Description:Technical Field of Invention
[0001] The present subject matter relates to a vehicle, more specifically the present subject matter is related to a braking system of the vehicle.

Background
[0002] A vehicle generally consists of a chassis fixed on two or more rolling wheels, where at least one wheel is driven by a power unit. The power unit can be an internal combustion engine, or an electric motor. In order to stop the vehicle once it is in motion, some kind of braking arrangement has to be provided on the vehicle for the convenience and safety of the users of the vehicle. Conventionally in vehicles, a disc brake or a drum brake is used on each wheel of the vehicle. A disc brake includes a disc made of a metallic, ceramic, or composite material fixed to the rotating axle or wheel. When a brake lever is pressed by the user, a set of mechanically or hydraulically actuated pistons supporting a substrate lined with a suitable frictional material are configured to grip the disc, and the rotation of the wheel is halted due to the drag on the disc. In the case of drum brakes, a set of leading and trailing arms are set up inside a rotating drum. The leading and trailing arms are lined with a suitable frictional material to create the maximum possible drag. Usually, the arms are actuated by a rotating cam, which is in turn actuated either mechanically or hydraulically when the brake lever is pressed by the user. During braking action, the kinetic energy of the wheels is converted to thermal energy, and therefore in both disc brakes and drum brakes, the frictional material which is used as the brake pad or brake shoe is susceptible to wear and tear due to the friction, drag, and the heat generated during the braking action. In the case of disc brakes, the leading edges of the brake pads are found to be more prone to wear and tear than the trailing edge. Similarly, in a drum brake, the brake pads on the leading arm are more prone to wear and tear than the brake pad on the trailing arm. Due to this wear and tear, the brake pads are required to be replaced after a predetermined usage during servicing of the vehicle to ensure the safety of the users, and longevity of the other parts in the brake assembly.
[0003] In smaller vehicles, drum brakes are generally mechanically actuated, and disc brakes are generally hydraulically actuated. The actuating force is generated by the user of the vehicle when the user presses the brake lever, which is passed on to the brake cam by a metallic wire, or a metallic rod, or a combination of both, which is further attached to a lever disposed on the outside of the brake drum, which transforms the linear motion of the metallic rod to rotational motion for the brake cam. As the brake shoe inside the drum wears off, the brake lever travel increases due to an increased shoe-drum clearance. The increased shoe drum clearance is adjusted regularly by tightening an adjuster nut on the brake drum, which reduces the increased slack, and reduces the shoe-drum clearance. The failure to adjust the nut can lead to excessive pedal or lever travel and in turn, result in poor brake force application or none at all, under extreme shoe wear. This can be fatal to the user of the vehicle.
Summary of the Invention
[0004] The wear on frictional materials during braking results in increase in ineffective stroke of control actuator/s. Since the brake pad keeps wearing out, over time the force being applied by the user on the brake lever needs to increase as well with continued usage. Over a continuous period of usage under similar conditions, the wear on the brake pads may lead to poor ergonomics, difficulties in usage, inadequate and poor feedback from the actuator, poor performance, and major concern in road safety. It may also cause complete brake failures. Hence, the brake needs to be adjusted at least once after every fixed duration of usage. These adjustments are being carried out by a technician during servicing of the vehicle, or on special request of the use based on rate of increase in wear, or sometimes based on sensitive requirements of the user. Issues like this are recurrent due to inherent nature of the material of the brake pad, that is, wearing out due to frictional contact between the working surfaces of the pad and the drum.
