutch pedal, by expanding relative to the clutch pedal, whereby reducing efforts of such

driver in actuation of the clutch pedal. Additionally, when the clutch pedal is actuated (i.e., depressed) and that the driver is required to release the clutch pedal or clutch operation, to cater retraction of the pedal lever, a second spring is positioned at a rear portion (i.e., at an opposite side of the clutch pedal having the coil spring). However, such configuration of the pedal lever may result in increasing efforts of the driver required for depressing or actuating the pedal level and may be compromised due to inclusion of the two springs on opposite sides of the pedal lever. i.e., the second spring assisting in retraction of the pedal lever may resiliently obstruct operation of the coil spring, whereby increasing the efforts required by the driver for operation and depressing of the pedal lever. Such configuration may also prevent quick maneuvering operations such as quick shifting of gears, throttling, emergency response braking, and among others. To overcome such configuration, hydraulic actuators may be employed as replacements for the springs, however, there have been a number of problems associated with hydraulic actuators for pedal operations in the one or more pedal assemblies. Some of such problems may include, hose arrangements, leakage, requirement of motor, and among others. The present disclosure is directed to overcome one or more limitations stated above. The details in ‘Background’ may not be considered as a limitations to the present disclosure in any manner.
SUMMARY OF THE DISCLOSURE
One or more shortcomings of the conventional design are overcome by a system and a method as claimed and additional advantages are provided through the provision of such system and method as claimed in the present disclosure.
Additional features and advantages are realized through the design 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.
In one non-limiting embodiment of the disclosure, a mechanism for controlling travel of a pedal of a vehicle is disclosed. The embodiment includes a link member, a first end of the link member being connectable to at least a portion of the pedal, and a second end of the link member, opposite to the first end, being pivotable relative to the pedal. The pedal is capable of traveling between a first position and a second position and pivot the link member. The embodiment further includes a resilient member connected between the pedal and the second end of the link member. The resilient member being operable between a rest state and a compressed state on pivoting of the link member relative to travel of the pedal. Furthermore,

a bracket disposable on the pedal and engageable with at least a portion of the resilient member is configured to selectively restrict operation of the resilient member to the compressed state during travel of the pedal to an intermediate position between the first position and the second position. Additionally, the resilient member is adapted to deform and displace in the compressed state for controlled travel of the pedal from the intermediate position to the second position.
In an embodiment of the present disclosure, the resilient member comprises an arm portion being connectable to the second end of the link member and engageable with the bracket.
In an embodiment of the present disclosure, the arm portion of the resilient member is elastically deformed by the bracket, for travel of the pedal from the intermediate position to the second position.
In an embodiment of the present disclosure, the arm portion, on elastic deformation, is adapted to angularly displace with the pedal to travel from the intermediate position to the second position.
In an embodiment of the present disclosure, the arm portion is defined with a first bend section extending towards a coil section of the resilient member and a second bend section extending from the first bend section and away from the coil section. A substantial portion of the first bend section and the second bend section are engaged with the bracket.
In an embodiment of the present disclosure, the first position of the pedal corresponds to a non-actuated state of the pedal.
In an embodiment of the present disclosure, the second position of the pedal corresponds to a an actuated state of the pedal.
In an embodiment of the present disclosure, the intermediate position of the pedal corresponds to a position at least 70% of travel from the non-actuated state to the actuated state of the pedal.
In an embodiment of the present disclosure, a pivot pin is configured to engage and secure the first end of the link member with the pedal.
In an embodiment of the present disclosure, the bracket is located proximally to the second end of the link member.

