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 STEERING A REAR AXLE OF A VEHICLE AND A
STEERING SYSTEM THEREOF”
Name and address of the Applicant:
TATA MOTORS LIMITED, an Indian company having its registered office at Bombay
House, 24 Homi Mody Street, Hutatma Chowk, Mumbai 400 001, Maharashtra, INDIA.
Nationality: INDIAN
The following specification particularly describes the invention and the manner in which it is to be performed.

TECHNICAL FIELD
Present disclosure, in general, relates to the 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 OF THE INVENTION
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 manoeuvre 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 manoeuvring 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 OF THE 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 coupled to a frame of the vehicle and adapted to slidably support the first end of a first suspension member. A second bracket is coupled to the frame and is positioned adjacent to the first bracket. The second bracket supports a second end of the first suspension member. A third bracket is coupled to the frame and is adapted to slidably support a first end of a second suspension member. A fourth bracket is coupled to the frame and is positioned adjacent to the third bracket. The fourth bracket supports a second end of the second suspension member. The first suspension member is configured to support a first end of the rear axle and the second suspension member is configured to support a second end of the rear axle. A first connecting member is coupled to the first end of the axle and a second connecting member is coupled to the second end of the rear axle, where the first connecting member and the second connecting member are operable to displace the first end and the second end of the rear axle, along with the first suspension member and the second suspension member in opposite directions for steering the rear axle.
In an embodiment of the disclosure, the first bracket and the second bracket are defined with a hollow profile for slidably accommodating the first end of the first suspension member and the second suspension member.
In an embodiment of the disclosure, a first link is configured to couple the second bracket to the second end of the first suspension member.
In an embodiment of the disclosure, the first link includes a first bushing configured to deform corresponding to displacement of the first suspension member.
In an embodiment of the disclosure, a second link is configured to couple the fourth bracket to the second end of the second suspension member.
In an embodiment of the disclosure, the second link includes a second bushing configured to deform corresponding to displacement of the second suspension member.
In an embodiment of the disclosure, the operation of the first connecting member and the second connecting member steers the rear axle by displacing a portion of the first suspension member through the first bracket and the second suspension member through the third bracket.

In a non-limiting embodiment of the disclosure, a steering system for a vehicle is disclosed. The steering system includes a front axle steering mechanism. At least one sensor may be configured to detect the actuation of the front axle steering mechanism. A mechanism for steering a rear axle of the vehicle is provided. The mechanism includes a first bracket coupled to a frame of the vehicle and adapted to slidably support the first end of a first suspension member. A second bracket is coupled to the frame and is positioned adjacent to the first bracket. The second bracket supports a second end of the first suspension member. A third bracket is coupled to the frame and is adapted to slidably support the first end of a second suspension member. A fourth bracket is coupled to the frame and is positioned adjacent to the third bracket. The fourth bracket supports a second end of the second suspension member. Further, the first suspension member is configured to support the first end of the rear axle and the second suspension member is configured to support a second end of the rear axle. The first connecting member is coupled to the first end of the axle and a second connecting member is coupled to the second end of the rear axle. A control unit is communicatively coupled to the front axle steering mechanism. The control unit is configured to receive a signal from the at least one sensor corresponding to steering direction of front wheels of the front axle. The control unit further operates the first connecting member and the second connecting member to displace the first end and the second end of the rear axle for steering the rear axle in a direction opposite to steering direction of the front axle.
One or more shortcomings of the conventional system or device are overcome, 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.
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:
Figure 1 is a schematic view of a vehicle with a front axle steering mechanism and a mechanism for steering a rear axle, in accordance with an embodiment of the present disclosure.
Figure 2 illustrates a side view of a frame with the mechanism for steering the rear axle of the vehicle, in accordance with an embodiment of the present disclosure.
Figure 3 illustrates a side view of a frame opposite to the side view from the Figure 2 with the mechanism for steering the rear axle of the vehicle, in accordance with an embodiment of the present disclosure.
Figure 4 is a schematic view of an embodiment of the Figure 1, in accordance with an embodiment of the present disclosure.
The figure depicts embodiments of the disclosure for purposes of illustration only. One skilled in the art will readily recognize from the following description that alternative embodiments of the mechanism for steering the rear axle of the vehicle illustrated herein may be employed without departing from the principles of the disclosure described herein.
DETAILED DESCRIPTION
The foregoing has broadly outlined the features and technical advantages of the present disclosure in order that the description of the disclosure that follows may be better understood. Additional features and advantages of the disclosure will be described hereinafter which form the subject of the disclosure. It should be appreciated by those skilled in the art that the conception and specific embodiment disclosed may be readily utilized as a basis for modifying or designing other devices for carrying out the same purposes of the present disclosure. It should also be realized by those skilled in the art that such equivalent constructions do not depart from the spirit and scope of the disclosure. The novel features which are believed to be characteristic of the disclosure, as to its organization, together with further objects and