[0005] These problems are further aggravated due to permanent set, or plastic deformation of any of the parts involved in force transmission in the brake system, such as the metallic rod / cable, the cam, or the lever, specifically, brake control cable elongation, or outer cable (sheath) compression, or brake rod / transmission link bending, or any brake system parts deformation or permanent set over a fixed duration of usage. It is known in the art that tension in a linear force transmission member can be automatically adjusted, or maintained by the use of a tensioner, e.g., a chain tensioner that is used in an engine assembly to tighten the cam chains in a power unit, or the power transmission chains in the powertrain of a chain driven vehicle. However, such tensioner arrangements are very difficult to implement on the brake cable / rod because of the way the brake force transmission cable / rod is disposed in the vehicle. It is also known in the art that brake wear compensators be mounted directly on the brake cam. Such a compensator reduces the excessive clearance generated by brake shoe wear, is independent of the amount of brake force applied by the user, and can be mounted directly onto the brake cam. However, such a fixture does not take into account the dynamic changes in the brake shoe due to further friction wear. Such a system mechanically indexes and retains pre-set orientation relative to the brake panel, and uses stored potential energy to index, independent elements for structural load transfer and memorizing location, and discrete indexing to remove excessive clearance generated by brake shoe wear. Another option is to have an actuator with an electronic controller, which would not require mechanical calibration, as was done with fuel injection systems in vehicles. Such brake by wire system is usually used in aircrafts. However, such brake by wire systems would increase the overall cost of a vehicle as considered here in the present application. Moreover, implementing any of these systems would require structural and design changes in the vehicle, which would be further time intensive and cost intensive.
[0006] Load compensation in mechanical system is done by various means in various fields of engineering. The inconsistency in the force required to be applied to the same over a certain period of usage is a common problem in industrial and mechanical engineering. The various parts of a system employing mechanical parts require recalibration and general maintenance after a certain duration to usage, and therefore is a time intensive and cost intensive process. In the case of vehicles, the maintenance of the brakes is an essential feature for the safety of the user and other vehicles and pedestrians on the road.
[0007] In view of the above, there is a need for a stroke compensation unit which is simple in construction, and can be implemented on existing vehicles without requiring any design changes.
[0008] In one aspect, a stroke compensator unit for a linear actuating line is disclosed. The stroke compensator unit comprises a housing. The stroke compensator unit further comprises an input shaft. The input shaft is comprining a first portion, a second portion, and a third portion. The first portion is at a forward end of the input shaft, and the third portion is at a rear end of the input shaft. The first portion has a first radius, and the second portion and the third portion have a second radius. The stroke compensator unit also comprises an output shaft. The output shaft is a solid cylinder having a third radius. A first length of the output shaft is slidably inserted into the input shaft. The output shaft passes through the first portion, the second portion and the third portion of the input shaft. The stroke compensator unit further comprises a drive clutch. The drive clutch is configured in the second portion of the input shaft, and acts between the input shaft and the output shaft. The stroke compensator unit further comprises a return clutch. The return clutch is configured in the third portion of the input shaft, and acts between the input shaft and the output shaft. The input shaft is slidably disposed in the housing; the housing has a radius equal to the second radius.
[0009] In an embodiment, the first radius is lesser that the second radius, and the third radius is lesser than the first radius.
[00010] In an embodiment, the drive clutch has one or more metallic balls.
[00011] In an embodiment, the drive clutch further comprises a first disc, the fist disc is disposed forwardly of the one or more metallic balls on the periphery of the output shaft, and a first spring, the first spring being compressible between the rear end of the first portion, and the first disc.
[00012] In an embodiment, the second portion having a first tapered surface, the one or more metallic balls are placed between the periphery of the output shaft and the first tapered surface, wherein the first tapered surface has a rear end wider than a forward end.
[00013] In an embodiment, the return clutch comprising one or more metallic balls.
[00014] In an embodiment, the return clutch further comprising a second disc, the second disc is disposed forwardly of the one or more metallic balls on the periphery of the output shaft, a third disc, the third disc is disposed rearwardly of the one or more metallic balls on the periphery of the output shaft, and a second spring, the second spring being compressible between third disc and a linear cam at the rear end of the output shaft, the linear cam acting on a rear end of the input shaft.
