FORM 2
THE PATENTS ACT, 1970
(39 of 1970)
&
THE PATENTS RULES, 2003
COMPLETE SPECIFICATION
[See section 10, rule 13]
TITLE: “A MECHANISM FOR STEERING A REAR AXLE 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 invention and the manner in which it is to be performed.

TECHNICAL FIELD
Present disclosure, in general, relates to a field of automobiles. Particularly, but not exclusively, the present disclosure relates to a multi axle vehicle. Further, embodiments of the present disclosure discloses a mechanism for steering a rear axle of the multi axle vehicle.
BACKGROUND
Generally, vehicles such as buses, trucks, utility vehicles, large motor homes, and other transportation vehicles are built to maximum allowable length to maximize their hauling capabilities while maintaining the benefits of a single-unit. In some cases, there maybe also oversized vehicles that are used for transportation of special equipment which the general commercial vesicles may not be able to handle. These vehicles typically employ multiple rear axles to accommodate the increased length of the vehicle as well as to bear the additional load exerted on the vehicle. Generally, these vehicles have a steering axle and steerable wheel assemblies at their front end of the vehicle and driving axles and wheel assemblies at their rear end. Due to the long length and multiple rear axles, the vehicles have a long wheel base, which is the distance between the forward most wheel axle and the rear most wheel axle. To accommodate the long wheel base, the vehicle is typically adapted to have a long turning radius and is difficult to maneuver around corners.
In addition, the rear wheel assemblies of the vehicles do not follow the path of the front steerable wheel assemblies when the vehicle negotiates a corner such that the rear wheel assemblies substantially cut the corner. The long turning radius of the vehicle requires a large area for maneuvering the vehicle which is not generally available. Further, when the vehicle is equipped with multiple rear axles, the motion of the rear axles is a combination of rolling and transverse sliding or skidding. This motion causes forces to develop at the tires which resist the tendency of the vehicle to turn and result in high tire wear. Additionally, due to the resistance by the tires, efforts required for steering the vehicle is high.
The present disclosure is directed to overcome one or more limitations stated above, or any other limitation associated with the prior arts.
SUMMARY
The one or more shortcomings of the prior art are overcome by a mechanism as claimed and additional advantages are provided through the provision of the mechanism as claimed in the

present disclosure. 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.
In a non-limiting embodiment of the disclosure, a mechanism for steering a rear axle of a vehicle is disclosed. The mechanism includes a first bracket which is coupled to a frame of the vehicle and adapted to slidably support a first end of a first suspension member. Further, the mechanism includes a second bracket that is coupled to the frame and is positioned adjacent to the first bracket. The second bracket is adapted to movably support a second end of the first suspension member. Furthermore, the mechanism includes a third bracket which is coupled to the frame opposite to the first bracket and is adapted to slidably support a first end of a second suspension member. Additionally, the mechanism includes a fourth bracket that is coupled to the frame and is positioned adjacent to the third bracket. The fourth bracket movably supports a second end of the second suspension member. Further, the mechanism includes a first flexible member is connected between first suspension member and a portion of the rear axle and a second flexible member which is connected between the second suspension member and the portion of the rear axle. The first flexible member and the second flexible member are adapted to twist about an axis in same directions to each other and the first suspension member and the second suspension members are adapted to displace relative to the first bracket and the third bracket, corresponding to lateral forces generated on the rear axle for steering the rear axle. This configuration of the mechanism aids in steering the rear axle in response to turning of the vehicle.
In an embodiment, the mechanism includes at least one connecting member which is connected between the first bracket and the rear axle. Further, the at least one connecting member is connected between the third bracket and the rear axle. The at least one connecting member may be configured to control steering of the rear axle.
In an embodiment, the first suspension member is adapted to slidably displace within the first bracket corresponding to twisting of the first flexible member. The displacement of the first suspension member within the first bracket enables turning of the rear axle.
In an embodiment, the second suspension member is adapted to slidably displace within the third bracket corresponding to twisting of the second flexible member. The displacement of the second suspension member within the third bracket enables turning of the rear axle.