advantages will be better understood from the following description when considered in connection with the accompanying figures. It is to be expressly understood, however, that each of the figures is provided for the purpose of illustration and description only and is not intended as a definition of the limits of the present disclosure.
In the present document, the word "exemplary" is used herein to mean "serving as an example, instance, or illustration." Any embodiment or implementation of the present subject matter described herein as "exemplary" is not necessarily to be construed as preferred or advantageous over other embodiments.
While the disclosure is susceptible to various modifications and alternative forms, specific embodiment thereof has been shown by way of example in the drawings and will be described below. It should be understood, however, that it is not intended to limit the disclosure to the particular forms disclosed, but on the contrary, the disclosure is to cover all modifications, equivalents, and alternative falling within the scope of the disclosure.
The terms “comprises”, “comprising”, or any other variations thereof, are intended to cover a non-exclusive inclusion, such that a system that comprises a list of components does not include only those components but may include other components not expressly listed or inherent to such mechanism. In other words, one or more elements in the device or mechanism proceeded by “comprises… a” does not, without more constraints, preclude the existence of other elements or additional elements in the mechanism.
The following paragraphs describe the present disclosure with reference to Figures. 1 to 3. In the figures, the same element or elements which have same functions are indicated by the same reference signs. It is to be noted that, the vehicle is not illustrated in the figures for the purpose of simplicity. One skilled in the art would appreciate that the mechanism and the system as disclosed in the present disclosure may be employed in any vehicles that employs/includes powertrain, where such vehicle may include, but not be limited to, light duty vehicles, passenger vehicles, commercial vehicles, and the like. Further, the person skilled in the art would appreciate that the system and the method as disclosed in the present disclosure may be employed in any vehicles.
The Figure 1 illustrates a steering system (200) for a vehicle. The system (200) includes a front axle steering mechanism (400). In an implementation, the front axle steering mechanism (400)

may be configured to steer a front axle or the wheels on the front axle in the required direction. The front axle steering mechanism (400) may include at least one sensor configured to detect the actuation of the front axle steering mechanism (400). In an implementation, the system (200) includes a control unit (10). The control unit (10) may be configured to receive signals from the at least one sensor that correspond to the actuation of the front axle steering mechanism (400). The at least one sensor may transmit signals to the control unit (10) that correspond to the angular orientation or the extent to which the front axle or the front wheels are steered.
Figure 2 and Figure 3 are an exemplary embodiment of the present disclosure illustrating a side view of a mechanism (100) for steering a rear axle (8) of the vehicle. In an illustrated embodiment, as seen in Figure 2 and Figure 3, both sides of a frame (1) of a vehicle is depicted for clarity regarding construction of the mechanism (100), that is 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 (8), however, this should not be construed as limitation as the mechanism (100) may be employed for the vehicle having a single rear axle (8) as well. In an illustrated embodiment, the mechanism (100) is provisioned for the vehicle having two rear axles (8, 8a) where the rear most axle (8) of the vehicle is adapted to be steered during maneuvering of the vehicle.
The mechanism (100) as seen in Figure 2, may include a first bracket (5a) which may be coupled to the frame (1) of the vehicle. The first bracket (5a) may be configured to extend along a first axis (A-A). The first axis (A-A) may extend along the width of the frame (1). The first bracket (5a) may be adapted to slidably support a first end of a first suspension member (3a). Further, the mechanism (100) may include a second bracket (7a) which may be coupled to the frame (1) and may be positioned adjacent to the first bracket (5a). The second bracket (7a) may be configured to extend along a second axis (B-B). The second axis (B-B) may also extend along the width of the frame (1). The second bracket (7a) may be adapted to movably support a second end of the first suspension member (3a). In an embodiment, the mechanism (100) may include a connector (12) and a first link (9a). The connector (12) and the first link (9a) may be used to couple the second bracket (7a) with the first suspension member (3a). In an embodiment, the first link (9a) includes a first bushing (11a) which is configured to deform corresponding to displacement of the first suspension member (3a). In an embodiment, the