[00015] In an embodiment, the third portion having a second tapered surface, the one or more metallic balls being placed between the periphery of the output shaft and the second tapered surface, wherein the second tapered surface having a forward end wider than the rear end.
[00016] In an embodiment, a third spring is disposed between the third disc and the cam.
[00017] In an embodiment, a fourth spring is disposed between the cam and a rear end of the housing.
[00018] In an embodiment, during a forward actuation of the input shaft, the drive clutch is configured to engage locking of the output shaft, enabled by the first tapered surface and the metallic balls.
[00019] In an embodiment, during a forward actuation of the input shaft, the return clutch is configured to engage free flow of the output shaft, enabled by the second tapered surface and the metallic balls.
[00020] In an embodiment, a forward actuation of the input shaft includes engaging a free play of the input shaft and the output shaft, an elasticity of the input shaft and the output shaft, and a wear and plasticity of the input shaft and the output shaft.
[00021] In an embodiment, a fifth spring is configured to be compressed from an extended state during the forward actuation of the input shaft, wherein the fifth spring is disposed between the periphery of the first portion and the housing.
[00022] In an embodiment, during a return actuation of the input shaft, the drive clutch is configured to engage free flow of the output shaft, enabled by the first tapered surface and the metallic balls.
[00023] In an embodiment, during a return actuation of the input shaft, the return clutch is configured to engage locking of the output shaft, enabled by the second tapered surface and the metallic balls.
[00024] In an embodiment, a return actuation of the input shaft includes engaging an elasticity of the input shaft and the output shaft, a plasticity of the input shaft and the output shaft, and a free play of the input shaft and the output shaft.
[00025] In an embodiment, a fifth spring (S1) is configured to be extended from a compressed state during the return actuation of the input shaft, wherein the fifth spring is disposed between the periphery of the first portion and the housing.
[00026] In another aspect, a method for a forward actuation of a stroke compensation unit is disclosed. The method comprises the steps of: moving, a first distance forward, by an input shaft and an output shaft, enabled by (driver member of the) a drive clutch locking the output shaft to the input shaft, wherein the first distance is equal to free play of the input shaft and output shaft with respect to the stroke compensation unit; moving a second distance forward, by the input shaft and the output shaft, enabled by the (driver member of the) drive clutch locking the output shaft to the input shaft, wherein the second distance is equal to the elasticity of the input shaft with respect to the output shaft; moving a third distance forward, by the input shaft and the output shaft, enabled by the (driver member of the) drive clutch locking the output shaft to the input shaft, the third distance is equal to the wear and plasticity of the output shaft.
[00027] In an embodiment, the output shaft is slidably disposed inside the input shaft.
[00028] In an embodiment, the locking of the output shaft to the input shaft being enabled by one or more driver members of the drive clutch, the driver members comprising one or more metallic balls disposed between the periphery of the output shaft and a tapered surface on the input shaft, the tapered surface having a rear end wider than a forward end.
[00029] In another aspect, a method for a return actuation of a stroke compensation unit is disclosed. The method comprises the steps of: moving a first distance rearwards, by an input shaft and an output shaft, enabled by a return clutch locking the output shaft to the input shaft, wherein the first distance is equal to elasticity of the output shaft with respect to the input shaft; moving a second distance rearward, by the input shaft and the output shaft, enabled by the return clutch locking the output shaft to the input shaft, wherein the second distance is equal to the wear and plasticity of the input shaft; moving a third distance rearward, by the input shaft and the output shaft, enabled by the return clutch locking the output shaft to the input shaft, the third distance is equal to the wear and plasticity of the output shaft.
[00030] In an embodiment, the output shaft is slidably disposed inside the input shaft.
[00031] In an embodiment, the locking of the output shaft to the input shaft being enabled by one or more driver members of the return clutch, the driver members comprising one or more metallic balls disposed between the periphery of the output shaft and a tapered surface on the input shaft, the tapered surface having a forward end wider than a rear end.