In an embodiment of the present disclosure, the first end of the link member is aligned substantially on a vertical plane of the bracket in the first position of the pedal. The first end of the link member is aligned on a plane forward of the vertical plane of the bracket in the second position of the pedal.
In an embodiment of the present disclosure, an assistance spring is connectable between the pedal and a frame of the vehicle. The assistance spring is adapted to assist displacement of the pedal from the first position towards the second position.
BRIEF DESCRIPTION OF THE ACCOMPANYING FIGURES
The novel features and characteristic of the disclosure are set forth in the appended claims. The disclosure itself, however, as well as a preferred mode of use, further objectives, and advantages thereof, 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 is an exploded view of a pedal assembly of a vehicle, in accordance with an embodiment of the present disclosure,
Figures 2A-2C illustrates a condition of travel of a pedal of the pedal assembly between a first position to an intermediate position, in accordance with an embodiment of the present disclosure.
Figure 3A-3C illustrates a condition of travel of the pedal between the intermediate position to the second position, in accordance with an embodiment of the present disclosure.
Figure 4A-4C illustrates a condition of travel of the pedal from between the first position to the intermediate position and finally to the second position, in accordance with an embodiment of the present disclosure.
Figure 5 illustrates the working position of a resilient member when the clutch pedal moves from an intermediate position to a second position.
Figure 6 illustrates a plot corresponding to force as a function of travel of the pedal, comparing conventional pedal travel with that of the pedal travel assisted by the mechanism of the pedal assembly, in accordance with the present disclosure.

The figures depict 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 structures and methods 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 detailed 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 claims of the disclosure. It should be appreciated by those skilled in the art that the conception and specific embodiments disclosed may be readily utilized as a basis for modifying or designing other structures for carrying out the same purposes of the present disclosure. It should also be realized by those skilled in the art that such equivalent processes do not depart from the scope of the disclosure as set forth in the appended claims. The novel features which are believed to be characteristic of the disclosure, both as to its organization and method of operation, 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. It will be readily understood that the aspects of the present disclosure, as generally described herein, and illustrated in the figures, can be arranged, substituted, combined, and designed in a wide variety of different configurations, all of which are explicitly contemplated and make part of this disclosure.
In an embodiment, the term “pedal” refers to a pedal lever which may be connected in part to a frame of the vehicle. The pedal in the illustrative embodiment is considered to enable actuation of a clutch pedal assembly, however, based on modifications the pedal of the illustrative embodiment may also be employable for other pedal assemblies in the vehicle, including an accelerator pedal assembly and a brake pedal assembly.
In an embodiment, terms “frame” or “firewall” refer to a static member that is connected to a body of the vehicle by means of welding, brazing, riveting, fasteners, coupling, and any other method of connecting.

In an embodiment, terms “force” and “effort” are alternatively used and exemplify the same meaning.
The terms “comprises”, “comprising”, or any other variations thereof used in the specification, are intended to cover a non-exclusive inclusion, such that the ribbed bar that comprises a list of features/elements or steps does not include only those features/elements, but may include other features and elements not expressly listed or inherent to such setup or structure. In other words, one or more features/elements in a clutch pedal assembly mechanism proceeded by “comprises… a” does not, without more constraints, preclude the existence of other elements or additional elements in the clutch pedal assembly thereof. Also, the terms like “at least one” and “one or more” may be used interchangeably or in combination throughout the description.
Reference will now be made to the exemplary embodiments of the disclosure, as illustrated in the accompanying drawings. Wherever possible, same numerals will be used to refer to the same or like parts. Embodiments of the disclosure are described in the following paragraphs with reference to Figures 1 to 6, the same element or elements which have same functions are indicated by the same reference signs.
Figure 1 depicts a pedal assembly (20) of a vehicle in accordance with an embodiment of the present disclosure. The clutch pedal assembly (20) comprises a pedal (1) that may be assembled at a predetermined angle relative to a frame (7) and positioned at a predetermined angular distance from a floor or firewall of the vehicle [not depicted in Figures]. The frame (7) may be connectable to the firewall of the vehicle, where at least one part of the pedal (1) may be extended rearwards along a length-wise direction of the vehicle, to be reachable by a driver. Further, the pedal (1) may be pivotable relative to the frame (7) such that, the pedal (1) may be configured to angularly displace towards the floor or the firewall upon such displacement. In the illustrative embodiment, displacement of the pedal (1) is configured to operate a clutch arrangement of the vehicle, while other pedal (1) associated with the vehicle may be operable for regulating other operations in the vehicle.
As seen in Figures 1 and 2A-2C, the pedal (1) is associated with a mechanism of the clutch pedal assembly (20), for actuation and operation, where such mechanism is configured to control travel (interchangeably referred to ‘angular displacement’) of the pedal (1) relative to the frame (7) and/or floor of the vehicle. Such mechanism is configured to reduce efforts