second bracket (7a) may be adapted to facilitate vertical displacement of the second end of the first suspension member (3a). Further, reference is made to Figure 3. The mechanism (100) may include a third bracket (5b) which may be coupled to the frame (1) of the vehicle opposite to the first bracket (5a). The third bracket (5b) may be positioned along the first axis (A-A) of the frame (1). 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 (5a). The third bracket (5b) may be adapted to slidably support a first end of a second suspension member (3b). Further, the mechanism (100) may include a fourth bracket (7b) which may be coupled to the frame (1) and may be positioned adjacent to the second bracket (7a). That is, the fourth bracket (7b) may be positioned opposite to the second bracket (7a). The fourth bracket (7b) may be positioned to lie on the second axis (B-B). The second bracket (7a) and the fourth bracket (7b) are positioned to lie along the same second axis (B-B). The fourth bracket (7b) may be adapted to movably support a second end of the second suspension member (3b). In an embodiment, the mechanism (100) may include a connector (12) and a second link (9b). The connector (12) and the second link (9b) may be used to couple the fourth bracket (7b) with the second suspension member (3b). In an embodiment, the second link (9b) includes a second bushing (11b) which is configured to deform corresponding to displacement of the second suspension member (3b). In an embodiment, the fourth bracket (7b) may be adapted to facilitate vertical displacement of the second end of the second suspension member (3b). In an embodiment, the first suspension member (3a) and the second suspension member (3b) may be including but not limited to a leaf spring, coil springs, torsion bars, air springs and the like.
Referring back to Figures 2 and 3, the mechanism (100) may include includes a first connecting member (4a) coupled to the first end of the axle (8) and a second connecting member (4b) coupled to the second end of the rear axle (8). The first connecting member (4a) may be connected between the first bracket (5a) and the rear axle (8). Further, the connecting member (4b) may be connected between the third bracket (5b) and the rear axle (8). The first connecting member (4a) and the second connecting member (4b) may be configured to control steering of the rear axle (8). That is, the first connecting member (4a) and the second connecting member (4b) may be configured to turn the rear axle (8) only up to a predefined angle. In an embodiment, the first connecting member (4a) and the second connecting member (4b) may be including but not limited to a pneumatic cylinder, a hydraulic cylinder, a resilient member capable of compression and expansion and the like which can be used for turning the rear axle (8). In an embodiment, the first connecting member (4a) and the second connecting member

(4b) may be coupled to the control unit (10). The control unit (10) may selectively operate the first connecting member (4a) and the second connecting member (4b) to traverse the rear axle (8) in the required direction. The control unit (10) may selectively operate at least one of the first connecting members (4a) and the second connecting member (4b) to be expanded or compressed such that the rear axle (8) is traversed in the required direction and at the predefined angle. In an embodiment, the predefined angle may be based on the angular orientation of the front axle or the front wheels.
In an operational embodiment as seen in Figure 1, upon turning of the vehicle, the front axle or the front 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.
The control unit (10) may receive signals from the at least one sensor which corresponds to the angular orientation of the front wheels or the front axle. In this embodiment, the control unit (10) may receive signals from the at least one sensor which correspond to the movement of the front axle or the front wheels in the left direction. The at least one sensor may also transmit signals which correspond to the angular orientation of the front wheels or the front axle. For example, the sensor may transmit signals which are indicative of the extent to which the front wheels or the front axle is steered. Subsequently, the control unit (10) may determine the predefined angle to which rear axle (8) is to be traversed. In an embodiment, the control unit (10) may include pre-fed values of the predefined angle. For example, the control unit (10) may include values of the predefined angle to which the rear axle (8) is to be steered for any given angular orientation of the front wheels or the front axle. Based on the determined predefined angle, the control unit (10) operates the first connecting member (4a) and the second connecting member (4b) to traverse the rear axle (8) to the required direction and the required angle. The operation of the first connecting member (4a) and the second connecting member (4b) may facilitate the turning of the rear axle (8) in the opposite direction to the front ax le of the vehicle. That is, during left turn of the vehicle, the left wheel on the rear axle (8) may displace towards the frame (1) of the vehicle and the right wheel on the rear axle (8) may displace away from the frame (1) of the vehicle. This displacement or turning of the rear axle (8) may be accommodated by the first suspension member (3a) and the second suspension member (3b). Upon turning of the rear axle (8), the first end of the first suspension member (3a) may slide