Brief Description of Drawings
[00032] Reference will be made to embodiments of the invention, examples of which may be illustrated in accompanying figures. These figures are intended to be illustrative, not limiting. Although the invention is generally described in context of these embodiments, it should be understood that it is not intended to limit the scope of the invention to these particular embodiments.
[00033] Figure 1 is an exemplary cross-sectional illustration of a stroke compensation unit.
[00034] Figure 2 is another exemplary cross-sectional illustration of a stroke compensation unit.
[00035] Figure 3a – 3j are exemplary illustrations of the operation of the stroke compensation unit during a forward actuation and a return actuation.
Detailed Description
[00036] Various features and embodiments of the present invention here will be discernible from the following description thereof, set out hereunder.
[00037] Figure 1 is an exemplary illustration of the stoke compensation unit 100 from a cross-sectional perspective of the device. The stroke compensation unit 100 comprises a housing 101, an input shaft 102, and an output shaft 103. The input shaft 102 has a first portion 102a, a second portion 102b, and a third portion 102c. The first portion 102a of the input shaft 102 is at a forward end of the input shaft 102, and the third portion 102c of the input shaft 102 is at a rear end of the input shaft 102. The first portion 102a has a first radius, and the second portion 102b and the third portion 102c have a second radius. The output shaft 103 is having a third radius. A first length fl of the output shaft 103 is slidably inserted into the input shaft 102. The output shaft 103 passes through the first portion 102a, the second portion 102b, and the third portion 102c of the input shaft 102. The stroke compensation unit 100 further comprises a drive clutch. The drive clutch is configured in the second portion 102b of the input shaft 102, and acts between the input shaft 102 and the output shaft 103. The stroke compensator unit 100 further comprises a return clutch. The return clutch is configured in the third portion 102c of the input shaft 102, and acts between the input shaft 102 and the output shaft 103. The input shaft 102 is slidably disposed in the housing 101. The housing 101 has a radius equal to the second radius. The first radius is lesser that the second radius, and the third radius is lesser than the first radius.
[00038] The drive clutch has one or more metallic balls 105, a first disc 105a, and a first spring 108. The first disc 105a is disposed forwardly of the one or more metallic balls 105 on the periphery of the output shaft 103. The first spring 108 is compressible between the rear end of the first portion 102a and the first disc 105a. The second portion 102b of the input shaft 102 has a first tapered surface 104. The one or more metallic balls 105 are placed between the periphery of the output shaft 103 and the first tapered surface 104. The first tapered surface 104 is characterized such that it has a rear end wider than a forward end.
[00039] The return clutch has one or more metallic balls 107, a second disc, a third disc, and a second spring 109. The second disc is disposed forwardly of the one or more metallic balls 107 on the periphery of the output shaft 103. The third disc is disposed rearwardly of the one or more metallic balls 107 on the periphery of the output shaft 103. The second spring 109 is compressible between third disc and a linear cam 109a at the rear end of the output shaft 103. The linear cam 109a acts on a rear end of the input shaft 103. The third portion 102c of the input shaft 102 has a second tapered surface 106. The one or more metallic balls 107 are placed between the periphery of the output shaft 103 and the second tapered surface 106. The second tapered surface 106 has a forward end wider than the rear end. A third spring 110 is disposed between the second disc and a disc separating the second portion 102b from the third portion 102c. Further, a fourth spring 111 is disposed between the linear cam 109a and a rear end of the housing.
[00040] Figure 2 is another exemplary illustration of the construction of the stroke compensation unit 100 from a cross sectional perspective of the device. In this figure, the arrangement of the input shaft 102 with the output shaft 103 is shown, wherein the drive clutch and the return clutch are formed between the input shaft 102 and the output shaft 103. The one or more metallic balls 105 and the first tapered surface 104 form the drive clutch, wherein the first disc 105a is disposed in a forward direction of the one or more metallic balls 105. The one or more metallic balls 107 and the second tapered surface 106 form the return clutch. When the input shaft 102 is actuated forwards, the drive clutch acts in opposition of such forwards actuation of the input shaft 102, while the return clutch acts in furtherance of such forward actuation of the input shaft 102 with respect to the output shaft 103. When the input shaft 102 is actuated rearwards with respect to the output shaft 103, the drive clutch acts in furtherance of such rearwards actuation of the input shaft 102, while the return clutch acts in opposition to such rearwards actuation of the input shaft 102. The one or more metallic balls 105 and 107, in addition to configuring the drive clutch and the return clutch respectively, act as ball bearings, enabling the output shaft 103 to be rotatable within the input shaft 102.
[00041] During a forward actuation of the input shaft 102, the drive clutch is configured to engage locking of the output shaft 103, enabled by the first tapered surface 104 and the one or more metallic balls 105. The return clutch on the other hand, is configured to engage free flow of the output shaft 103, enabled by the second tapered surface 106 and the one or more metallic balls 107. A forward actuation of the input shaft 102 includes engaging a free play of the input shaft 102 and the output shaft 103, an elasticity of the input shaft 102 and the output shaft 103, and a wear and plasticity of the input shaft 102 and the output shaft 103. A fifth spring 112 is configured to be compressed from an extended state during the forward actuation of the input shaft 102, wherein the fifth spring 112 is disposed between the periphery of the first portion 102a and the housing 101.