In an embodiment, one end of the first flexible member and the second flexible member is provisioned with a top plate. The top plate is adapted to connect with the first suspension member and the second suspension member. The top plate is adapted to displace the first suspension member and the second suspension member corresponding to turning of the rear axle.
In an embodiment, another end of the first flexible member and the second flexible member is provisioned with a bottom plate. The bottom plate is adapted to connect with a portion of the rear axle. The bottom plate is adapted to transfer lateral force from the axle of the vehicle onto the first flexible member and the second flexible member in response to maneuvering of the vehicle.
In an embodiment, the first flexible member and the second flexible member are adapted to twist relative to the lateral forces generated during maneuvering of the vehicle.
In an embodiment, the rear axle is steered in a direction opposite to a direction of steering of front wheels in a front axle.
In an embodiment, the mechanism includes a first suspension assembly provisioned with a primary suspension member which is movably coupled to the frame and connected to the second bracket through a first control tube.
In an embodiment, the mechanism includes a second suspension assembly provisioned with a secondary suspension member which is movably coupled to the frame opposite to the primary suspension member and connected to the fourth bracket through a second control tube.
It is to be understood that the aspects and embodiments of the disclosure described above may be used in any combination with each other. Several of the aspects and embodiments may be combined together to form a further embodiment of the 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 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:
Fig. 1 illustrates a side view of a mechanism for steering a rear axle of a vehicle, according to an embodiment of the present disclosure.
Fig. 2 illustrates a magnified view of the mechanism, according to an embodiment of the present disclosure.
Fig. 3a illustrates a top view of the mechanism when lateral forces are not generated on the rear axle of the vehicle, according to an embodiment of the present disclosure.
Fig. 3b illustrates a top view of the mechanism when lateral forces are generated on the rear axle of the vehicle, according to an embodiment of 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 embodiment disclosed may be readily utilized as a basis for modifying or designing other mechanism 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 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.
The terms “comprises”, “comprising”, or any other variations thereof, are intended to cover a non-exclusive inclusion, such that an mechanism, assembly, device or method that comprises a list of components or steps does not include only those components or steps but may include other components or steps not expressly listed or inherent to such setup or mechanism or device or method. In other words, one or more elements in a mechanism or apparatus proceeded by “comprises… a” does not, without more constraints, preclude the existence of other elements or additional elements in the mechanism or apparatus.
Reference will now be made to the exemplary embodiments of the disclosure, as illustrated in the accompanying drawings. Wherever possible, same numerals have been used to refer to the same or like parts. The following paragraphs describe the present disclosure with reference to Figs. 1-3b. It is to be noted that the mechanism may be employed in any vehicle including but not limited to a passenger vehicle, a utility vehicle, commercial vehicles, and any other vehicle with multiple axles.
Fig. 1, is an exemplary embodiment of the present disclosure illustrating a side view of a mechanism (100) for steering a rear axle (10) of a vehicle. In an illustrated embodiment, as seen in Fig. 1, both sides of a frame (1) of a vehicle is depicted for clarity regarding construction of the mechanism (100), that is both a left side and a right side of the frame (1) of the vehicle is depicted to showcase the construction and working of the mechanism (100). In an embodiment, the mechanism (100) may be provisioned for the vehicle having multiple rear axles (10), however, this should not be construed as limitation as the mechanism (100) may be employed for the vehicle having a single rear axle (10) as well. In an illustrated embodiment, the mechanism (100) is provisioned for the vehicle having two rear axles (10, 10a) where the rear most axle (10) of the vehicle is adapted to be steered during maneuvering of the vehicle.
The mechanism (100) as seen in Figs. 1 and 2, may include a first bracket (2) which may be coupled to the frame (1) of the vehicle. The first bracket (2) may be adapted to slidably support a first end of a first suspension member (6). Further, the mechanism (100) may include a second