into the first bracket (5a). Further, the first end of the second suspension member (3b) may slide out of the third bracket (5b). This way, resistive forces generated on the tires on the rear axle (8) 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 also be reduced.
In an embodiment, as seen in Figure 1 to 3, the vehicle may be configured with two rear axles (8, 8a) such that the first rear axle (8a) may be connected to the frame (1) without any provision for steering and the second rear axle (8) may be connected to the frame (1) that may be capable of steering. Here, the mechanism (100) may include a first suspension assembly (13) and a second suspension assembly (14) which may be positioned on either side of the frame (1) of the vehicle to support two rear axles (8, 8a). The first suspension assembly (13) may be positioned on one side of the frame (1) and may include a primary suspension member (2a) which may be movable coupled to the frame (1) and may be configured to support the first rear axle (8a). Further, the second rear axle (8) may be supported by the first suspension member (3a). The primary suspension member (2a) and the first suspension member (3a) in the first suspension assembly (13) may be connected to each other through a first control tube (6a). That is, the primary suspension member (2a) may be connected to the second bracket (7a) of the mechanism (100) through the first control tube (6a). Particularly, the primary suspension member (2a) may be coupled to the connector (12) through the first control tube (6a). Further, the connector (12) is further pivotably connected to the second bracket (7a) of the mechanism (100). This way, the primary suspension member (2a) and first suspension member (3a) in the first suspension assembly (13) may tandemly operate during maneuvering of the vehicle and provide tandem suspension and dynamic stability of the vehicle. Further, the second suspension assembly (14) may be positioned on another side of the frame (1) opposite to the side having the first suspension assembly (13). The second suspension assembly (14) may include a secondary suspension member (2b) which may be movable coupled to the frame (1) and may be configured to support the first rear axle (8a). Further, the second rear axle (8) may be supported by the second suspension member (3b). The secondary suspension member (2b) and the second suspension member (3b) in the second suspension assembly (14) may be connected to each other through a second control tube (6b). That is, the secondary suspension member (2b) may be connected to the fourth bracket (7b) of the mechanism (100) through the second control tube (6b). Particularly, the secondary suspension member (2b) may be coupled to the connector (12) through the second control tube (6b). Further, the connector (12) is pivotably