required by the driver in pressing the pedal (1) for controlling operation of the clutch arrangement and in-turn controlling the vehicle. The mechanism includes a link member (2) being defined with a first end and a second end. The first end of the link member (2) is connectable to at least a portion of the pedal (1), where the pedal (1) may be selectively pivotable relative to the link member (2), and in-turn the frame (7), for operation. The link member (2) may be located proximally to the frame (7) and may be positioned at a predetermined location on the pedal (1). In an embodiment, location of the link member (2) may be selected such that, travel of the pedal (1) may also selectively allow travelling and/or pivoting of the link member (2) relative to the pedal (1).
In an embodiment, the first end of the link member (2) is connected to the pedal (1) via a pivot pin (3), which is configured to allow substantial length the link member (2) to independently pivot relative to the pedal (1) upon traveling the predetermined distance. Such pivotal movement of the link member (2) enables the pedal (1) to be operated in a regulated manner so that, effort required for the driver may be reduced and also such travel of the pedal (1) may be employed for controlling of the vehicle. Here, the term ‘substantially’ may be referred to the length of the link member (2) which may be pivotable relative to the pedal (1), where such length may extend from at least 60% of the length of the link member (2). In the illustrative embodiment, the second end of the link member (2) may be pivotable about the first end of the link member (2), and in-turn relative to the pedal (1).
Referring back to Figure 1, the second end of the link member (2), which is at an opposite end of the first end of the link member (2), is pivotable relative to the pedal (1). The pedal (1) is configured to have substantial travel relative to the frame (7) of the vehicle between a first position (9) and a second position (11) and pivot the link member (2), as can be seen in Figures 2A to 3C. Further, the mechanism includes a resilient member (4) which is connected between the pedal (1) and the second end of the link member (2). The resilient member (4) is configured to operate between a rest state and a compressed state for pivoting the link member (2) relative to travel of the pedal (1). The mechanism also includes a bracket (6) disposed on the pedal (1) and engageable with at least a portion of the resilient member (4). The bracket (6) is configured to selectively restrict operation of the resilient member (4) to the compressed state during travel of the pedal (1) to the intermediate position (10) between the first position (9) and the second position (11).

As best seen in Figure 1, the resilient member (4) comprises an arm (5) portion being connectable to the second end of the link member (2) and engageable with the bracket (6). The arm (5) is defined with a first bend section and a second bend section. The first bend section of the arm (5) of the resilient member (4) is structured to extend towards a coil section of the resilient member (4). Further, the second bend section of the arm (5) is extending from the first bend section and away from the coil section. A substantial portion of the first bend section and the second bend section are engaged with (i.e., forming a surface contact or abutting) the bracket (6). Further a third bend is in the arm (5) is engageable with the pedal (1) and the second end of the link member (2). Furthermore, the arm (5) portion of the resilient member (4) is elastically deformed by the bracket (6), for travel of the pedal (1) from the intermediate position (10) to the second position (11). The arm (5) portion, on elastic deformation, is adapted to angularly displace with the pedal (1) to travel from the intermediate position (10) to the second position (11).
The bracket (6) is connectable to the pedal (1) proximal to the resilient member (4) such that the bracket (6) engages the resilient member (4) on the arm (5) of a substantial portion of the first bend and the second bend of the resilient member (4). In an embodiment bracket (6) is connected to the pedal (1) by means of a fastener, a rivet or welding. Additionally, the bracket (6) may also be formed as part of the constructional feature of the pedal (1) such that the feature is configured to selectively restrict operation of the resilient member (4) to the compressed state during travel of the pedal (1) to the intermediate position (10) between the first position (9) and the second position (11).
Furthermore, the clutch pedal (1) assembly (20) also comprises an assistance spring (8) which is connected between the pedal (1) and a frame (7) of the vehicle. The assembly is adapted to assist the displacement of the pedal (1) from the first position (9) towards the second position (11).
Referring to figure 2A-2C, which is a representation of a condition of travel of the pedal (1) of the clutch pedal assembly (20) of the present disclosure that illustrates travel of the pedal (1) from the first position (9) to the intermediate position (10). As seen in Figure 2A, when force is applied on the pedal (1), the pedal (1) is configured to move from the first position (9) to the second position (11) via the intermediate position (10), such that the intermediate position (10) of the pedal (1) corresponds to a position at least 70% of travel from the first position (9). In an embodiment, the first position (9) corresponds to a non-actuated state of