[00042] During a return actuation of the input shaft 102, the drive clutch is configured to engage free flow of the output shaft 103, enabled by the first tapered surface 104 and the metallic balls 105. The return clutch on the other hand is configured to engage locking of the output shaft 103, enabled by the second tapered surface 106 and the one or more metallic balls 107. A return actuation of the input shaft 102 includes engaging an elasticity of the input shaft 102 and the output shaft 103, a plasticity of the input shaft 102 and the output shaft 103, and a free play of the input shaft 102 and the output shaft 103. The fifth spring 112 is configured to be extended from a compressed state during the return actuation of the input shaft 102.
[00043] Figures 3a – 3j are exemplary illustrations of the operation of the stroke compensation unit 100 during a forward actuation and a return actuation. A method for forward actuation of the input shaft 102 and a method for return actuation of the input shaft 102 are illustrated through the figures 3a – 3j. As the illustrations progress from figure 3a to figure 3e, the forward actuation of the input shaft 102 is completed, and consequential forces acting on the other components as a result of the forward actuation are represented in these figures. Further, as the illustrations progress from the figures 3f to figure 3j, the return actuation of the input shaft 102 is completed, and consequential forces acting on the other components as a result of the return actuation are represented in these figures. The change in the states of the input shaft 102 and the output shaft 103 as a result of the forward actuation and the return actuation are represented with respect to a reference axis A-A’, which is at a rearward end of the stroke compensation unit 100. The position of the housing 101 is being considered as fixed, and hence the movements are represented by distances of the input shaft 102 and the output shaft 103 from the ais A-A’.
[00044] Figure 3a illustrates the rest state of the stroke compensation unit 100. At the rest state, the input shaft 102 is at a distance xa from the reference axis A-A’. The output shaft 103 on the other hand coincides with the axis A-A’.
[00045] Figure 3b illustrates a first stage of the forward actuation of the input shaft 102. The forward actuation is initiated when an external force is applied on the input shaft 102. The input shaft 102 moves a first distance (xb-xa) forward, resulting in the output shaft 103 moving a distance yb forward. The first stage of the forward actuation is enabled by the drive clutch locking the output shaft 103 to the input shaft 102. The first distance (xb-xa) is equal to a free play of the input shaft 102 and the output shaft 103 with respect to the stroke compensation unit 100.
[00046] Figure 3c illustrates the end of the first stage of the forward actuation of the input shaft 102, wherein the input shaft 102 moves forward an incremental distance (xc-xb), resulting in the output shaft 103 moving forward an incremental distance (yc-yb). This is at the end of the free play of the input shaft 102 with respect to the output shaft 103.
[00047] Figure 3d illustrates a second stage of the forward actuation of the input shaft 102. The input shaft 102 moves a second distance (xd-xc) forward, resulting in the output shaft 103 moving a distance (yd-yc) forward. The second stage of the forward actuation is enabled by the drive clutch locking the output shaft 103 to the input shaft 102, wherein the second distance (xd-xc) is equal to the elasticity of the input shaft 102 with respect to the output shaft 103.
[00048] Figure 3e illustrates a third stage of the forward actuation of the input shaft 102. The input shaft 102 moves a third distance (xe-xd) forward, resulting in the output shaft 103 moving a distance (ye-yd) forward. The third stage of the forward actuation is enabled by the drive clutch locking the output shaft 103 to the input shaft 102, wherein the third distance (xe-xd) is equal to the wear and plasticity of the output shaft 102.
[00049] Figure 3f illustrates a first stage of the return actuation of the input shaft 102. The return actuation is initiated when the external force being applied on the input shaft 102 is released, The input shaft moves a first distance (xe-xf) rearwards, resulting in the output shaft 103 moving a distance (ye-yf) rearwards. The first stage of the return actuation is enabled by the return clutch locking the output shaft 103 to the input shaft 102, wherein the first distance (xe-xf) is equal to elasticity of the output shaft 103 with respect to the input shaft 102.
[00050] Figure 3g illustrates a beginning of a second stage of the return actuation of the input shaft 102. The input shaft moves an incremental distance (xf-xg) rearwards, resulting in the output shaft 103 moving an incremental distance (yf-yg) rearwards. This is due to the wear compensation between the components attached to the input shaft 102 and the output shaft 103 being done by the stroke compensation unit 100.
[00051] Figure 3h illustrates a second stage of the return actuation of the input shaft 102. The input shaft 102 moves a second distance (xg-xh) rearwards, resulting in the output shaft 103 moving a distance (yg-yh) rearwards. The second stage of the return actuation is enabled by the return clutch locking the output shaft 103 to the input shaft 102, wherein the second distance (xg-xh) is equal to the wear and plasticity of the input shaft 103 with respect to the input shaft 102.
[00052] Figure 3i illustrates a third stage of the return actuation of the input shaft 102. The input shaft 102 moves a third distance (xh-xi) rearwards, resulting in the output shaft 103 moving a distance (yh-yi) rearwards. The third stage of the return actuation is enabled by the return clutch locking the output shaft 103 to the input shaft 102, wherein the third distance (xh-xi) is equal to the free play of the input shaft 103 with respect to the input shaft 102.
[00053] Figure 3j illustrates the stroke compensation unit 100 returning to its rest state, after having accounted for the wear compensation between the output shaft 103 and the input shaft 102 during the forward and the rear actuations.
 