connected to the fourth bracket (7b) of the mechanism (100). This way, the secondary suspension member (2b) and second suspension member (3b) in the second suspension assembly (14) may tandemly operate during maneuvering of the vehicle for providing suspension and dynamic stability of the vehicle.
In an embodiment, the vehicle may include a minimum of one rear axle (8) capable of being steered and may include more than one rear axle (8) which may be capable of steering. The mechanism (100) may be provided for each of the rear axle (8) that may be capable of steering the vehicle. In an embodiment, the control unit (10) 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 (8).
In an embodiment of the disclosure, the control unit (10) may be a centralized control unit (10), or a dedicated control unit (10) for the mechanism (100). The control unit (10) may also be associated with other control units (10) 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 (10) may be implemented by any computing systems that is utilized to implement the features of the present disclosure. In an embodiment, the control unit (10) may include a receiving module which may be configured to receive the signals. Further, the control unit (10) 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 (10), 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 (10) 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 (10) 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 a smaller number of components, the 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 (8) which reduces the number of parts. Further, due to the reduction of mechanical parts and connection between the front axle and the rear axle (8), the mechanism (100) is less prone to mechanical wear and failure. In an embodiment, the mechanism (100) provides rear axle (8) steering without reducing the stability of the vehicle at high speeds.
Reference is made to Figure 2 to Figure 4. In an embodiment, the steering system (200) may include the front axle steering mechanism (400) and the steering mechanism (100) for the rear axle (8). In this embodiment, the configuration of the mechanism (100) is similar as described above. In this embodiment, the first connecting member (4a) and the second connecting member (4b) may be at least one of a torque rod or any other rigid or flexible connecting means. In this embodiment, upon turning of the vehicle around a turn, the front axle or the front 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 the left direction, the vehicle may be subjected to turning. Durning turning of the vehicle the rear axle (8) may be subjected to lateral forces in the opposite direction to the direction of the front axle or wheels. That is, the rear axle (8) may be subjected to lateral forces which may be acting along the right-side direction of the vehicle. The lateral forces which may be acting of the rear axle (8) may result in transfer of the lateral forces to the first suspension member (3a) and the second suspension member (3b), respectively. The lateral forces on the first suspension member (3a) and the second suspension member (3b) may facilitate turning of the rear axle (8) 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 (8) may displace towards the frame (1) of the vehicle and the right wheel on the rear axle (8) may displace away from the frame (1) of the vehicle. This displacement or turning of the rear axle (8) may be accommodated by the first suspension member (3a) and the second suspension member (3b). Upon turning of the rear axle (8), the first end of the first suspension member (3a) may slide into the first bracket (5a). Further, the first end of the second suspension member (3b) may slide out of the third bracket (5b). This way resistive forces generated on the tires on the rear axle (10) during turning of the vehicles is reduced, thereby, reducing tire wear.

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, are generally intended as “open” terms (e.g., the term “including” should be interpreted as “including but not limited to,” the term “having” should be interpreted as “having at least,” the term “includes” should be interpreted as “includes but is not limited to,” etc.). It will be further understood by those within the art that if a specific number of an introduced claim recitation is intended, such an intent will be explicitly recited in the claim, and in the absence of such recitation no such intent is present. For example, as an aid to understanding the description may contain usage of the introductory phrases “at least one” and “one or more” to introduce claim recitations. However, the use of such phrases should not be construed to imply that the introduction of a claim recitation by the indefinite articles “a” or “an” limits any particular claim containing such introduced claim recitation to inventions containing only one such recitation, even when the same claim includes the introductory phrases “one or more” or “at least one” and indefinite articles such as “a” or “an” (e.g., “a” and/or “an” should typically be interpreted to mean “at least one” or “one or more”); the same holds true for the use of definite articles used to introduce claim recitations. In addition, even if a specific number of an introduced claim recitation is explicitly recited, those skilled in the art will recognize that such recitation should typically be interpreted to mean at least the recited number (e.g., the bare recitation of “two recitations,” without other modifiers, typically means at least two recitations, or two or more recitations). Furthermore, in those instances where a convention analogous to “at least one of A, B, and C, etc.” is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., “a system having at least one

of A, B, and C” would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). In those instances where a convention analogous to “at least one of A, B, or C, etc.” is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., “a system having at least one of A, B, or C” would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). It will be further understood by those within the art that virtually any disjunctive word and/or phrase presenting two or more alternative terms, whether in the description, or drawings, should be understood to contemplate the possibilities of including one of the terms, either of the terms, or both terms. For example, the phrase "A or B" will be understood to include the possibilities of "A" or "B" or "A and B."
While various aspects and embodiments have been disclosed herein, other aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed herein are for purposes of illustration and are not intended to be limiting, with the true scope and spirit being indicated in the description.
Referral Numerals:

Referral numeral Description
1 Frame
2a Primary suspension member
2b Secondary suspension member
3a First suspension member
3b Second suspension member
4a First connecting member
4b Second connecting member
5a First bracket
5b Third bracket
6a First control tube
6b Second control tube
7a Second bracket
7b Fourth bracket
8 Rear axle
8a First rear axle
9a First link
9b Second link
10 Control unit
11a First bushing

11b Second bushing
12 Connector
13 First suspension assembly
14 Second suspension assembly
100 Mechanism
200 Steering system
400 Front axle steering mechanism