the pedal (1), while the second position (11) corresponds to an actuated state of the pedal (1). Further, the intermediate position (10) corresponds to a state wherein the resilient member (4) starts to engage with the bracket (6) as seen in Figure 2B, when the pedal (1) is configured to move from the first position (9) to the second position (11) via the intermediate position (10), the link member (2) adaptably pivots from an angular position with the arm (5) of the resilient member (4) to be in the same plane as the resilient member (4). Further, the movement of the pedal (1) from the first position (9) to the second position (11) via the intermediate position (10), results in the assistance spring (8) also pivoting between the first position (9) to an intermediate position (10). During the travel between the first position (9) and the second position (11), the resilient member (4) has not yet been engaged and the resilient member (4) rests on a bracket (6) that is connected to the pedal (1).
Referring to Figure 3A-3C, when force is applied, the pedal (1) is configured to travels from an intermediate position (10) to the second position (11) wherein the intermediate position (10) corresponds to at least 70% of the travel of the pedal (1) from the first position (9). The second position (11) corresponds to 100% travel of the pedal (1). As seen in Figure 3B, when the pedal (1) travels from an intermediate position (10) to the second position (11) on applying force at the pedal (1), the link member (2) and the arm (5) remain parallel to each other and both the link member (2) and the arm (5) travel from the bracket (6) to the second position (11). The travel of the pedal (1) from an intermediate position (10) to the second position (11) results in the compression of the resilient member (4) along the circumference of the resilient member (4). Figure 3C shows that bracket (6) transfers the reactionary force from the resilient member (4) to the pedal (1). The bracket (6) offers a reactionary force after a delay due the compression of the resilient member (4). The reactionary force results in the pedal (1) returning from the second position (11) to the first position (9) when the force applied at the pedal (1) is removed.
Figure 4A-4C represents the three positions namely, the first position (9), intermediate position (10) and second position (11). Figure 4C and Fig 5 shows the resilient member working zone (12). The delay in the reactionary force through the distance of the resilient member working zone is due to the compression of the resilient member (4).
Figure 6 shows a comparative analysis of the effort required by the user between the conventional design and the present invention. In the conventional design the user effort (F1), the assistance force (A1) of the spring and the reaction force (R1) from the resilient

member (4) are considered. In the conventional design, the assistance spring (8) and the resilient member (4) are actuated together. Initially the assistance spring (8) offers an assistance force (A1) along with the user effort (F1) to overcome the reaction force (R1) from the resilient member (4). After a certain travel, assistance provided by the assistance spring (8) reduces. The reactionary force provided by the resilient member (4) is non-zero and constant throughout the travel of the pedal (1) from the first position (9) to the second position (11). The pedal (1) effort to overcome the reactionary forces by the pedal (1) reaches a maximum towards 100% of the travel.
In the present disclosure user effort (F2), the assistance force (A2) of the spring and the reaction force (R2) from the resilient member (4) are considered. In the present disclosure, the assistance force (A2) is offered by the assistance spring (8) between the first position (9) and the intermediate position (10) is higher than the conventional design. This is because the resilient member (4) is not engaged between the first position (9) and the intermediate position (10) and thus no reaction force (R2) is offered by the resilient member (4). Thus user effort (F2) required for the pedal (1) to travel between the first position (9) to the second position (11) is reduced. Furthermore, since the resilient member (4) is disengaged between the first position (9) and the intermediate position (10), the reaction force (R2) offered by the resilient member (4) is zero as the arm (5) of the resilient member (4) is resting on the bracket (6).
On engaging the resilient member (4) between the intermediate position (10) and the second position (11), the reaction force (R2) offered by the resilient member (4) increases gradually and stabilizes after a certain travel of the pedal (1).
In some embodiment, the pedal (1) may be at least one of a brake pedal (1), a clutch pedal (1) and an acceleration pedal (1).
Thus the present Invention offers an easy and comfortable actuation of a clutch by delaying the reaction force (R2) towards 70% of the travel thus reducing the user effort and simultaneously increasing the clutch life and pedal (1) feel.
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, 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.”
In addition, where features or aspects of the disclosure are described in terms of Markush groups, those skilled in the art will recognize that the disclosure is also thereby described in terms of any individual member or subgroup of members of the Markush group.
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 by the following claims.
Referral numerals:

Referral Numerals Features
20 Clutch pedal assembly
1 Pedal
2 Link member
3 Pivot pin
4 resilient member
5 arm
6 bracket
7 frame
8 assistance spring
9 first position
10 Intermediate position
11 second position
12 Resilient member working zone

We Claim:
1. A mechanism for controlling travel of a pedal (1) of a vehicle, the mechanism
comprising:
a link member (2), a first end of the link member (2) being connectable to at least a portion of the pedal (1), and a second end of the link member (2), opposite to the one end, being pivotable relative to the pedal (1), wherein the pedal (1) being capable of traveling between a first position (9) and a second position (11) and pivot the link member (2);
a resilient member (4) connected between the pedal (1) and the second end of the link member (2), the resilient member (4) being operable between a rest state and a compressed state on pivoting of the link member (2) relative to travel of the pedal (1); and
a bracket (6) disposable on the pedal (1) and engageable with at least a portion of the resilient member (4), the bracket (6) configured to selectively restrict operation of the resilient member (4) to the compressed state during travel of the pedal (1) to an intermediate position (10) between the first position (9) and the second position (11),
wherein the resilient member (4) is adapted to deform and displace in the compressed state for controlled travel of the pedal (1) from the intermediate position (10) to the second position (11).
2. The mechanism as claimed in claim 1, wherein the resilient member (4) comprises an arm (5) portion being connectable to the second end of the link member (2) and engageable with the bracket (6).
3. The mechanism as claimed in claim 2, wherein the arm (5) portion of the resilient member (4) is elastically deformed by the bracket (6), for travel of the pedal (1) from the intermediate position (10) to the second position (11).
4. The mechanism as claimed in claim 3, wherein the arm (5) portion, on elastic deformation, is adapted to angularly displace with the pedal (1) to travel from the intermediate position (10) to the second position (11).
5. The mechanism as claimed in claim 2, wherein the arm (5) portion is defined with:

a first bend section extending towards a coil section of the resilient member (4); and
a second bend section extending from the first bend section and away from the coil section, wherein substantial portion of the first bend section and the second bend section are engaged with the bracket (6).
6. The mechanism as claimed in claim 1, wherein the first position (9) of the pedal (1)
corresponds to a non-actuated state of the pedal (1).
7. The mechanism as claimed in claim 1, wherein the second position (11) of the pedal (1) corresponds to a an actuated state of the pedal (1).
8. The mechanism as claimed in claim 1, wherein the intermediate position (10) of the pedal (1) corresponds to a position at least 70% of travel from the first position (9) to the second position (11) of the pedal (1).
9. The mechanism as claimed in the claim1, comprises a pivot pin (3) configured to engage and secure the first end of the link member (2) with the pedal (1).
10. The mechanism as claimed in claim 1, wherein the bracket (6) is located proximally to the second end of the link member (2).
11. The mechanism as claimed in claim 10, wherein the first end of the link member (2) is aligned substantially on a vertical plane of the bracket (6) in the first position (9) of the pedal (1) and wherein, the first end of the link member (2) is aligned on a plane forward of the vertical plane of the bracket (6) in the second position (11) of the pedal (1).
12. The mechanism as claimed in claim 1, comprises an assistance spring (8) connectable between the pedal (1) and a frame (7) of the vehicle, wherein the assistance spring (8) is adapted to assist displacement of the pedal (1) from the first position (9) towards the second position (11).