bracket (3) which may be coupled to the frame (1) and may be positioned adjacent to the first bracket (2). The second bracket (3) may be adapted to movably support a second end of the first suspension member (6). In an embodiment, the second bracket (3) may be adapted to facilitate vertical displacement of the second end of the first suspension member (6). Further, the mechanism (100) may include a third bracket (4) which may be coupled to the frame (1) of the vehicle opposite to the first bracket (2). That is, the third bracket (4) may be positioned on the opposite side of the frame (1) of the vehicle in comparison to the first bracket (2). The third bracket (4) may be adapted to slidably support a first end of a second suspension member (7). Further, the mechanism (100) may include a fourth bracket (5) which may be coupled to the frame (1) and may be positioned adjacent to the second bracket (3). That is, the fourth bracket (5) may be positioned opposite to the second bracket (3). The fourth bracket (5) may be adapted to movably support a second end of the second suspension member (7). In an embodiment, the fourth bracket (5) may be adapted to facilitate vertical displacement of the second end of the second suspension member (7).
In an embodiment, the first suspension member (6) and the second suspension member (7) may be including but not limited to a leaf spring, coil springs, torsion bars, air springs and the like.
Further, the mechanism (100) may include a first flexible member (8) which may be connected between the first suspension member (6) and a portion of the rear axle (10). Additionally, the mechanism (100) may include a second flexible member (9) which may be connected between the second suspension member (7) and the portion of the rear axle (10). That is, the rear axle (10) may be coupled to the frame (1) of the vehicle through the first flexible member (8) and the second flexible member (9), and the first suspension member (6) and the second suspension member (7), respectively. In an embodiment, the first flexible member (8) and the second flexible member (9) may be made of a flexible material, for example, polymeric material or any other material which may be manufactured such that they exhibit flexible properties. In an embodiment, the first flexible member (8) and the second flexible member (9) may be including but not limited to a bolster, a rubber bellow, a rubber spring and the like. Referring now to Figs. 2 and 3a, one end of the first flexible member (8) and the second flexible member (9) may be provisioned with a top plate (17). The top plate (17) may be adapted to connect with the first suspension member (6) and the second suspension member (7). The top plate (17) may be adapted to displace the first suspension member (6) and the second suspension member (7) corresponding to turning of the rear axle (10). Furthermore, another end of the first flexible member (8) and the second flexible member (9) may be provisioned with a bottom plate (18).

The bottom plate (18) may be adapted to connect with a portion of the rear axle (10). The bottom plate (18) may be adapted to transfer lateral force from the axle of the vehicle onto the first flexible member (8) and the second flexible member (9) in response to maneuvering of the vehicle.
In an embodiment, the first flexible member (8) and the second flexible member (9) may be adapted to twist or flex about an axis (A-A) in same directions to each other corresponding to forces generated on the rear axle (10) for steering the rear axle (10). In an embodiment, the force may be a lateral force acting on the rear axle (10) against the steering direction of the vehicle. That is, the first flexible member (8) and the second flexible member (9) may be adapted to twist or flex and deform or shear relative to the forces generated during maneuvering of the vehicle. In an embodiment, the first flexible member (8) and the second flexible member (9) may flex or twist or shear or deform relative to the forces generated during maneuvering of the vehicle. Further, the first suspension member (6) and the second suspension members (7) may be adapted to displace relative to the first bracket (2) and the third bracket (4), respectively, relative to the flexing of the first flexible member (8) and the second flexible member (9) in response to lateral forces generated on the rear axle (10) for steering the rear axle (10). The first suspension member (6) may be adapted to slidably displace within the first bracket (2) corresponding to twisting or flexing of the first flexible member (8), such that, the displacement of the first suspension member (6) within the first bracket (2) enables turning of the rear axle (10). Furthermore, the second suspension member (7) may be adapted to slidably displace within the third bracket (4) corresponding to twisting or flexing of the second flexible member (9), such that, the displacement of the second suspension member (7) within the third bracket (4) enables turning of the rear axle (10). In an embodiment, the second suspension member (7) may be adapted to slidably displace within the third bracket (4) in a direction opposite to the slidable displacement of the first suspension member (6) within the first bracket (2).
In an embodiment, the rear axle (10) may be steered in a direction opposite to a direction of steering of front wheels in a front axle.
Referring back to Figs. 1 and 2, the mechanism (100) may include includes at least one first connecting member (11) which may be connected between the first bracket (2) and the rear axle (10). Additionally, the mechanism (100) may include the at least one second connecting member (12) that may be connected between the third bracket (4) and the rear axle (10). The at least one first connecting member (11) and the at least one second connecting member (12)