We Claim:
1. A mechanism (100) for steering a rear axle (8) of a vehicle, the mechanism (100)
comprising:
a first bracket (5a) coupled to a frame (1) of the vehicle and adapted to slidably support a first end of a first suspension member (3a);
a second bracket (7a) coupled to the frame (1) and positioned adjacent to the first bracket (5a), the second bracket (7a) supports a second end of the first suspension member (3a);
a third bracket (5b) coupled to the frame (1) and adapted to slidably support a first end of a second suspension member (3b);
a fourth bracket (7b) coupled to the frame (1) and positioned adjacent to the third bracket (5b), the fourth bracket (7b) supports a second end of the second suspension member (3b); and
wherein, the first suspension member (3a) is configured to support a first end of the rear axle (8) and the second suspension member (3b) is configured to support a second end of the rear axle (8); and
a first connecting member (4a) coupled to the first end of the axle (8) and a second connecting member (4b) coupled to the second end of the rear axle (8), wherein the first connecting member (4a) and the second connecting member (4b) are operable to displace the first end and the second end of the rear axle (8), along with the first suspension member (3a) and the second suspension member (3b) in opposite directions for steering the rear axle (8).
2. The mechanism (100) as claimed in claim 1, wherein the first bracket (5a) and the third bracket (5b) are defined with a hollow profile for slidably accommodating the first end of the first suspension member (3a) and the second suspension member (3b).
3. The mechanism (100) as claimed in claim 1, comprising a first link (9a) configured to couple the second bracket (7a) to the second end of the first suspension member (3a).
4. The mechanism (100) as claimed in claim 3, wherein the first link (9a) comprises a first bushing (11a) configured to deform corresponding to displacement of the first suspension member (3a).

5. The mechanism (100) as claimed in claim 1, comprising a second link (9b) configured to couple the fourth bracket (7b) to the second end of the second suspension member (3b).
6. The mechanism (100) as claimed in claim 5, wherein the second link (9b) comprises a second bushing (11b) configured to deform corresponding to displacement of the second suspension member (3b).
7. The mechanism (100) as claimed in claim 1, wherein the operation of the first connecting member (4a) and the second connecting member (4b) steers the rear axle (8) by displacing a portion of the first suspension member (3a) through the first bracket (5a) and the second suspension member (3b) through the third bracket (5b).
8. A steering system (200) for a vehicle, the steering system (200) comprising:
a front axle steering mechanism (400);
at least one sensor configured to detect the actuation of the front axle steering mechanism (400);
a mechanism (100) for steering a rear axle (8) of the vehicle, the mechanism (100) comprising:
a first bracket (5a) coupled to a frame (1) of the vehicle and adapted to slidably support a first end of a first suspension member (3a);
a second bracket (7a) coupled to the frame (1) and positioned adjacent to the first bracket (5a), the second bracket (7a) supports a second end of the first suspension member (6);
a third bracket (5b) coupled to the frame (1) and adapted to slidably support a first end of a second suspension member (3b);
a fourth bracket (7b) coupled to the frame (1) and positioned adjacent to the third bracket (5b), the fourth bracket (7b) supports a second end of the second suspension member (3b);
wherein, the first suspension member (3a) is configured to support a first end of the rear axle (8) and the second suspension member (3b) is configured to support a second end of the rear axle (8);

a first connecting member (4a) coupled to the first end of the axle (8) and a second connecting member (4b) coupled to the second end of the rear axle (8);
a control unit (10) communicatively coupled to the front axle steering mechanism (400), and the mechanism (100) for steering the rear axle (8), the control unit (10) configured to:
receive, a signal from the at least one sensor corresponding to steering direction of front wheels of the front axle;
operate, the first connecting member (4a) and the second connecting member (4b) to displace the first end and the second end of the rear axle (8) for steering the rear axle (8) in a direction opposite to steering direction of the front axle.
9. The system (200) as claimed in claim 8, wherein the operation of the first connecting member (4a) and the second connecting member (4b) steers the rear axle (8) by displacing a portion of the first suspension member (3a) through the first bracket (5a) and the second suspension member (3b) through the third bracket (5b).
10. A vehicle comprising a mechanism (100) as claimed in claim 1 for steering a rear axle (8).