List of reference signs:
100 – stroke compensation unit
101 – housing
102 – input shaft
102a – first portion of the input shaft
102b – second portion of the input shaft
102c – third portion of the input shaft
103 – output shaft
104 – first tapered surface
105 – one or more metallic balls of the drive clutch
105a – first disc
106 – second tapered surface
107 – one or more metallic balls of the return clutch
108 – first spring
109 – second spring
109a – linear cam
110 – third spring
111 – fourth spring
112 – fifth spring
fl – first length
A-A’ – reference axis
 
, Claims:We claim:
1. A stroke compensation unit (100) for a linear actuating line, the stroke compensation unit (100) comprising
a housing (101),
an input shaft (102), the input shaft (102) is a cylinder having a first portion (102a), a second portion (102b), and a third portion (102c), the first portion (102a) being at a forward end of the input shaft (102), and the third portion (102c) being at a rear end of the input shaft (102), the first portion (102a) having a first radius, and the second portion (102b) and the third portion (102c) having a second radius,
an output shaft (103), the output shaft (103) is a cylinder having a third radius, a first length (fl) of the output shaft (103) is slidably inserted into the input shaft (102), the output shaft (103) passing through the first portion (102a), the second portion (102b) and the third portion (102c) of the input shaft (102),
a drive clutch, the drive clutch is configured in the second portion (102b) of the input shaft (102) and acting between the input shaft (102) and the output shaft (103),
a return clutch, the return clutch is configured in the third portion (102c) of the input shaft (102) and acting between the input shaft (102) and the output shaft (103),
wherein,
the input shaft (102) is slidably disposed in the housing (101), the housing having a radius equal to the second radius.