may be configured to control steering of the rear axle (10). That is, the at least one first connecting member (11) and the at least one second connecting member (12) may be configured to allow turning of the rear axle (10) only up to a predefined angle, thereby restricting the maximum turning angle of the rear axle (10). In an embodiment, the predefined angle may be calculated based on the dimensions of the vehicle, the turning requirement of the vehicle and the like. In an embodiment, the at least one first connecting member (11) and the at least one second connecting member (12) may be including but not limited to a rigid link, a torque rod, a pneumatic cylinder, a hydraulic cylinder, a resilient member capable of compression and expansion and the like which can be used for restricting the turning angle of the rear axle (10).
In an operational embodiment as seen in Figs. 3a and 3b, upon turning of the vehicle, a front axle or wheels of the vehicles may be steered in the required direction. For the sake of simplicity, the required direction of steering of the vehicle may be considered as left direction from a forward path of the vehicle. Upon steering the front wheels in a left direction, the vehicle may be subjected to turning. During turning of the vehicle the rear axle (10) may be subjected to lateral forces in the opposite direction to the direction of the front axle or wheels. That is, the rear axle (10) may be subjected to lateral forces which may be acting along a right side direction of the vehicle. The lateral forces which may be acting of the rear axle (10) may result in transfer of the lateral forces on the first flexible member (8) and the second flexible member (9) which may then be in-turn transferred onto the first suspension member (6) and the second suspension member (7), respectively. The lateral force which may be transferred on the first flexible member (8) may flex or twist the first flexible member (8) in the first direction and the lateral force which may be transferred on the second flexible member (9) may flex or twist the second flexible member (9) in the second direction opposite to the first direction. The flex or twist in the first flexible and the second flexible member (9) may facilitate turning of the rear axle (10) in the opposite direction to the front axle of the vehicle. That is, during left turn of the vehicle, the left wheel on the rear axle (10) may displace towards the frame (1) of the vehicle and the right wheel on the rear axle (10) may displace away from the frame (1) of the vehicle. This displacement or turning of the rear axle (10) may be accommodated by the first suspension member (6) and the second suspension member (7). Upon turning of the rear axle (10), the first end of the first suspension member (6) may slide into the first bracket (2). Further, the first end of the second suspension member (7) may slide out of the third bracket (4). This way resistive forces generated on the tires on the rear axle (10) during turning of the vehicles

is reduced, thereby, reducing tire wear. Additionally, the turning radius of the vehicle and the effort required for steering the vehicle may be reduced.
In an embodiment, as seen in Fig. 1, the vehicle may be configured with two rear axles (10, 10a) such that the first rear axle (10a) may be connected to the frame (1) without any provision for steering and the second rear axle (10) may be connected to the frame (1) that may be capable of steering. Here, the mechanism (100) may include a first suspension assembly (19) and a second suspension assembly (20) which may be positioned on either sides of the frame (1) of the vehicle to support two rear axles (10, 10a). The first suspension assembly (19) may be positioned on one side of the frame (1) and may include a primary suspension member (13) which may be movable coupled to the frame (1) and may be configured to support the first rear axle (10a). Further, the second rear axle (10) may be supported by the first suspension member (6). The primary suspension member (13) and the first suspension member (6) in the first suspension assembly (19) may be connected to each other through a first control tube (15). That is, the primary suspension member (13) may be connected to the second bracket (3) of the mechanism (100) through the first control tube (15). This way, the primary suspension member (13) and first suspension member (6) in the first suspension assembly (19) may tandemly operates during maneuvering of the vehicle and provide tandem suspension and dynamic stability of the vehicle.
Further, the second suspension assembly (20) may be positioned on another side of the frame (1) opposite to the side having the first suspension assembly (19). The second suspension assembly (20) may include a secondary suspension member (14) which may be movable coupled to the frame (1) and may be configured to support the first rear axle (10a). Further, the second rear axle (10) may be supported by the second suspension member (7). The secondary suspension member (14) and the second suspension member (7) in the second suspension assembly (20) may be connected to each other through a second control tube (16). That is, the secondary suspension member (14) may be connected to the fourth bracket (5) of the mechanism (100) through the second control tube (16). This way, the secondary suspension member (14) and second suspension member (7) in the second suspension assembly (20) may tandemly operate during maneuvering of the vehicle and provide tandem suspension and dynamic stability of the vehicle.
In an embodiment, the vehicle may include a minimum of one rear axle (10) capable of being steered and may include more than one rear axle (10) which may be capable of steering. The

mechanism (100) may be provided for each of the rear axle (10) that may be capable of steering the vehicle.
In another embodiment, the rear axle (10) may be selectively steered by selectively controlling the brakes in the rear axle (10). That is, the mechanism (100) may include a control unit (CU) which may be communicatively coupled to the brakes of the rear axle (10). The control unit (CU) may be configured to detect turning of the vehicle and operate the brakes of the rear axle (10) to induce lateral forces on the rear axle (10). In an embodiment, the control unit (CU) may be configured to operate the brakes upon the steering angle of the front axle or the wheels of the vehicle being steered beyond a threshold limit and the speed of the vehicle being less than a predefined speed. In an operational embodiment, upon turning of the vehicle or steering wheel in the left direction, the control unit (CU) may operate the brake associated with the left wheel of the rear axle (10), which may in-turn induce lateral forces towards the right direction in the rear axle (10), thereby forcing the mechanism (100) to steer the rear axle (10) in the right direction. Further, as the front axle or wheels of the vehicle maybe returned to the straight condition, the control unit (CU) may stop braking in the rear axle (10) such that there are no lateral forces acting of the rear axle (10).
In an embodiment, the control unit (CU) may be configured to operate the brakes of the vehicle such that the rear axle (10) may be steered in a direction opposite to a direction of steering of front wheels in the front axle or in a direction same as the direction of steering of the front wheels in the front axle.
In an embodiment, the control unit (CU) ensures that the steering system may be capable of operating without any intervention from a driver and provides seamless transition during operation of the rear axle (10).
In an embodiment of the disclosure, the control unit (CU) may be a centralized control unit, or a dedicated control unit for the mechanism (100). The control unit (CU) may also be associated with other control units including, but not limited to, a body control module (BCM), a central control module (CCM), a general electronic module (GEM), and the like. The control unit (CU) may be implemented by any computing systems that is utilized to implement the features of the present disclosure. In an embodiment, the control unit (CU) may include a receiving module which may be configured to receive the signals. Further, the control unit (CU) may include a processing module which may include at least one data processor for executing program

components for executing user or system generated requests. The processing module may be a specialized processing module such as integrated system (bus) controllers, memory management control units, floating point units, graphics processing modules, digital signal processing modules, etc. The processing module may include a microprocessor, and may be configured to receive data or signals from the receiving module. Furthermore, the control unit (CU) may include an activation module which may be configured to receive data or signals from the processing module and transmit the received signals to actuate or operate the components.
In some embodiments, the control unit (CU) may be disposed in communication with one or more memory devices (e.g., RAM, ROM etc.) via a storage interface. The storage interface may connect to memory devices including, without limitation, memory drives, removable disc drives, and the like. The memory device may further include a drum, magnetic disc drive, magneto-optical drive, optical drive, redundant array of independent discs (RAID), solid-state memory devices, solid-state drives, etc.
In an embodiment, the mechanism (100) is simple in construction and easy to operate. Additionally, due to simple construction and less number of components, requirement for frequent maintenance is eliminated and costs involved in manufacturing are reduced.
In an embodiment, the mechanism (100) does not have direct mechanical link between the front steering axle and the rear axle (10) which reduces the number of parts. Further, due to the reduction of mechanical parts and connection between the front axle and the rear axle (10), the mechanism (100) is less prone to mechanical wear and failure.
In an embodiment, the mechanism (100) provides rear axle (10) steering without reducing the stability of the vehicle at high speeds.
It should be imperative that the mechanism and any other elements described in the above detailed description should not be considered as a limitation with respect to the figures. Rather, variation to such system and method should be considered within the scope of the detailed description.
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.