2. The stroke compensation unit (100) as claimed in claim 1, wherein the first radius is lesser than the second radius, and the third radius is lesser than the first radius.

3. The stroke compensation unit (100) as claimed in claim 2, wherein the drive clutch comprising one or more metallic balls (105).

4. The stroke compensation unit (100) as claimed in claim 3, wherein the drive clutch further comprising
a first disc (105a), the fist disc disposed forwardly of the one or more metallic balls (105) on the periphery of the output shaft (103), and
a first spring (108), the first spring (108) being compressible between the rear end of the first portion (102a), and the first disc (105a).

5. The stroke compensation unit (100) as claimed in claim 4, wherein the second portion (102b) having a first tapered surface (104), the one or more metallic balls (105) being placed between the periphery of the output shaft (103) and the first tapered surface (104), wherein the first tapered surface (104) having a rear end wider than a forward end.

6. The stroke compensation unit (100) as claimed in claim 2, wherein the return clutch comprising one or more metallic balls (107).

7. The stroke compensation unit (100) as claimed in claim 6, wherein the return clutch further comprising
a second disc, the second disc is disposed forwardly of the one or more metallic balls (107) on the periphery of the output shaft (103),
a third disc, the third disc is disposed rearwardly of the one or more metallic balls (107) on the periphery of the output shaft (103), and
a second spring (109), the second spring (109) being compressible between the third disc and a linear cam (109a) at the rear end of the output shaft (103), the linear cam (109a) acting on a rear end of the input shaft (102).

8. The stroke compensation unit (100) as claimed in claim 7, wherein the third portion (102c) having a second tapered surface (106), the one or more metallic balls (107) being placed between the periphery of the output shaft (103) and the second tapered surface (106), wherein the second tapered surface (106) having a forward end wider than the rear end.

9. The stroke compensation unit (100) as claimed in claim 8, wherein a third spring (110) is disposed between the third disc and the linear cam (109a).

10. The stroke compensation unit (100) as claimed in claim 9, wherein a fourth spring (111) is disposed between the linear cam (109a) and a rear end of the housing (101).

11. The stroke compensation unit (100) as claimed in claim 5, wherein during a forward actuation of the input shaft (102), the drive clutch is configured to engage locking of the output shaft (103), enabled by the first tapered surface (104) and the one or more metallic balls (105).

12. The stroke compensation unit (100) as claimed in claim 10, wherein during a forward actuation of the input shaft (102), the return clutch is configured to engage free flow of the output shaft (103), enabled by the second tapered surface (106) and the one or more metallic balls (107).

13. The stroke compensation unit (100) as claimed in claim 11 or 12, wherein a forward actuation of the input shaft (102) includes engaging
a free play of the input shaft (102) and the output shaft (103),
an elasticity of the input shaft (102) and the output shaft (103), and
a wear and plasticity of the input shaft (102) and the output shaft (103).

14. The stroke compensation unit (100) as claimed in claim 11 or 12, wherein a fifth spring (112) is configured to be compressed from an extended state during the forward actuation of the input shaft (102), wherein the fifth spring (112) is disposed between the periphery of the first portion (102a) and the housing (101).

15. The stroke compensation unit (100) as claimed in claim 5, wherein during a return actuation of the input shaft (102), the drive clutch is configured to engage free flow of the output shaft (103), enabled by the first tapered surface (104) and the one or more metallic balls (105).

16. The stroke compensation unit (100) as claimed in claim 10, wherein during a return actuation of the input shaft (102), the return clutch is configured to engage locking of the output shaft (103), enabled by the second tapered surface (106) and the one or more metallic balls (107).

17. The stroke compensation unit (100) as claimed in claim 15 or 16, wherein a return actuation of the input shaft (102) includes engaging
an elasticity of the input shaft (102) and the output shaft (103),
a plasticity of the input shaft (102) and the output shaft (103), and
a free play of the input shaft (102) and the output shaft (103).

18. The stroke compensation unit (100) as claimed in claim 15 or 16, wherein a fifth spring (112) is configured to be extended from a compressed state during the return actuation of the input shaft (102), wherein the fifth spring (112) is disposed between the periphery of the first portion (102a) and the housing (101).

19. A method for a forward actuation of a stroke compensation unit (100), the method comprising the steps of
moving, a first distance (xb-xa) forward, by an input shaft (102), resulting in an output shaft (103) moving a distance (yb) forward, enabled by a drive clutch locking the output shaft (103) to the input shaft (102), wherein the first distance (xb-xa) is equal to free play of the input shaft (102) and output shaft (102) with respect to the stroke compensation unit (100),
moving a second distance (xd-xc) forward, by the input shaft (102), resulting in the output shaft (103) moving a distance (yd-yc) forward, enabled by the drive clutch locking the output shaft (103) to the input shaft (102), wherein the second distance (xd-xc) is equal to the elasticity of the input shaft (102) with respect to the output shaft (103),
moving a third distance (xe-xd) forward, by the input shaft (102), resulting in the output shaft (103) moving a distance (ye-yd) forward, enabled by the drive clutch locking the output shaft (103) to the input shaft (102), the third distance (xe-xd) is equal to the wear and plasticity of the output shaft (103).

20. The method as claimed in claim 19, wherein the output shaft (103) is slidably disposed inside the input shaft (102).

21. The method as claimed in claim 19, wherein the locking of the output shaft (103) to the input shaft (102) being enabled by one or more driver members of the drive clutch, the driver members comprising one or more metallic balls (105) disposed between the periphery of the output shaft (103) and a first tapered surface (104) on the input shaft (102), the first tapered surface (104) having a rear end wider than a forward end.

22. A method for a return actuation of a stroke compensation unit, the method comprising the steps of
moving a first distance (xe-xf) rearwards, by an input shaft (102), resulting in an output shaft (103) moving a distance (ye-yf) rearwards, enabled by a return clutch locking the output shaft (103) to the input shaft (102), wherein the first distance (xe-xf) is equal to elasticity of the output shaft (103) with respect to the input shaft (102),
moving a second distance (xg-xh) rearward, by the input shaft (102), resulting in the output shaft (103) moving a distance (yg-yh) rearwards, enabled by the return clutch locking the output shaft (103) to the input shaft (102), wherein the second distance (xg-xh) is equal to the wear and plasticity of the input shaft (102),
moving a third distance (xh-xi) rearward, by the input shaft (102), resulting in the output shaft (103) moving a distance (yh-yi) rearwards, enabled by the return clutch locking the output shaft (103) to the input shaft (102), the third distance (xh-xi) is equal to the free play of the output shaft (103).

23. The method as claimed in claim 22, wherein the output shaft (103) is slidably disposed inside the input shaft (102).

24. The method as claimed in claim 22, wherein the locking of the output shaft (103) to the input shaft (102) being enabled by one or more driver members of the return clutch, the driver members comprising one or more metallic balls (107) disposed between the periphery of the output shaft (103) and a second tapered surface (106) on the input shaft (102), the second tapered surface (106) having a forward end wider than a rear end.