Referral Numerals:

Reference Number Description
100 Mechanism
1 Frame
2 First bracket
3 Second bracket
4 Third bracket
5 Fourth bracket
6 First suspension member
7 Second suspension member
8 First flexible member
9 Second flexible member
10 Rear axle
10a First rear axle
11 First connecting member
12 Second connecting member
13 Primary suspension member
14 Secondary suspension member
15 First control tube
16 Second control tube
17 Top plate
18 Bottom plate
19 First suspension assembly
20 Second suspension assembly
CU Control unit

We Claim:
1. A mechanism (100) for steering a rear axle (10) of a vehicle, the mechanism (100)
comprising:
a first bracket (2) coupled to a frame (1) of the vehicle and adapted to slidably support a first end of a first suspension member (6);
a second bracket (3) coupled to the frame (1) and positioned adjacent to the first bracket (2), the second bracket (3) movably supports a second end of the first suspension member (6);
a third bracket (4) coupled to the frame (1) opposite to the first bracket (2) and adapted to slidably support a first end of a second suspension member (7);
a fourth bracket (5) coupled to the frame (1) and positioned adjacent to the third bracket (4), the fourth bracket (5) movably supports a second end of the second suspension member (7);
a first flexible member (8) connected between first suspension member (6) and a portion of the rear axle (10); and
a second flexible member (9) connected between the second suspension member (7) and the portion of the rear axle (10);
wherein, the first flexible member (8) and the second flexible member (9) are adapted to twist and the first suspension member (6) and the second suspension members (7) are adapted to displace relative to the first bracket (2) and the third bracket (4), corresponding to forces generated on the rear axle (10) for steering the rear axle (10).
2. The mechanism (100) as claimed in claim 1 comprises at least one first connecting member (11) connected between the first bracket (2) and the rear axle (10) configured to control steering of the rear axle (10).
3. The mechanism (100) as claimed in claim 2, wherein the at least one second connecting member (12) is connected between the third bracket (4) and the rear axle (10) configured to control steering of the rear axle (10).

4. The mechanism (100) as claimed in claim 1, wherein the first suspension member (6) is adapted to slidably displace within the first bracket (2) corresponding to twisting of the first flexible member (8).
5. The mechanism (100) as claimed in claim 1, wherein the second suspension member (7) is adapted to slidably displace within the third bracket (4) corresponding to twisting of the second flexible member (9).
6. The mechanism (100) as claimed in claim 1, wherein one end of the first flexible member (8) and the second flexible member (9) is provisioned with a top plate (17), the top plate (17) is adapted to connect with the first suspension member (6) and the second suspension member (7).
7. The mechanism (100) as claimed in claim 1, wherein another end of the first flexible member (8) and the second flexible member (9) is provisioned with a bottom plate (18), the bottom plate (18) is adapted to connect with a portion of the rear axle (10).
8. The mechanism (100) as claimed in claim 1, wherein the first flexible member (8) and the second flexible member (9) are adapted to twist and deform relative to the forces generated during maneuvering of the vehicle.
9. The mechanism (100) as claimed in claim 1, wherein the rear axle (10) is steered in a direction opposite to a direction of steering of front wheels in a front axle.
10. The mechanism (100) as claimed in claim 1 comprises a first suspension assembly (19) provisioned with a primary suspension member (13) movably coupled to the frame (1) and connected to the second bracket (3) through a first control tube (15).
11. The mechanism (100) as claimed in claim 1 comprises a second suspension assembly (20) provisioned with a secondary suspension member (14) movably coupled to the frame (1) opposite to the primary suspension member (13) and connected to the fourth bracket (5) through a second control tube (16).
12. A vehicle comprising a mechanism (100) as claimed in claim 1 for steering a rear axle (10).